https://www.svrwiki.com/mediawiki-1.28.2/api.php?action=feedcontributions&user=SuttonBridgeMan&feedformat=atomSVR Wiki - User contributions [en-gb]2024-03-28T21:05:33ZUser contributionsMediaWiki 1.28.2https://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=8554Sutton Bridge Junction Signal Box2016-05-06T18:06:32Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is an operational signal box on Network Rail. It is located approximately 3/4 of a mile south of Shrewsbury station, and controls Sutton Bridge Junction. It originally controlled the Severn Valley line's connection with the rest of the network at Shrewsbury, and still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli. It also controls access to Coleham Yard, and has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick. However, because of its location in connection with the Severn Valley line, it has full height windows on the operating floor around the whole northern end, an amendment to the standard design. Originally, it had nameplates mounted both front and rear facing the Shrewsbury & Hereford and Severn Valley lines respectively, but the rearmost one has at some point been removed and its whereabouts is unknown. <br />
<br />
The Box has a standard GW design 61 lever 3-bar vertical tappet frame, original to the box from the date of construction. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes in conjunction with the Hereford and Newport referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame have since then undergone some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plungers. Most of the test date stickers on the instruments and indicators date from 1966 suggesting the replacement of the shelf and equipment thereon occurred in 1966 or 1967.<br />
<br />
The layout of the junction and access to Coleham Yard and other ancillary sidings and loops has over time been extensively remodelled since the late 1960s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
[[File:Sutton Bridge Junction Diagram.JPG|800px|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant remodelling of the layout at Sutton Bridge over time, many of the original GWR/BR(W) design signals have been replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style upper quadrant signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out for the signal that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a). The box's down distant signal, mounted beneath Severn Bridge Junction's starting signal, is one of only two remaining working lower quadrant distant signals on Network Rail.<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south, and Marshbrook when Dorrington is switched out. It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis, causing Severn Bridge to work to Dorrington or Marshbrook. <br />
<br />
Originally the box worked to Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line, all by absolute block. All of those boxes have now closed, Burnt Mill in 1937 resulting in Electric Train Token working from Sutton Bridge to Berrington, Coleham and Bayston Hill boxes in the 1960s, and Hookagate in the 1980s when Electric Train Token was introduced between Sutton Bridge and Welshpool. This then gave way to Radio Electric Token Block on the Cambrian line, managed from Machynlleth Signal Box, which in turn gave way to the current ERTMS. <br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]<br />
* [[Sutton_Bridge_Junction|Sutton Bridge Junction]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7904Sutton Bridge Junction Signal Box2016-01-21T22:24:08Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a currently operational signal box on Network Rail. It is located approximately 2/3 of a mile south of Shrewsbury station, and controls Sutton Bridge Junction. It originally controlled the Severn Valley line's connection with the rest of the network at Shrewsbury, and still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end, an amendment to the standard design. Originally, it had a nameplate mounted on both the front facing the mainline and on the rear facing the Severn Valley line, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes in conjunction with the Hereford and Newport referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plungers.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
[[File:Sutton Bridge Junction Diagram.JPG|800px|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out for the signal that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a). The box's down distant signal, mounted beneath Severn Bridge Junction's starting signal, is one of only two remaining working lower quadrant distant signals on Network Rail.<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]<br />
* [[Sutton_Bridge_Junction|Sutton Bridge Junction]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7903Sutton Bridge Junction Signal Box2016-01-21T22:23:45Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a currently operational signal box on Network Rail. It is located approximately 2/3 of a mile south of Shrewsbury station, and controls Sutton Bridge Junction. It originally controlled the Severn Valley line's connection with the rest of the network at Shrewsbury, and still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end, an amendment to the standard design. Originally, it had a nameplate mounted on both the front facing the mainline and on the rear facing the Severn Valley line, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes in conjunction with the Hereford and Newport referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plungers.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
[[File:Sutton Bridge Junction Diagram.JPG|600px|thumb|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out for the signal that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a). The box's down distant signal, mounted beneath Severn Bridge Junction's starting signal, is one of only two remaining working lower quadrant distant signals on Network Rail.<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]<br />
* [[Sutton_Bridge_Junction|Sutton Bridge Junction]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7902Sutton Bridge Junction Signal Box2016-01-21T22:21:46Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a currently operational signal box on Network Rail. It is located approximately 2/3 of a mile south of Shrewsbury station, and controls Sutton Bridge Junction. It originally controlled the Severn Valley line's connection with the rest of the network at Shrewsbury, and still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end, an amendment to the standard design. Originally, it had a nameplate mounted on both the front facing the mainline and on the rear facing the Severn Valley line, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes in conjunction with the Hereford and Newport referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plungers.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
[[File:Sutton Bridge Junction Diagram.JPG|600px|thumb|right|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out for the signal that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a). The box's down distant signal, mounted beneath Severn Bridge Junction's starting signal, is one of only two remaining working lower quadrant distant signals on Network Rail.<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7901Sutton Bridge Junction Signal Box2016-01-21T11:20:56Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Diagram.JPG|200px|thumb|right|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
[[File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7900Sutton Bridge Junction Signal Box2016-01-21T11:20:40Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Sutton Bridge Junction Interior.JPG|200px|thumb|right|An interior view of Sutton Bridge Junction Signal Box. Many of the white levers once controlled access to and from the SVR.]]<br />
[[File:Sutton Bridge Junction Diagram.JPG|200px|thumb|right|The current (2016) diagram of Sutton Bridge Junction Signal Box.]]<br />
[[File:File:Sutton Bridge Junction Northern View.JPG|200px|thumb|right|The view northwards from the Box, towards Shrewsbury station. It can be seen that the bracket signal on the right still has the necessary space for another doll and arm for the Severn Valley line.]]<br />
[[File:Sutton Bridge Junction SVR View.JPG|200px|thumb|right|This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.]]<br />
[[File:Sutton Bridge Junction SVR View (Northwards).JPG|200px|thumb|right|This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve.]]<br />
<br />
See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=File:Sutton_Bridge_Junction_Interior.JPG&diff=7899File:Sutton Bridge Junction Interior.JPG2016-01-21T11:15:17Z<p>SuttonBridgeMan: An interior view of Sutton Bridge Junction, showing the 1913 GWR lever frame, BR(LMR) block shelf and standard BR plastic block instruments. Many of the white levers in the photo originally controlled access to and from the SVR.</p>
<hr />
<div>== Summary ==<br />
An interior view of Sutton Bridge Junction, showing the 1913 GWR lever frame, BR(LMR) block shelf and standard BR plastic block instruments. Many of the white levers in the photo originally controlled access to and from the SVR.<br />
== Licencing ==<br />
{{Permission from self}}</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=File:Sutton_Bridge_Junction_SVR_View_(Northwards).JPG&diff=7898File:Sutton Bridge Junction SVR View (Northwards).JPG2016-01-21T11:13:15Z<p>SuttonBridgeMan: This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards...</p>
<hr />
<div>== Summary ==<br />
This photo is taken from the SVR trackbed. The signal box is to the left and the concrete walking route roughly follows the line the SVR would have taken in its divergence from the main line. Shrewsbury station is approximately 2/3 of a mile northwards, to the left of this picture as the mainline takes a leftward curve. Shrewsbury Abbey can be seen, site of the Shropshire & Montgomeryshire Light Railway's station and in later years an oil terminal, accessed via a reverse movement utilising a short length of the SVR.<br />
== Licencing ==<br />
{{Permission from self}}</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=File:Sutton_Bridge_Junction_SVR_View.JPG&diff=7897File:Sutton Bridge Junction SVR View.JPG2016-01-21T11:09:35Z<p>SuttonBridgeMan: This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.</p>
<hr />
<div>== Summary ==<br />
This view is taken from the trackbed of the SVR. The signal box is on the right, and the line passed under the central arch of the bridge. It can be seen that significant earthworks have been put up inside the arch and beyond, which is totally built over.<br />
== Licencing ==<br />
{{Permission from self}}</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=File:Sutton_Bridge_Junction_Northern_View.JPG&diff=7896File:Sutton Bridge Junction Northern View.JPG2016-01-21T11:07:18Z<p>SuttonBridgeMan: A view northwards from Sutton Bridge Junction. Coleham Yard is to the left of the picture, and the buildings on the right are on the sites of the LNWR and GWR engine sheds. It can be seen that the bracket signal once had space for a doll and arm readin...</p>
<hr />
<div>== Summary ==<br />
A view northwards from Sutton Bridge Junction. Coleham Yard is to the left of the picture, and the buildings on the right are on the sites of the LNWR and GWR engine sheds. It can be seen that the bracket signal once had space for a doll and arm reading onto the Severn Valley Line, which diverged from the mainline on the right.<br />
== Licencing ==<br />
{{Permission from self}}</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=File:Sutton_Bridge_Junction_Diagram.JPG&diff=7895File:Sutton Bridge Junction Diagram.JPG2016-01-21T11:04:37Z<p>SuttonBridgeMan: A photograph of the current diagram at Sutton Bridge Junction, the northernmost Signal Box that controlled the Severn Valley Line. The SVR would have branched off the main line by the bracket signals 58/54, heading towards the bottom left of the image.</p>
<hr />
<div>== Summary ==<br />
A photograph of the current diagram at Sutton Bridge Junction, the northernmost Signal Box that controlled the Severn Valley Line. The SVR would have branched off the main line by the bracket signals 58/54, heading towards the bottom left of the image.<br />
== Licencing ==<br />
{{Permission from self}}</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7711Sutton Bridge Junction Signal Box2016-01-02T18:17:18Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
Current published plans indicate the box will be closed in 2025 with its area of control passed to Cardiff Rail Operating Centre (ROC), although it remains to be seen if this target will be achieved.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7710Sutton Bridge Junction Signal Box2016-01-02T18:16:20Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box]].<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7709Sutton Bridge Junction Signal Box2016-01-02T18:15:56Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [[Kidderminster_Station_signal_box_(1986_onwards)|Kidderminster Station signal box]].<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7708Sutton Bridge Junction Signal Box2016-01-02T18:15:34Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [Kidderminster_Station_signal_box_(1986_onwards)|Kidderminster Station signal box].<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7707Sutton Bridge Junction Signal Box2016-01-02T18:15:11Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
The box was thoroughly measured in the 1980s by an SVR volunteer to ensure accuracy in the plans for [Kidderminster_Station_signal_box_(1987_onwards)|Kidderminster Station signal box].<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1987_onwards)&diff=7706Kidderminster Station signal box (1987 onwards)2016-01-02T18:13:46Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Kidderminster Signal Box - 43924.JPG |thumb|200px|right| Kidderminster Signal Box]]<br />
Not to be confused with the original [[Kidderminster Station signal box (c.1882-1973)]], whose nameplate the current box bears.<br />
<br />
A signal box at [[Kidderminster]], working to [[Bewdley South signal box|Bewdley South]]. The box also communicates with Network Rail's West Midlands Signalling Centre (WMSC) at Saltley.<br />
<br />
Kidderminster Town had no signal box when it opened in 1984, resulting in an 'only one engine in steam' restriction on operations which were controlled by a simple [[Kidderminster ground frame | ground frame]]. The signal box was built during between July and December 1986, the design being based on a typical GWR medium-sized box. Extensive measurements of Abbey Foregate and [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction]] signal boxes at Shrewsbury ensured authenticity. Installation of the signalling equipment took place throughout 1987. The installation work involved an estimated 8,000 man hours. producing a fully assembled 62 lever frame complete with all mechanical locking, fitting to the frame of 35 electric locks and 5 combined locks and circuit controllers, and installation of a 22 ft long block shelf complete with instruments. The box was commissioned in December 1987 following installation of the most vital piece of equipment, the signalman’s leather armchair. The lever frame is a 5-bar vertical tappet frame of very late manufacture, being built in the late 1950s for Acton Yard signal box which had a short life. Evidence of its lateness may be found in the spring housing on the catch handle drop rods, which are of a much plainer hood design than previously used by the GWR/BR(W).<br />
<br />
During the morning of Saturday 3 March 2013, the signal box suffered a small fire in the roof at the point where the stove flue passes through the ceiling. The signalman was able to leave the box without injury. A small section of the roof was destroyed, and there was some damage to the telephone system and the domestic wiring caused by the water used by the Fire Brigade, although the signalling equipment was largely unaffected. Kidderminster station was initially closed. Once access to the box was regained, the water was mopped up to prevent it falling into the frame room and its electrics. By 4pm the debris had been cleared and the roof made weather-proof with a plastic sheet supplied by Bewdley C&W Department. Rapid work by the S&T and PW departments then saw normal service resumed by commencement of operations on the following day. <br />
<br />
==Signalling diagram==<br />
<br />
[[File:Kidderminster box diagram.gif]]<br />
<br />
==Connection to Network Rail==<br />
<br />
Until 2012 Kidderminster Station Signal Box worked to Kidderminster Junction signal box, 'over the fence' and operated by BR, RailTrack and finally Network Rail. The connection between the SVR and national rail was somewhat limiting, requiring staff on the track for any movement between railways. This all changed when Kidderminster Junction signal box closed in 2012 (its lever frame was saved for spares by the SVR) and extensive work by Network Rail and SVR S&T technicians installed one of the most comprehensive connections between the national rail network and a private heritage railway in existence, with movements from the SVR onto the Down Main and movements from the Up & Down Mains onto Network Rail being completely locked and signalled movements overseen by the cooperative efforts of the SVR signalman and NR signaller at Saltley. This upgrade also saw the first non-GWR/BR(W) signal installed on the SVR, in the form of a colour light signal reading from the SVR's 'exchange' line onto the national network or into the SVR's [[Carriage Repair Works | North Star Carriage & Wagon Works]].<br />
<br />
==Signalling controlled from the box==<br />
<br />
All signals at Kidderminster excepting the colour light signal (see above) are of late GWR/BR(W) steel tubular post and enamel arm design. The large gantry originates from Taunton East, although the layout of signals upon it is quite different to how it was when it was there. As part of the 2012 resignalling of the network connection, the 'exchange line' (see diagram) was upgraded from a siding to a running line, requiring derailers to be installed on the three siding roads leading out of the North Star Carriage & Wagon Works, as there was insufficient space for a trap point. These are worked from a lever in the box, possibly the only example of worked derailers installed on a heritage railway. There are also levers to provide a 'slot' (release) to the Network Rail signaller to allow trains to proceed from Network Rail onto the SVR.<br />
<br />
Signals 2, 5 and 56 are motor worked.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7705Sutton Bridge Junction Signal Box2016-01-02T18:11:07Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to be taken out of or change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Unusually for a box of its size, Sutton Bridge Junction has the capacity to switch out and does so on a daily basis. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7704Sutton Bridge Junction Signal Box2016-01-02T18:08:52Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]].<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction&diff=7703Sutton Bridge Junction2016-01-02T18:08:42Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File: Sutton_Bridge_Junction_OS.jpg|thumb|400px|right|Railways south of Shrewsbury (Ordnance Survey 1888-1913)]]<br />
<br />
See also [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction Signal Box]].<br />
<br />
==Location==<br />
First plans for the Severn Valley Railway involved a connection with the Shrewsbury & Birmingham Railway’s proposed branch to Madeley, leading to an approach to Shrewsbury from the east via Wellington. However difficulties in raising funds for construction of the railway resulted in a revised route, with a connection to the Shrewsbury & Hereford Railway at Sutton Bridge Junction, a little over &frac12; of a mile south of Shrewsbury.<br />
<br />
The picture shows an extract from the Ordnance Survey Map of 1888-1913. On leaving Shrewsbury to the south, the line first came to Severn Bridge Junction. Here the Shrewsbury & Wellington Railway branched off to the east. This was a joint railway of the GWR and LNWR as far as Wellington, and would have been the route by which the Severn Valley Railway, as originally proposed, would have reached Shrewsbury.<br />
Next the line passed the Carriage and Wagon works and the Shrewsbury locomotive depot. The latter would have been the home of locomotives working the Severn Valley Railway from the north.<br />
<br />
The line then reached Sutton Bridge Junction, which saw the junction of three railways. First, the Severn Valley Line branched off to the southeast. For a distance of 18 chains it was double track, due to a Board of Trade requirement of the time that junctions of single lines, either with double lines or with other single lines, were made double junctions. It became single track shortly after passing the 475 foot long 3-road carriage shed<ref>John Marshall (1989), The Severn Valley Railway.</ref>. <br />
<br />
A few yards further on, the Shropshire and Welshpool Railway branched off to the west, enabling trains to reach the Cambrian Railways system at Welshpool. The Shrewsbury & Hereford Railway then continued southwards towards [[Wyre Forest Line#Woofferton | Woofferton]], where it met the [[Tenbury Branch]] from Bewdley.<br />
<br />
==Signalling==<br />
The 61 lever [[Sutton_Bridge_Junction_Signal_Box|signal box]] which controlled the junction was built in 1913 and is still in use The Severn Valley Line passed behind the box, while the Shrewsbury & Hereford Railway passed in front of it. The Severn Valley Line formation can be seen in [http://www.raretrack.com/100313uk/100313uk18_suttonbridge.htm this photograph].<br />
<br />
==References==<br />
<references /><br />
<br />
==See also==<br />
[[Maps#Schematic maps of the pre-closure SVR | Pre-1963 map]]<br><br />
[[The Severn Valley Railway under GWR/BR ownership#FormerStations | List of former stations]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction&diff=7702Sutton Bridge Junction2016-01-02T18:08:27Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File: Sutton_Bridge_Junction_OS.jpg|thumb|400px|right|Railways south of Shrewsbury (Ordnance Survey 1888-1913)]]<br />
<br />
See also [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction Signal Box]]<br />
<br />
==Location==<br />
First plans for the Severn Valley Railway involved a connection with the Shrewsbury & Birmingham Railway’s proposed branch to Madeley, leading to an approach to Shrewsbury from the east via Wellington. However difficulties in raising funds for construction of the railway resulted in a revised route, with a connection to the Shrewsbury & Hereford Railway at Sutton Bridge Junction, a little over &frac12; of a mile south of Shrewsbury.<br />
<br />
The picture shows an extract from the Ordnance Survey Map of 1888-1913. On leaving Shrewsbury to the south, the line first came to Severn Bridge Junction. Here the Shrewsbury & Wellington Railway branched off to the east. This was a joint railway of the GWR and LNWR as far as Wellington, and would have been the route by which the Severn Valley Railway, as originally proposed, would have reached Shrewsbury.<br />
Next the line passed the Carriage and Wagon works and the Shrewsbury locomotive depot. The latter would have been the home of locomotives working the Severn Valley Railway from the north.<br />
<br />
The line then reached Sutton Bridge Junction, which saw the junction of three railways. First, the Severn Valley Line branched off to the southeast. For a distance of 18 chains it was double track, due to a Board of Trade requirement of the time that junctions of single lines, either with double lines or with other single lines, were made double junctions. It became single track shortly after passing the 475 foot long 3-road carriage shed<ref>John Marshall (1989), The Severn Valley Railway.</ref>. <br />
<br />
A few yards further on, the Shropshire and Welshpool Railway branched off to the west, enabling trains to reach the Cambrian Railways system at Welshpool. The Shrewsbury & Hereford Railway then continued southwards towards [[Wyre Forest Line#Woofferton | Woofferton]], where it met the [[Tenbury Branch]] from Bewdley.<br />
<br />
==Signalling==<br />
The 61 lever [[Sutton_Bridge_Junction_Signal_Box|signal box]] which controlled the junction was built in 1913 and is still in use The Severn Valley Line passed behind the box, while the Shrewsbury & Hereford Railway passed in front of it. The Severn Valley Line formation can be seen in [http://www.raretrack.com/100313uk/100313uk18_suttonbridge.htm this photograph].<br />
<br />
==References==<br />
<references /><br />
<br />
==See also==<br />
[[Maps#Schematic maps of the pre-closure SVR | Pre-1963 map]]<br><br />
[[The Severn Valley Railway under GWR/BR ownership#FormerStations | List of former stations]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction&diff=7701Sutton Bridge Junction2016-01-02T18:08:11Z<p>SuttonBridgeMan: /* Signalling */</p>
<hr />
<div>[[File: Sutton_Bridge_Junction_OS.jpg|thumb|400px|right|Railways south of Shrewsbury (Ordnance Survey 1888-1913)]]<br />
<br />
See also [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction Signal Box]]<br />
<br />
==Location==<br />
First plans for the Severn Valley Railway involved a connection with the Shrewsbury & Birmingham Railway’s proposed branch to Madeley, leading to an approach to Shrewsbury from the east via Wellington. However difficulties in raising funds for construction of the railway resulted in a revised route, with a connection to the Shrewsbury & Hereford Railway at Sutton Bridge Junction, a little over &frac12; of a mile south of Shrewsbury.<br />
<br />
The picture shows an extract from the Ordnance Survey Map of 1888-1913. On leaving Shrewsbury to the south, the line first came to Severn Bridge Junction. Here the Shrewsbury & Wellington Railway branched off to the east. This was a joint railway of the GWR and LNWR as far as Wellington, and would have been the route by which the Severn Valley Railway, as originally proposed, would have reached Shrewsbury.<br />
Next the line passed the Carriage and Wagon works and the Shrewsbury locomotive depot. The latter would have been the home of locomotives working the Severn Valley Railway from the north.<br />
<br />
The line then reached Sutton Bridge Junction, which saw the junction of three railways. First, the Severn Valley Line branched off to the southeast. For a distance of 18 chains it was double track, due to a Board of Trade requirement of the time that junctions of single lines, either with double lines or with other single lines, were made double junctions. It became single track shortly after passing the 475 foot long 3-road carriage shed<ref>John Marshall (1989), The Severn Valley Railway.</ref>. <br />
<br />
A few yards further on, the Shropshire and Welshpool Railway branched off to the west, enabling trains to reach the Cambrian Railways system at Welshpool. The Shrewsbury & Hereford Railway then continued southwards towards [[Wyre Forest Line#Woofferton | Woofferton]], where it met the [[Tenbury Branch]] from Bewdley.<br />
<br />
==Signalling==<br />
The 61 lever [[Sutton_Bridge_Junction_Signal_Box signal box]] which controlled the junction was built in 1913 and is still in use The Severn Valley Line passed behind the box, while the Shrewsbury & Hereford Railway passed in front of it. The Severn Valley Line formation can be seen in [http://www.raretrack.com/100313uk/100313uk18_suttonbridge.htm this photograph].<br />
<br />
==References==<br />
<references /><br />
<br />
==See also==<br />
[[Maps#Schematic maps of the pre-closure SVR | Pre-1963 map]]<br><br />
[[The Severn Valley Railway under GWR/BR ownership#FormerStations | List of former stations]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7700Sutton Bridge Junction Signal Box2016-01-02T18:04:57Z<p>SuttonBridgeMan: </p>
<hr />
<div>See also [[Sutton_Bridge_Junction|Sutton Bridge Junction]]<br />
<br />
Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction&diff=7699Sutton Bridge Junction2016-01-02T18:04:29Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File: Sutton_Bridge_Junction_OS.jpg|thumb|400px|right|Railways south of Shrewsbury (Ordnance Survey 1888-1913)]]<br />
<br />
See also [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction Signal Box]]<br />
<br />
==Location==<br />
First plans for the Severn Valley Railway involved a connection with the Shrewsbury & Birmingham Railway’s proposed branch to Madeley, leading to an approach to Shrewsbury from the east via Wellington. However difficulties in raising funds for construction of the railway resulted in a revised route, with a connection to the Shrewsbury & Hereford Railway at Sutton Bridge Junction, a little over &frac12; of a mile south of Shrewsbury.<br />
<br />
The picture shows an extract from the Ordnance Survey Map of 1888-1913. On leaving Shrewsbury to the south, the line first came to Severn Bridge Junction. Here the Shrewsbury & Wellington Railway branched off to the east. This was a joint railway of the GWR and LNWR as far as Wellington, and would have been the route by which the Severn Valley Railway, as originally proposed, would have reached Shrewsbury.<br />
Next the line passed the Carriage and Wagon works and the Shrewsbury locomotive depot. The latter would have been the home of locomotives working the Severn Valley Railway from the north.<br />
<br />
The line then reached Sutton Bridge Junction, which saw the junction of three railways. First, the Severn Valley Line branched off to the southeast. For a distance of 18 chains it was double track, due to a Board of Trade requirement of the time that junctions of single lines, either with double lines or with other single lines, were made double junctions. It became single track shortly after passing the 475 foot long 3-road carriage shed<ref>John Marshall (1989), The Severn Valley Railway.</ref>. <br />
<br />
A few yards further on, the Shropshire and Welshpool Railway branched off to the west, enabling trains to reach the Cambrian Railways system at Welshpool. The Shrewsbury & Hereford Railway then continued southwards towards [[Wyre Forest Line#Woofferton | Woofferton]], where it met the [[Tenbury Branch]] from Bewdley.<br />
<br />
==Signalling==<br />
The 61 lever signal box which controlled the junction was built in 1913 and was still in use in 2007<ref>Country Railway Routes - Kidderminster to Shrewsbury, Vic Mitchell & Kevin Smith (2007).</ref>. The Severn Valley Line passed behind the box, while the Shrewsbury & Hereford Railway passed in front of it. The Severn Valley Line formation can be seen in [http://www.raretrack.com/100313uk/100313uk18_suttonbridge.htm this photograph].<br />
<br />
==References==<br />
<references /><br />
<br />
==See also==<br />
[[Maps#Schematic maps of the pre-closure SVR | Pre-1963 map]]<br><br />
[[The Severn Valley Railway under GWR/BR ownership#FormerStations | List of former stations]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7698Sutton Bridge Junction Signal Box2016-01-02T18:02:20Z<p>SuttonBridgeMan: </p>
<hr />
<div>Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and to Burnt Mill Junction box on the Severn Valley Line. However, this box closed in 1937 and communication was then by Electric Train Token to Berrington signal box.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=List_of_signal_boxes&diff=7697List of signal boxes2016-01-02T18:00:24Z<p>SuttonBridgeMan: /* Severn Valley Railway */</p>
<hr />
<div>Of the signal boxes on the SVR, three survive in their original form from GWR days - the two Bewdley boxes and Highley. Bridgnorth and Hampton Loade signal boxes were both partially demolished on the line's closure and were later rebuilt, using parts from both the original boxes and from others. Arley is a former LNWR box, originally located at Yorton (near Whitchurch). Kidderminster was built from scratch, to control the new SVR terminus adjacent to the BR main line.<br />
<br />
== List of current SVR Signal Boxes ==<br />
<br />
* [[Kidderminster signal box | Kidderminster Station]]<br />
* [[Bewdley South signal box | Bewdley South]]<br />
* [[Bewdley North signal box | Bewdley North]]<br />
* [[Arley signal box | Arley]]<br />
* [[Highley signal box | Highley]]<br />
* [[Hampton Loade signal box | Hampton Loade]]<br />
* [[Bridgnorth signal box | Bridgnorth]]<br />
<br />
== List of current SVR Ground Frames ==<br />
<br />
* [[Eardington ground frame | Eardington]]<br />
* [[Bridgnorth Boiler Shop ground frame | Bridgnorth Boiler Shop]]<br />
<br />
== List of historical Signal Boxes and Ground Frames ==<br />
<br />
=== Severn Valley Railway===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Hartlebury]] Station || June 1876<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )</ref> || 24 August 2012 || McKenzie & Holland type 2 box. Originally 21 levers, renewed with 30 lever GWR frame August 1910, frame removed and replaced with switch panel 7 November 1982.<ref name="SRSSignalBoxRegister_Update9" /><br />
|- <br />
| Hartlebury Junction || June 1876 || 15 April 1977 || McKenzie & Holland type 2 box. Originally 20 levers, renewed with 27 lever GWR frame 1912.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Leapgate Siding G.F. || 28 August 1939 || 12 January 1981 || Single track junction facing Stourport serving Regent Oil Co. depot. Two sidings on either side of a gantry, space for 17 20-ton wagons.<ref name="RailwaysInWorcsSVR">[http://www.miac.org.uk/severnvalleyline.html Railways in Worcestershire, Severn Valley Line], accessed 30 Nov 2015</ref><ref name="BranchLinesOfWorcs">The Branch Lines of Worcestershire, Colin C. Maggs</ref> Released by token.<br />
|-<br />
| [[Stourport]] South || 1885 || 1 April 1951 || Originally 18 levers (14 working, 4 spare). Double-line block working between the two Stourport boxes was authorised in 1887<ref>[[Bibliography#Books | Marshall (1989)]], p129</ref>. New frame circa 1923. Renamed "Stourport on Severn South" in 1934. On closure, control of layout went to Stourport North.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Stourport North || Before 1885 || 3 May 1970 || Great Western Type 5 brick signal box. Originally a 20 lever frame, extended to 24 (18 working 6 spare)<ref>Marshall (1989)</ref> by March 1907, new 34 lever GWR frame 1914. Box extended by 6 feet 8 inches and new 43 lever frame installed April 1951, signal box then taking control of whole station. Renamed "Stourport on Severn North" in 1934, apparently kept the name until closure.<ref name="SRSSignalBoxRegister_Update9" /> Parts used in rebuilding of Hampton Loade SB.<br />
|-<br />
| Park Street G.F. || || || Controlled connections at north end of Stourport to coal sidings and Steatite Branch/Burlish Branch, which serviced the Steatite and Porcelain Products Co. factory near Burlish crossing.<ref name="BranchLinesOfWorcs" /><ref name="RailwaysInWorcsSVR" /> Three? levers, electrically released from Stourport (North) S.B. <ref name="StourportDiagram">SRS diagram for Stourport-on-Severn SB</ref><br />
|-<br />
| Brindley Street G.F. || || || Served National Cold Stores.<ref name="BranchLinesOfWorcs" /> Two? levers and an intermediate token machine, released by token.<ref name="StourportDiagram" /><br />
|-<br />
| Bewdley South || 1878 || 3 May 1970 || McKenzie and Holland Type 3 brick signal box. Originally 28 levers, extended to 31 September 1901, new 32 lever GWR frame circa 1923. Reopened and extended to 34 levers in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bewdley North || 1878 || 3 May 1970 || McKenzie and Holland Type 3 timber signal box. Original frame of unknown length, new 37 lever GWR frame 25 June 1908. Reopened in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Folly Point Siding G.F. || 16 September 1899 || 1906 || Siding laid in connection with the construction of the [[Elan Valley Aqueduct]]<ref name="RailwaysInWorcsSVR" />. Access controlled by two ground frames each with two levers, locked by a key on the electric train staff for the section<ref>[[Bibliography#Books | Marshall (1989)]], p95</ref>.<br />
|-<br />
| Arley || June 1883 || 28 June 1964 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Demolished, replacement preservation-era box in same location<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings South G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet and Billingsley Sidings]] || December 1913 || March 1943 || Replaced G.F.s in 1913, itself replaced by G.F.s in 1943. 38 lever frame (32 working, 6 spare), manned 08.00-16.00 and the only box on the line able to switch out<ref>Marshall (1989), p132</ref>. <br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings North G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| Highley || June 1883 || 3 May 1970 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Reopened in preservation, virtually unchanged since construction.<br />
|-<br />
| [[Alveley South ground frame | Alveley South G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc">Opening notice for Alveley Sidings: [[Media:GWR_Alveley_Colliery_2.jpg|Side A]] and [[Media:GWR Alveley Colliery 1.jpg|Side B]].</ref><br />
|-<br />
| [[Alveley North ground frame | Alveley North G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc" /><br />
|-<br />
| Hampton Loade || May 1883 || 2 December 1963 || McKenzie and Holland brick signal box, 14 levers.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, replica preservation-era box build from structure of Hampton and Stourport boxes<br />
|-<br />
| [[Hampton Loade ground frame | Hampton Loade G.F.]]* || || || Preservation-era G.F. used to run round ca. 1970 before reopening of signal box<br />
|-<br />
| Eardington G.F.(s) || || || Existence assumed. The [[Eardington | station]] had a goods loop, reduced to a siding in 1959. The station had no signal box and was unstaffed after 1949.<br />
|-<br />
| [[Knowlesands Sidings#Knowlesands Sidings ground frames | Knowlesands Sidings G.F.s]] || || || North and South G.F.s. Released by token.<br />
|-<br />
| [[Bridgnorth|Bridgnorth South]] || October 1892 || 1923 || GWR Type 5 brick signal box. 21 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bridgnorth (1) || || October 1892 || No further details known<ref name="SRSSignalBoxRegister_Update9" />, although Marshall's comment on Buildwas Station (1) below may also apply here as interlocking of starting signal and points was authorised at the same time.<br />
|-<br />
| Bridgnorth (2) || 1923 || 2 December 1963 || GWR Type 8A brick signal box. 54 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, shortened base re-used for 30 lever preservation-era box.<br />
|-<br />
| [[Bridgnorth|Bridgnorth North]] || October 1892 || 1923 || GWR signal box, identical dimensions (and construction?) to South. 23 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Coalport]] || ca. November 1895 || 2 December 1963 || GWR Type 5 brick signal box. 31 lever frame.<br />
|-<br />
| Coalport G.F. || ca. 1895 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Maw and Co's Siding|Maw and Co's Siding G.F.]] || 1877 || 18 October 1959 || Originally a McKenzie and Holland signal box, demoted to ground frame status 1893, replaced by an actual ground frame by 1945.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Jackfield Siding|Jackfield Siding G.F.s]] || || Up to three ground frames serving brick and tile factories at Jackfield<br />
|-<br />
| [[Ironbridge and Broseley]] || 1894 || 25 November 1956 || GWR Type 5 brick signal box. 31 lever GWR frame, replaced with new frame of same length but more modern design 1917<ref name="SRSSignalBoxRegister_Update9" />, although this may have simply been a replacement of the interlocking (5 1/4 inch lever pitch retained).<br />
|-<br />
| [[Bowers Yard Lime Kilns Siding]] (G.F.) || 1920s? || After 1934<ref>M. A. Vanns, ''Severn Valley Railway, A View From The Past'', Shrewdale Publishing. Photo dated 1934 on p.85 shows siding</ref> || Historic lime kilns revived at some date in 1920s and rail siding added. Official name not known.<br />
|-<br />
| [[Buildwas]] Junction || circa 1864 || 4? November 1923 || New 32 lever installed 1913.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Power Station Siding G.F. || ca. 1931 || || Access to CEGB sidings at Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram">SRS diagram for Buildwas SB</ref><br />
|-<br />
| Buildwas || 4 November 1923 || 15 March 1964 || GWR Type 7D brick signal box. 66 lever frame, extended by approx. 14 feet and new 113 lever frame 9 December 1931, in connection with Power Station opening.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Buildwas Station (1) || By 1871|| 1888 || In August 1871, the GWR Board authorised 'connecting the down starting signal with the signal box'. Marshall suggests this was probably a small cabin covering a ground frame<ref>[[Bibliography#Books | Marshall (1989)]], p127</ref>. <br />
|-<br />
| Buildwas Station (2) || 23 October 1888 || 4? November 1923 || New 49 lever frame 1906.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Mileage Siding G.F. || || || Two? lever G.F. providing access to siding at north end of Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram" /><br />
|-<br />
| [[Cressage]] || By 1890, replaced June 1894 || 2 December 1963 || Replacement box GWR Type 5 brick signal box, 23 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (19 working, 4 spare), gate wheel for the level crossing<ref name = "Marshall131">[[Bibliography#Books | Marshall (1989)]], p131</ref>.<br />
|-<br />
| Cressage G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Berrington]] || By 1890, replaced June 1894 || 2 December 1963 || Original box reportedly able to switch out. Replacement box GWR Type 5 brick signal box, 19 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (16 working, 3 spare)<ref name = "Marshall131" />.<br />
|-<br />
| Berrington G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the south end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930.<br />
|-<br />
| Burnt Mill Junction || Box ordered January 1894 || 14 February 1937 || 10 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> End of short double track section from Sutton Bridge Jn<br />
|-<br />
| [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction]] || 1913 || Open || Replacement box opened 1913.<ref name="SRSSignalBoxRegister_Update9" /> Still open. <br />
|-<br />
|}<br />
<br />
===Tenbury and Bewdley Railway (at Bewdley)===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
|Bewdley South ||1864 ||1878? ||Early McKenzie, Clunes & Co box situated between the Down platform and the goods yard. 10ft x 12ft x 10ft in size, with 7 signal levers and 4 point levers<ref Name = "Beddoes">[[Bibliography#Books | Beddoes and Smith (1995)]], p27</ref>.<br />
|-<br />
|Bewdley North || 1864 || 1878? || McKenzie, Clunes & Co ‘signal box’ provided in 1864 for signals at the north end. Cost only £8 10s, suggesting probably a hut covering a ground frame<Ref name = "Beddoes" />.<br />
|-<br />
|}<br />
<br />
=== Kidderminster Loop Line ===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Kidderminster Station signal box (c.1882-1973) | Kidderminster Station]] || By 1882 || 15 July 1973 || McKenzie and Holland brick signal box. 21 levers by 1893, new 30 lever GWR frame 1 May 1913. Frame re-used in preservation-era box at Arley<ref name="SRSSignalBoxRegister_Update9" />, name plate used on current SVR box.<br />
|-<br />
| [[Kidderminster Junction signal box|Kidderminster Junction]] || By 1882 || 24 August 2012<ref>[http://ukrailways1970tilltoday.me.uk/Kidderminster_junction_signal_box.html UK Railways 1970 Till Today], accessed 30 Nov 2015</ref> || Original box perhaps McKenzie and Holland, 35 lever frame, new 40 lever frame circa 1912. Replacement GWR Type 28B timber box 18 December 1937. Box demolished by derailed wagon on 7 June 1953, temporary SB until 25 October 1953 when new brick box with 66 levers built.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Kidderminster ground frame | Kidderminster G.F.]]* || || || Temporary preservation-era G.F. before commissioning of signal box.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park Sidings G.F.]] || || || Provided access to British Sugar.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park BR/SVR Boundary G.F.]]* || || || Two preservation-era G.F.s controlling SVR/BR boundary.<br />
|-<br />
|}<br />
<br />
<nowiki />* Installed during preservation but later removed as no longer required.<br />
<br />
==See also==<br />
<br />
[[Wrangaton Signal Box]] at [[Kidderminster Railway Museum]]<br />
<br />
==References==<br />
<br />
<references /><br />
<br />
== Links ==<br />
<br />
[http://www.svrsig.org/ SVR Signals & Telegraph Department web site]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=List_of_signal_boxes&diff=7696List of signal boxes2016-01-02T17:59:52Z<p>SuttonBridgeMan: /* List of historical Signal Boxes and Ground Frames */</p>
<hr />
<div>Of the signal boxes on the SVR, three survive in their original form from GWR days - the two Bewdley boxes and Highley. Bridgnorth and Hampton Loade signal boxes were both partially demolished on the line's closure and were later rebuilt, using parts from both the original boxes and from others. Arley is a former LNWR box, originally located at Yorton (near Whitchurch). Kidderminster was built from scratch, to control the new SVR terminus adjacent to the BR main line.<br />
<br />
== List of current SVR Signal Boxes ==<br />
<br />
* [[Kidderminster signal box | Kidderminster Station]]<br />
* [[Bewdley South signal box | Bewdley South]]<br />
* [[Bewdley North signal box | Bewdley North]]<br />
* [[Arley signal box | Arley]]<br />
* [[Highley signal box | Highley]]<br />
* [[Hampton Loade signal box | Hampton Loade]]<br />
* [[Bridgnorth signal box | Bridgnorth]]<br />
<br />
== List of current SVR Ground Frames ==<br />
<br />
* [[Eardington ground frame | Eardington]]<br />
* [[Bridgnorth Boiler Shop ground frame | Bridgnorth Boiler Shop]]<br />
<br />
== List of historical Signal Boxes and Ground Frames ==<br />
<br />
=== Severn Valley Railway===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Hartlebury]] Station || June 1876<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )</ref> || 24 August 2012 || McKenzie & Holland type 2 box. Originally 21 levers, renewed with 30 lever GWR frame August 1910, frame removed and replaced with switch panel 7 November 1982.<ref name="SRSSignalBoxRegister_Update9" /><br />
|- <br />
| Hartlebury Junction || June 1876 || 15 April 1977 || McKenzie & Holland type 2 box. Originally 20 levers, renewed with 27 lever GWR frame 1912.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Leapgate Siding G.F. || 28 August 1939 || 12 January 1981 || Single track junction facing Stourport serving Regent Oil Co. depot. Two sidings on either side of a gantry, space for 17 20-ton wagons.<ref name="RailwaysInWorcsSVR">[http://www.miac.org.uk/severnvalleyline.html Railways in Worcestershire, Severn Valley Line], accessed 30 Nov 2015</ref><ref name="BranchLinesOfWorcs">The Branch Lines of Worcestershire, Colin C. Maggs</ref> Released by token.<br />
|-<br />
| [[Stourport]] South || 1885 || 1 April 1951 || Originally 18 levers (14 working, 4 spare). Double-line block working between the two Stourport boxes was authorised in 1887<ref>[[Bibliography#Books | Marshall (1989)]], p129</ref>. New frame circa 1923. Renamed "Stourport on Severn South" in 1934. On closure, control of layout went to Stourport North.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Stourport North || Before 1885 || 3 May 1970 || Great Western Type 5 brick signal box. Originally a 20 lever frame, extended to 24 (18 working 6 spare)<ref>Marshall (1989)</ref> by March 1907, new 34 lever GWR frame 1914. Box extended by 6 feet 8 inches and new 43 lever frame installed April 1951, signal box then taking control of whole station. Renamed "Stourport on Severn North" in 1934, apparently kept the name until closure.<ref name="SRSSignalBoxRegister_Update9" /> Parts used in rebuilding of Hampton Loade SB.<br />
|-<br />
| Park Street G.F. || || || Controlled connections at north end of Stourport to coal sidings and Steatite Branch/Burlish Branch, which serviced the Steatite and Porcelain Products Co. factory near Burlish crossing.<ref name="BranchLinesOfWorcs" /><ref name="RailwaysInWorcsSVR" /> Three? levers, electrically released from Stourport (North) S.B. <ref name="StourportDiagram">SRS diagram for Stourport-on-Severn SB</ref><br />
|-<br />
| Brindley Street G.F. || || || Served National Cold Stores.<ref name="BranchLinesOfWorcs" /> Two? levers and an intermediate token machine, released by token.<ref name="StourportDiagram" /><br />
|-<br />
| Bewdley South || 1878 || 3 May 1970 || McKenzie and Holland Type 3 brick signal box. Originally 28 levers, extended to 31 September 1901, new 32 lever GWR frame circa 1923. Reopened and extended to 34 levers in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bewdley North || 1878 || 3 May 1970 || McKenzie and Holland Type 3 timber signal box. Original frame of unknown length, new 37 lever GWR frame 25 June 1908. Reopened in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Folly Point Siding G.F. || 16 September 1899 || 1906 || Siding laid in connection with the construction of the [[Elan Valley Aqueduct]]<ref name="RailwaysInWorcsSVR" />. Access controlled by two ground frames each with two levers, locked by a key on the electric train staff for the section<ref>[[Bibliography#Books | Marshall (1989)]], p95</ref>.<br />
|-<br />
| Arley || June 1883 || 28 June 1964 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Demolished, replacement preservation-era box in same location<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings South G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet and Billingsley Sidings]] || December 1913 || March 1943 || Replaced G.F.s in 1913, itself replaced by G.F.s in 1943. 38 lever frame (32 working, 6 spare), manned 08.00-16.00 and the only box on the line able to switch out<ref>Marshall (1989), p132</ref>. <br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings North G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| Highley || June 1883 || 3 May 1970 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Reopened in preservation, virtually unchanged since construction.<br />
|-<br />
| [[Alveley South ground frame | Alveley South G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc">Opening notice for Alveley Sidings: [[Media:GWR_Alveley_Colliery_2.jpg|Side A]] and [[Media:GWR Alveley Colliery 1.jpg|Side B]].</ref><br />
|-<br />
| [[Alveley North ground frame | Alveley North G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc" /><br />
|-<br />
| Hampton Loade || May 1883 || 2 December 1963 || McKenzie and Holland brick signal box, 14 levers.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, replica preservation-era box build from structure of Hampton and Stourport boxes<br />
|-<br />
| [[Hampton Loade ground frame | Hampton Loade G.F.]]* || || || Preservation-era G.F. used to run round ca. 1970 before reopening of signal box<br />
|-<br />
| Eardington G.F.(s) || || || Existence assumed. The [[Eardington | station]] had a goods loop, reduced to a siding in 1959. The station had no signal box and was unstaffed after 1949.<br />
|-<br />
| [[Knowlesands Sidings#Knowlesands Sidings ground frames | Knowlesands Sidings G.F.s]] || || || North and South G.F.s. Released by token.<br />
|-<br />
| [[Bridgnorth|Bridgnorth South]] || October 1892 || 1923 || GWR Type 5 brick signal box. 21 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bridgnorth (1) || || October 1892 || No further details known<ref name="SRSSignalBoxRegister_Update9" />, although Marshall's comment on Buildwas Station (1) below may also apply here as interlocking of starting signal and points was authorised at the same time.<br />
|-<br />
| Bridgnorth (2) || 1923 || 2 December 1963 || GWR Type 8A brick signal box. 54 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, shortened base re-used for 30 lever preservation-era box.<br />
|-<br />
| [[Bridgnorth|Bridgnorth North]] || October 1892 || 1923 || GWR signal box, identical dimensions (and construction?) to South. 23 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Coalport]] || ca. November 1895 || 2 December 1963 || GWR Type 5 brick signal box. 31 lever frame.<br />
|-<br />
| Coalport G.F. || ca. 1895 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Maw and Co's Siding|Maw and Co's Siding G.F.]] || 1877 || 18 October 1959 || Originally a McKenzie and Holland signal box, demoted to ground frame status 1893, replaced by an actual ground frame by 1945.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Jackfield Siding|Jackfield Siding G.F.s]] || || Up to three ground frames serving brick and tile factories at Jackfield<br />
|-<br />
| [[Ironbridge and Broseley]] || 1894 || 25 November 1956 || GWR Type 5 brick signal box. 31 lever GWR frame, replaced with new frame of same length but more modern design 1917<ref name="SRSSignalBoxRegister_Update9" />, although this may have simply been a replacement of the interlocking (5 1/4 inch lever pitch retained).<br />
|-<br />
| [[Bowers Yard Lime Kilns Siding]] (G.F.) || 1920s? || After 1934<ref>M. A. Vanns, ''Severn Valley Railway, A View From The Past'', Shrewdale Publishing. Photo dated 1934 on p.85 shows siding</ref> || Historic lime kilns revived at some date in 1920s and rail siding added. Official name not known.<br />
|-<br />
| [[Buildwas]] Junction || circa 1864 || 4? November 1923 || New 32 lever installed 1913.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Power Station Siding G.F. || ca. 1931 || || Access to CEGB sidings at Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram">SRS diagram for Buildwas SB</ref><br />
|-<br />
| Buildwas || 4 November 1923 || 15 March 1964 || GWR Type 7D brick signal box. 66 lever frame, extended by approx. 14 feet and new 113 lever frame 9 December 1931, in connection with Power Station opening.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Buildwas Station (1) || By 1871|| 1888 || In August 1871, the GWR Board authorised 'connecting the down starting signal with the signal box'. Marshall suggests this was probably a small cabin covering a ground frame<ref>[[Bibliography#Books | Marshall (1989)]], p127</ref>. <br />
|-<br />
| Buildwas Station (2) || 23 October 1888 || 4? November 1923 || New 49 lever frame 1906.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Mileage Siding G.F. || || || Two? lever G.F. providing access to siding at north end of Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram" /><br />
|-<br />
| [[Cressage]] || By 1890, replaced June 1894 || 2 December 1963 || Replacement box GWR Type 5 brick signal box, 23 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (19 working, 4 spare), gate wheel for the level crossing<ref name = "Marshall131">[[Bibliography#Books | Marshall (1989)]], p131</ref>.<br />
|-<br />
| Cressage G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Berrington]] || By 1890, replaced June 1894 || 2 December 1963 || Original box reportedly able to switch out. Replacement box GWR Type 5 brick signal box, 19 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (16 working, 3 spare)<ref name = "Marshall131" />.<br />
|-<br />
| Berrington G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the south end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930.<br />
|-<br />
| Burnt Mill Junction || Box ordered January 1894 || 14 February 1937 || 10 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> End of short double track section from Sutton Bridge Jn<br />
|-<br />
| [[Sutton_Bridge_Junction_Signal_Box|Sutton Bridge Junction]] || || Open || Replacement box opened 1913.<ref name="SRSSignalBoxRegister_Update9" /> Still open. <br />
|-<br />
|}<br />
<br />
===Tenbury and Bewdley Railway (at Bewdley)===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
|Bewdley South ||1864 ||1878? ||Early McKenzie, Clunes & Co box situated between the Down platform and the goods yard. 10ft x 12ft x 10ft in size, with 7 signal levers and 4 point levers<ref Name = "Beddoes">[[Bibliography#Books | Beddoes and Smith (1995)]], p27</ref>.<br />
|-<br />
|Bewdley North || 1864 || 1878? || McKenzie, Clunes & Co ‘signal box’ provided in 1864 for signals at the north end. Cost only £8 10s, suggesting probably a hut covering a ground frame<Ref name = "Beddoes" />.<br />
|-<br />
|}<br />
<br />
=== Kidderminster Loop Line ===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Kidderminster Station signal box (c.1882-1973) | Kidderminster Station]] || By 1882 || 15 July 1973 || McKenzie and Holland brick signal box. 21 levers by 1893, new 30 lever GWR frame 1 May 1913. Frame re-used in preservation-era box at Arley<ref name="SRSSignalBoxRegister_Update9" />, name plate used on current SVR box.<br />
|-<br />
| [[Kidderminster Junction signal box|Kidderminster Junction]] || By 1882 || 24 August 2012<ref>[http://ukrailways1970tilltoday.me.uk/Kidderminster_junction_signal_box.html UK Railways 1970 Till Today], accessed 30 Nov 2015</ref> || Original box perhaps McKenzie and Holland, 35 lever frame, new 40 lever frame circa 1912. Replacement GWR Type 28B timber box 18 December 1937. Box demolished by derailed wagon on 7 June 1953, temporary SB until 25 October 1953 when new brick box with 66 levers built.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Kidderminster ground frame | Kidderminster G.F.]]* || || || Temporary preservation-era G.F. before commissioning of signal box.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park Sidings G.F.]] || || || Provided access to British Sugar.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park BR/SVR Boundary G.F.]]* || || || Two preservation-era G.F.s controlling SVR/BR boundary.<br />
|-<br />
|}<br />
<br />
<nowiki />* Installed during preservation but later removed as no longer required.<br />
<br />
==See also==<br />
<br />
[[Wrangaton Signal Box]] at [[Kidderminster Railway Museum]]<br />
<br />
==References==<br />
<br />
<references /><br />
<br />
== Links ==<br />
<br />
[http://www.svrsig.org/ SVR Signals & Telegraph Department web site]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7695Sutton Bridge Junction Signal Box2016-01-02T17:58:58Z<p>SuttonBridgeMan: </p>
<hr />
<div>Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. Originally, it had a nameplate mounted on both the front and rear, to allow it to be identified from all lines, but the one on the rear's whereabouts is currently unknown. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and by Electric Train Token to Berrington signal box on the Severn Valley line.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7694Sutton Bridge Junction Signal Box2016-01-02T17:57:09Z<p>SuttonBridgeMan: </p>
<hr />
<div>Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
<br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and by Electric Train Token to Berrington signal box on the Severn Valley line.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Sutton_Bridge_Junction_Signal_Box&diff=7693Sutton Bridge Junction Signal Box2016-01-02T17:56:40Z<p>SuttonBridgeMan: Created page with "Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junc..."</p>
<hr />
<div>Sutton Bridge Junction Signal Box is a still open signal box on Network Rail located approximately 2/3 of a mile south of Shrewsbury station, which controls Sutton Bridge Junction, and originally the Severn Valley's junction with the mainline at Shrewsbury. It still controls the junction between the Shrewsbury & Hereford line and the Cambrian line to Machynlleth, Aberystwyth and Pwllheli, and access to Coleham yard. It also has an Up goods loop, which is the truncated 'Up Avoiding' goods only line which originally ran from Bayston Hill signal box to the south (now closed). The Up direction is towards Shrewsbury for the Cambrian and Hereford lines, whilst Up was to the south on the Severn Valley line. <br />
The box was built in 1913 to replace earlier signalling installations at the junction, and is built to conventional GW style of the time all in brick, although because of its location in connection with the Severn Valley line it has full height windows on the operating floor around the whole northern end. It has a 61 lever 3-bar vertical tappet frame which is original to the box and is therefore of the same vintage. Three of the levers retain brass lever leads (the plate indicating the lever's purpose and what levers must be reversed to enable it to be worked), whilst the others all have the later rectangular traffolite style. Interestingly, the original lever leads related to the Severn Valley line referred to 'To' or 'From' Worcester, for example 'From Worcester Safety' for a lever which worked a trap point for any runaway train coming from Berrington.<br />
<br />
The box is built on the eastern side of the Shrewsbury & Hereford line (sometimes referred to as the North & West), and originally the SVR joined this line immediately to the north of the box, coming in from the southeast. The junction and where the line passed under a road bridge can still be readily seen. Until 1988, a stub of the Severn Valley line remained in use, providing via a reverse move access to the site of Shrewsbury Abbey station (Shropshire & Montgomeryshire Light Railway), which remained in use as a fuel terminal.<br />
<br />
In the 1960s the Shrewsbury & Hereford line came under the control of the London Midland Region (LMR) of British Railways as far south as Craven Arms, meaning the GWR design box and frame underwent some notable changes. It now has standard BR bakelite block instruments, a LMR style block shelf - which bears LMR style lamp and arm indicators and the modern diagram - and electric lock releases actuated by catch handles on most electrically locked levers, rather than the GWR/BR(W) style block shelf plunger.<br />
<br />
The layout of the junction has been extensively remodelled since the late 1960s/70s which has caused many levers to change use. This means for example that lever 5, which was originally the inner home signal reading off the Severn Valley line, is now the Up starting signal and therefore in continuous use.<br />
<br />
==Signalling diagram==<br />
<br />
==Signalling controlled from the box==<br />
<br />
As part of the significant redesign of the layout at Sutton Bridge, many of the original GWR/BR(W) design signals were replaced with standard BR(LMR) upper quadrant signals, unusually resulting in a GWR box controlling LMS style signals. The Up inner home on the Cambrian branch and the Down home bracket remain GWR/BR(W) lower quadrant design however. On the latter, the space can be made out that originally controlled the junction onto the Severn Valley line. The box also controls colour light signals in the form of its Up distant signals on both the Hereford and Cambrian lines, and the Up home on the Hereford line is a 3-position colour light, which only shows green when the Up inner home and starting signals are cleared. It will show a yellow when reversed, only once the home berth track circuit immediately in rear of it has occupied, effectively checking the train down to a low speed in accordance with what was (and still is on the SVR) Rule 39(a).<br />
<br />
The box works to Absolute Block regulations to the north and south, working to Severn Bridge Junction to the north and Dorrington to the south (and Marshbrook when Dorrington is switched out). It works to Machynlleth Signalling Centre under Track Circuit Block regulations as far as the commencement of Cab signalling board on the Cambrian, beyond which the in-cab signalling system European Rail Traffic Management System (ERTMS) comes into effect. Controls on communication between Sutton Bridge and Machynlleth are mounted on the diagram. Originally the box worked by Absolute Block to the now closed Coleham and Bayston Hill boxes to the north and south respectively, to Hookagate signal box towards Machynlleth, and by Electric Train Token to Berrington signal box on the Severn Valley line.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Alveley_Halt&diff=7642Alveley Halt2015-12-31T15:35:38Z<p>SuttonBridgeMan: Replaced 'no traces of it remain today' with a description of the traces that remain today.</p>
<hr />
<div>[[File:1997-7219 RJS SV 13.jpg|thumb|200px|right| Alveley Halt in 1963, facing Highley ([[Sellick Collection]]).]]<br />
<br />
Alveley Halt opened in 1939, serving [[Alveley Colliery]] (the halt did not appear in public timetables). It was situated near the present [[Country Park Halt]], somewhat closer to Highley Station.<br />
<br />
The platform was of simple construction consisting of a wall of breeze blocks topped by coping stones with an ash surface. In summer 1973, during preparations for the 1974 re-opening of the line between Hampton Loade and Bewdley, the platform face was found to be collapsing towards the line, so the halt was demolished<ref>SVR News 29</ref>. The location of the halt can just be made out as a grass covered piece of raised rough ground immediately adjacent to the still-extant track crossing, on the western side of the line. A piece of GWR bridge rail, presumably originally a post for a sign, still stands vertically here. <br />
A [[Alveley Miners Halt level crossing | level crossing]] was situated next to the Halt, beyond the DMU in the Sellick Photograph.<br />
<br />
==References==<br />
<references /><br />
<br />
==See also==<br />
[[List of stations#Historic SVR stations | List of Stations]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Bewdley_South_signal_box&diff=7622Bewdley South signal box2015-12-30T20:08:11Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Bewdley South signal box.jpg|200px|thumb|right|Bewdley South signal box]]<br />
[[File:BS Frame.jpg|200px|thumb|right|Interior of Bewdley South signal box]]<br />
[[File:BewdleySouthSBAward_20150315.jpg|200px|thumb|right|Award won by Bewdley South signal box]]<br />
<br />
A signal box at [[Bewdley]], working to [[Bewdley North signal box|Bewdley North]] and [[Kidderminster signal box|Kidderminster]]. Bewdley South signal box has interesting arrangements in that it works to Bewdley North by Absolute Block on the main line (platforms 1 & 2), by direction levers under [[ETT]] Regulations on the Back Road (platform 3) with the Rock Siding and Down Yard operated as through sidings. Operation to Kidderminster is via [[Acceptance Lever]].<br />
<br />
The box passed almost immediately from British Rail's care into the hands of the SVR, and this coupled with the only minor alterations the track layout it controls has undergone, means it is one of the most 'original' signal boxes in preservation, retaining its 1909 lever frame, pre-preservation block shelf and rear wall furniture, including a token instrument cupboard (one of the originals working either to Stourport, Kidderminster or Bewdley North via the Back Road) and cupboards, phone board and train register desk, complete with curve worn into it by generations of signalmen leaning against it! The box also contains a table, box stool, and short bench which possibly date to pre-preservation days. Two armchairs and a GWR table chair ex-Gloucester S&T offices provided in 1993 complete the furnishings.<br />
<br />
The box won a National Railway Heritage Award, the Westinghouse Signaling Award, in 2007. <ref>[http://nrha.org.uk/winners-2007/ http://nrha.org.uk]</ref><br />
<br />
== Diagram ==<br />
<br />
[[File:BS_Diagram.jpg|800px]]<br />
<br />
Signalling diagram in Bewdley South. The circles on the diagram are track circuit indicators, which light in the presence of a train (or failure of a track circuit), the pilot light in bottom left being constantly lit to indicate that the power is on.<br />
<br />
[[File:BS_BR_Era_Diagram.jpg|800px]]<br />
<br />
The office copy of the GWR/BR-era diagram for Bewdley South. The diagram shows alterations to remove the signals and points for the [[Bewdley Down Yard | Down Yard]]. The SVR was given control of the yard before BR ceased running services to Bewdley, and it is thought that the pointwork for the yard was never physically removed. Instead, it is theorised that the removal of these features of the diagram was done to indicate to signalmen that they were not to be used under any circumstances <ref>Severn Valley Signalmen Facebook group</ref>.<br />
<br />
==Labelled diagram of Block Shelf ==<br />
<br />
[[File:BS_Frame_Labelled.jpg|800px]]<br />
<br />
The lever frame and block shelf at Bewdley South. The descriptions for the labelled items are as follows:<br />
<br />
:A: Signal arm repeaters for Lever 0 (Down Distant, top indicator) and Lever 1 (Down Home, bottom indicator)<br />
:B: Signal lamps repeater<br />
:C: Possession key for Bewdley South-Kidderminster section, removed from the instrument to protect the line during engineering work, etc.<br />
:D: Block bell from Kidderminster<br />
:E: Block instrument to Bewdley North for Up and Down main<br />
:F: Block bell to Bewdley North for Up and Down main<br />
:G: Block instrument to Bewdley North for Back Road<br />
:H: Block bell to Bewdley North for Back Road<br />
:I: Track circuit indicator for "Tunnel Track" (extends between the distants at Bewdley South and Kidderminster, either side of Bewdley Tunnel)<br />
:J: Up train accepted (by Kidderminster) indicator<br />
:K: Lever 27 Free/Locked indicator (locks Lever 27 Reversed when Bewdley North clears the Backing Signal on the Down Main)<br />
:L: Signal 30 approach locking Free/Locked indicator<br />
:M: Signal arm repeater for signal 30 (Up Starting)<br />
:N: Signal arm repeater for signal 33 (Up Main Distant)<br />
<br />
With the exception of B, the block shelf equipment in Bewdley South is all of BR(W) design, meaning the signalling in the box largely represents a 1950s/60s scene (though quite different to Bewdley South in that period due to post-preservation alterations).<br />
<br />
== Levers and Lever Leads ==<br />
<br />
The following photographs show the levers and lever leads at Bewdley South.<br />
<br />
<gallery><br />
File:BS Levers 0-10.jpg | Levers 0 to 10. Lever 8 is spare.<br />
File:BS Levers 7-15.jpg | Levers 7 to 15. Lever 8 is spare. Not visible is Lever 11.<br />
File:BS Levers 14-21.jpg | Levers 14 to 22. Not visible is Lever 22.<br />
File: BS Levers 23-33.jpg | Levers 23 to 33.<br />
</gallery><br />
<br />
=== List of levers ===<br />
<br />
{| class="wikitable"<br />
! style="text-align:left;" | No. !! style="text-align:left;" | Colour !! style="text-align:left;" | Description !! style="text-align:left;" | Lever Sequence<br />
|-<br />
| 0 || Yellow || From Kidderminster Distant || 1 6<br />
|-<br />
| 1 || Red || From Kidderminster Home || 23 22 13 12 or 22 13 12 or 17 16 15 12<br />
|-<br />
| 2 || Red/Brown || Acceptance Lever From Kidderminster || <br />
|-<br />
| 3 || Red || From Hartlebury To Down Main Home || 23 22 21 or 22 21<br />
|-<br />
| 4 || Red || From Hartlebury To Back Platf'm Home || 17 16 15 12 10<br />
|-<br />
| 5 || Red+White Band || From Hartlebury To Down Main Inner Home || 22 21<br />
|-<br />
| 6 || Red+White Band || From Kidderminster To Down Main Inner Home || 22 13 12<br />
|-<br />
| 7 || Red+White Band || From Kidderminster Or Hartlebury To Back Platf'm Inner Home || 17 16 15 12 11<br />
|-<br />
| 8 || || SPACE || <br />
|-<br />
| 9 || Red || From Kidderminster To Down Sidings Inner Home || 23 22 13 12<br />
|-<br />
| 10 || Black || Facings Xover || 17 16 15 12<br />
|-<br />
| 11 || Blue/Brown || Interl'k'g Lever With Bewdley North For Back Road || <br />
|-<br />
| 12 || Blue || F.P.L.s For Nos. 10 & 13 || 23 22 13 or 22 13 or 17 16 15<br />
|-<br />
| 13 || Black || From Kidderm'tr Facing / Main || <br />
|-<br />
| 14 || Red || Disc for No. 18 || 16 18<br />
|-<br />
| 15 || Blue || F.P.L for No. 16 || 17 16<br />
|-<br />
| 16 || Black || Up Main / Back Platf'm || <br />
|-<br />
| 17 || Blue || F.P.L for No. 18 || <br />
|-<br />
| 18 || Black || Back Platf'm / Rock Siding || <br />
|-<br />
| 19 || Red || Disc for No. 18 || 16 18 or 17 16 15 12 10 [PUT BACK 12 15 17] 18<br />
|-<br />
| 20 || Red || From Hartlebury To Down Sidings Inner Home || 23 22 21<br />
|-<br />
| 21 || Black || Stourport Line Safety || <br />
|-<br />
| 22 || Blue || F.P.L for No. 23 || NIL or 23<br />
|-<br />
| 23 || Black || Down Main Facing / Down Sidings || <br />
|-<br />
| 24 || Red || Disc for No. 13 || 13<br />
|-<br />
| 25 || Red || Disc for No. 13 || 21<br />
|-<br />
| 26 || Red || Disc for No. 23 || 13 23 24 or 21 23 25<br />
|-<br />
| 27 || Blue/Brown || Interl'k'g Lever With Bewdley North For Down Main (Backing) || <br />
|-<br />
| 28 || Red || Back Platf'm To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 17<br />
|-<br />
| 29 || Red || Up Main To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 16<br />
|-<br />
| 30 || Red+White Band || To Kidderm'tr Start'g || <br />
|-<br />
| 31 || Red || Back Platf'm To Kidderminster Home || 16<br />
|-<br />
| 32 || Red || Up Main To KidderMinster Home || <br />
|-<br />
| 33 || Yellow || Up Main Distant || 32 30<br />
|}<br />
<br />
==History before preservation==<br />
<br />
Construction of the first two signal boxes at Bewdley was authorised by the GWR Board in October 1877 as part of the opening of the Kidderminster Loop line. They were the first 'proper' signal boxes on the Severn Valley Railway, all other boxes dating from after 1880<ref>[[Bibliography | Marshall (1989), p128]]</ref>. There is uncertainty as to whether Bewdley North and Bewdley South are these original 1877/78 build boxes or later (19th century) replacements.<br />
<br />
The lever frame in the Box dates from 1909 and has an early example of standard GWR three-bar vertical tappet interlocking. The interlocking has had minor alterations in preservation to suit preservation needs, but much is as it was prior to 1970.<br />
<br />
Bewdley South signal box closed under BR ownership on Saturday 3 January 1970. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Bewdley_South_20090626.jpg | Bewdley South Train Register<br />
</gallery><br />
<br />
==Signalling controlled from the Box==<br />
<br />
Most of the signals at Bewdley South are of late GWR/BR(W) steel tubular post and enamel arm design, however Signals 5, 6, 7, 9, 14 and 20 are mounted on two wooden post bracket signals and are of the earlier GWR 'wasp-tail' design. Many of the signals at Bewdley South are of pre-preservation vintage, because the layout has been so little altered. However, the large bracket outside of the signal box carrying signals 6, 7, 9 and 14 did not carry signal 14 or Bewdley North's Down distant signals pre-preservation, and the opposite bracket carrying signals 5 and 20 did not carry the bracket for signal 20 or a distant either, and it has been shortened somewhat to combat rot discovered in the lower end of the post. The wooden posts on the larger bracket were replaced in 2006.<br />
<br />
Signals 0 and 33, the Down and Up Distants respectively, are motor worked. Signal 33 is mounted beneath Bewdley North's Signal 3, and is electrically slotted.<br />
<br />
==References==<br />
<references /><br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Bewdley_South_signal_box&diff=7621Bewdley South signal box2015-12-30T20:07:38Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Bewdley South signal box.jpg|200px|thumb|right|Bewdley South signal box]]<br />
[[File:BS Frame.jpg|200px|thumb|right|Interior of Bewdley South signal box]]<br />
[[File:BewdleySouthSBAward_20150315.jpg|200px|thumb|right|Award won by Bewdley South signal box]]<br />
<br />
A signal box at [[Bewdley]], working to [[Bewdley North signal box|Bewdley North]] and [[Kidderminster signal box|Kidderminster]]. Bewdley South signal box has interesting arrangements in that it works to Bewdley North by Absolute Block on the main line (platforms 1 & 2), by direction levers under [[ETT]] Regulations on the Back Road (platform 3) with the Rock Siding and Down Yard operated as through sidings. Operation to Kidderminster is via [[Acceptance Lever]].<br />
<br />
The box passed almost immediately from British Rail's care into the hands of the SVR, and coupled with the only minor alterations the track layout it controls has undergone, it is one of the most 'original' signal boxes in preservation, retaining its 1909 lever frame, pre-preservation block shelf and rear wall furniture, including a token instrument cupboard (one of the originals working either to Stourport, Kidderminster or Bewdley North via the Back Road) and cupboards, phone board and train register desk, complete with curve worn into it by generations of signalmen leaning against it! The box also contains a table, box stool, and short bench which possibly date to pre-preservation days. Two armchairs and a GWR table chair ex-Gloucester S&T offices provided in 1993 complete the furnishings.<br />
<br />
The box won a National Railway Heritage Award, the Westinghouse Signaling Award, in 2007. <ref>[http://nrha.org.uk/winners-2007/ http://nrha.org.uk]</ref><br />
<br />
== Diagram ==<br />
<br />
[[File:BS_Diagram.jpg|800px]]<br />
<br />
Signalling diagram in Bewdley South. The circles on the diagram are track circuit indicators, which light in the presence of a train (or failure of a track circuit), the pilot light in bottom left being constantly lit to indicate that the power is on.<br />
<br />
[[File:BS_BR_Era_Diagram.jpg|800px]]<br />
<br />
The office copy of the GWR/BR-era diagram for Bewdley South. The diagram shows alterations to remove the signals and points for the [[Bewdley Down Yard | Down Yard]]. The SVR was given control of the yard before BR ceased running services to Bewdley, and it is thought that the pointwork for the yard was never physically removed. Instead, it is theorised that the removal of these features of the diagram was done to indicate to signalmen that they were not to be used under any circumstances <ref>Severn Valley Signalmen Facebook group</ref>.<br />
<br />
==Labelled diagram of Block Shelf ==<br />
<br />
[[File:BS_Frame_Labelled.jpg|800px]]<br />
<br />
The lever frame and block shelf at Bewdley South. The descriptions for the labelled items are as follows:<br />
<br />
:A: Signal arm repeaters for Lever 0 (Down Distant, top indicator) and Lever 1 (Down Home, bottom indicator)<br />
:B: Signal lamps repeater<br />
:C: Possession key for Bewdley South-Kidderminster section, removed from the instrument to protect the line during engineering work, etc.<br />
:D: Block bell from Kidderminster<br />
:E: Block instrument to Bewdley North for Up and Down main<br />
:F: Block bell to Bewdley North for Up and Down main<br />
:G: Block instrument to Bewdley North for Back Road<br />
:H: Block bell to Bewdley North for Back Road<br />
:I: Track circuit indicator for "Tunnel Track" (extends between the distants at Bewdley South and Kidderminster, either side of Bewdley Tunnel)<br />
:J: Up train accepted (by Kidderminster) indicator<br />
:K: Lever 27 Free/Locked indicator (locks Lever 27 Reversed when Bewdley North clears the Backing Signal on the Down Main)<br />
:L: Signal 30 approach locking Free/Locked indicator<br />
:M: Signal arm repeater for signal 30 (Up Starting)<br />
:N: Signal arm repeater for signal 33 (Up Main Distant)<br />
<br />
With the exception of B, the block shelf equipment in Bewdley South is all of BR(W) design, meaning the signalling in the box largely represents a 1950s/60s scene (though quite different to Bewdley South in that period due to post-preservation alterations).<br />
<br />
== Levers and Lever Leads ==<br />
<br />
The following photographs show the levers and lever leads at Bewdley South.<br />
<br />
<gallery><br />
File:BS Levers 0-10.jpg | Levers 0 to 10. Lever 8 is spare.<br />
File:BS Levers 7-15.jpg | Levers 7 to 15. Lever 8 is spare. Not visible is Lever 11.<br />
File:BS Levers 14-21.jpg | Levers 14 to 22. Not visible is Lever 22.<br />
File: BS Levers 23-33.jpg | Levers 23 to 33.<br />
</gallery><br />
<br />
=== List of levers ===<br />
<br />
{| class="wikitable"<br />
! style="text-align:left;" | No. !! style="text-align:left;" | Colour !! style="text-align:left;" | Description !! style="text-align:left;" | Lever Sequence<br />
|-<br />
| 0 || Yellow || From Kidderminster Distant || 1 6<br />
|-<br />
| 1 || Red || From Kidderminster Home || 23 22 13 12 or 22 13 12 or 17 16 15 12<br />
|-<br />
| 2 || Red/Brown || Acceptance Lever From Kidderminster || <br />
|-<br />
| 3 || Red || From Hartlebury To Down Main Home || 23 22 21 or 22 21<br />
|-<br />
| 4 || Red || From Hartlebury To Back Platf'm Home || 17 16 15 12 10<br />
|-<br />
| 5 || Red+White Band || From Hartlebury To Down Main Inner Home || 22 21<br />
|-<br />
| 6 || Red+White Band || From Kidderminster To Down Main Inner Home || 22 13 12<br />
|-<br />
| 7 || Red+White Band || From Kidderminster Or Hartlebury To Back Platf'm Inner Home || 17 16 15 12 11<br />
|-<br />
| 8 || || SPACE || <br />
|-<br />
| 9 || Red || From Kidderminster To Down Sidings Inner Home || 23 22 13 12<br />
|-<br />
| 10 || Black || Facings Xover || 17 16 15 12<br />
|-<br />
| 11 || Blue/Brown || Interl'k'g Lever With Bewdley North For Back Road || <br />
|-<br />
| 12 || Blue || F.P.L.s For Nos. 10 & 13 || 23 22 13 or 22 13 or 17 16 15<br />
|-<br />
| 13 || Black || From Kidderm'tr Facing / Main || <br />
|-<br />
| 14 || Red || Disc for No. 18 || 16 18<br />
|-<br />
| 15 || Blue || F.P.L for No. 16 || 17 16<br />
|-<br />
| 16 || Black || Up Main / Back Platf'm || <br />
|-<br />
| 17 || Blue || F.P.L for No. 18 || <br />
|-<br />
| 18 || Black || Back Platf'm / Rock Siding || <br />
|-<br />
| 19 || Red || Disc for No. 18 || 16 18 or 17 16 15 12 10 [PUT BACK 12 15 17] 18<br />
|-<br />
| 20 || Red || From Hartlebury To Down Sidings Inner Home || 23 22 21<br />
|-<br />
| 21 || Black || Stourport Line Safety || <br />
|-<br />
| 22 || Blue || F.P.L for No. 23 || NIL or 23<br />
|-<br />
| 23 || Black || Down Main Facing / Down Sidings || <br />
|-<br />
| 24 || Red || Disc for No. 13 || 13<br />
|-<br />
| 25 || Red || Disc for No. 13 || 21<br />
|-<br />
| 26 || Red || Disc for No. 23 || 13 23 24 or 21 23 25<br />
|-<br />
| 27 || Blue/Brown || Interl'k'g Lever With Bewdley North For Down Main (Backing) || <br />
|-<br />
| 28 || Red || Back Platf'm To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 17<br />
|-<br />
| 29 || Red || Up Main To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 16<br />
|-<br />
| 30 || Red+White Band || To Kidderm'tr Start'g || <br />
|-<br />
| 31 || Red || Back Platf'm To Kidderminster Home || 16<br />
|-<br />
| 32 || Red || Up Main To KidderMinster Home || <br />
|-<br />
| 33 || Yellow || Up Main Distant || 32 30<br />
|}<br />
<br />
==History before preservation==<br />
<br />
Construction of the first two signal boxes at Bewdley was authorised by the GWR Board in October 1877 as part of the opening of the Kidderminster Loop line. They were the first 'proper' signal boxes on the Severn Valley Railway, all other boxes dating from after 1880<ref>[[Bibliography | Marshall (1989), p128]]</ref>. There is uncertainty as to whether Bewdley North and Bewdley South are these original 1877/78 build boxes or later (19th century) replacements.<br />
<br />
The lever frame in the Box dates from 1909 and has an early example of standard GWR three-bar vertical tappet interlocking. The interlocking has had minor alterations in preservation to suit preservation needs, but much is as it was prior to 1970.<br />
<br />
Bewdley South signal box closed under BR ownership on Saturday 3 January 1970. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Bewdley_South_20090626.jpg | Bewdley South Train Register<br />
</gallery><br />
<br />
==Signalling controlled from the Box==<br />
<br />
Most of the signals at Bewdley South are of late GWR/BR(W) steel tubular post and enamel arm design, however Signals 5, 6, 7, 9, 14 and 20 are mounted on two wooden post bracket signals and are of the earlier GWR 'wasp-tail' design. Many of the signals at Bewdley South are of pre-preservation vintage, because the layout has been so little altered. However, the large bracket outside of the signal box carrying signals 6, 7, 9 and 14 did not carry signal 14 or Bewdley North's Down distant signals pre-preservation, and the opposite bracket carrying signals 5 and 20 did not carry the bracket for signal 20 or a distant either, and it has been shortened somewhat to combat rot discovered in the lower end of the post. The wooden posts on the larger bracket were replaced in 2006.<br />
<br />
Signals 0 and 33, the Down and Up Distants respectively, are motor worked. Signal 33 is mounted beneath Bewdley North's Signal 3, and is electrically slotted.<br />
<br />
==References==<br />
<references /><br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Bewdley_South_signal_box&diff=7620Bewdley South signal box2015-12-30T19:24:26Z<p>SuttonBridgeMan: /* Signalling controlled from the Box */</p>
<hr />
<div>[[File:Bewdley South signal box.jpg|200px|thumb|right|Bewdley South signal box]]<br />
[[File:BS Frame.jpg|200px|thumb|right|Interior of Bewdley South signal box]]<br />
[[File:BewdleySouthSBAward_20150315.jpg|200px|thumb|right|Award won by Bewdley South signal box]]<br />
<br />
A signal box at [[Bewdley]], working to [[Bewdley North signal box|Bewdley North]] and [[Kidderminster signal box|Kidderminster]]. Bewdley South signal box has interesting arrangements in that it works to Bewdley North by Absolute Block on the main line (platforms 1 & 2), by direction levers under [[ETT]] Regulations on the Back Road (platform 3) with the Rock Siding and Down Yard operated as through sidings. Operation to Kidderminster is via [[Acceptance Lever]].<br />
<br />
The box won a National Railway Heritage Award, the Westinghouse Signaling Award, in 2007. <ref>[http://nrha.org.uk/winners-2007/ http://nrha.org.uk]</ref><br />
<br />
== Diagram ==<br />
<br />
[[File:BS_Diagram.jpg|800px]]<br />
<br />
Signalling diagram in Bewdley South. The circles on the diagram are track circuit indicators, which light in the presence of a train (or failure of a track circuit), the pilot light in bottom left being constantly lit to indicate that the power is on.<br />
<br />
[[File:BS_BR_Era_Diagram.jpg|800px]]<br />
<br />
The office copy of the GWR/BR-era diagram for Bewdley South. The diagram shows alterations to remove the signals and points for the [[Bewdley Down Yard | Down Yard]]. The SVR was given control of the yard before BR ceased running services to Bewdley, and it is thought that the pointwork for the yard was never physically removed. Instead, it is theorised that the removal of these features of the diagram was done to indicate to signalmen that they were not to be used under any circumstances <ref>Severn Valley Signalmen Facebook group</ref>.<br />
<br />
==Labelled diagram of Block Shelf ==<br />
<br />
[[File:BS_Frame_Labelled.jpg|800px]]<br />
<br />
The lever frame and block shelf at Bewdley South. The descriptions for the labelled items are as follows:<br />
<br />
:A: Signal arm repeaters for Lever 0 (Down Distant, top indicator) and Lever 1 (Down Home, bottom indicator)<br />
:B: Signal lamps repeater<br />
:C: Possession key for Bewdley South-Kidderminster section, removed from the instrument to protect the line during engineering work, etc.<br />
:D: Block bell from Kidderminster<br />
:E: Block instrument to Bewdley North for Up and Down main<br />
:F: Block bell to Bewdley North for Up and Down main<br />
:G: Block instrument to Bewdley North for Back Road<br />
:H: Block bell to Bewdley North for Back Road<br />
:I: Track circuit indicator for "Tunnel Track" (extends between the distants at Bewdley South and Kidderminster, either side of Bewdley Tunnel)<br />
:J: Up train accepted (by Kidderminster) indicator<br />
:K: Lever 27 Free/Locked indicator (locks Lever 27 Reversed when Bewdley North clears the Backing Signal on the Down Main)<br />
:L: Signal 30 approach locking Free/Locked indicator<br />
:M: Signal arm repeater for signal 30 (Up Starting)<br />
:N: Signal arm repeater for signal 33 (Up Main Distant)<br />
<br />
== Levers and Lever Leads ==<br />
<br />
The following photographs show the levers and lever leads at Bewdley South.<br />
<br />
<gallery><br />
File:BS Levers 0-10.jpg | Levers 0 to 10. Lever 8 is spare.<br />
File:BS Levers 7-15.jpg | Levers 7 to 15. Lever 8 is spare. Not visible is Lever 11.<br />
File:BS Levers 14-21.jpg | Levers 14 to 22. Not visible is Lever 22.<br />
File: BS Levers 23-33.jpg | Levers 23 to 33.<br />
</gallery><br />
<br />
=== List of levers ===<br />
<br />
{| class="wikitable"<br />
! style="text-align:left;" | No. !! style="text-align:left;" | Colour !! style="text-align:left;" | Description !! style="text-align:left;" | Lever Sequence<br />
|-<br />
| 0 || Yellow || From Kidderminster Distant || 1 6<br />
|-<br />
| 1 || Red || From Kidderminster Home || 23 22 13 12 or 22 13 12 or 17 16 15 12<br />
|-<br />
| 2 || Red/Brown || Acceptance Lever From Kidderminster || <br />
|-<br />
| 3 || Red || From Hartlebury To Down Main Home || 23 22 21 or 22 21<br />
|-<br />
| 4 || Red || From Hartlebury To Back Platf'm Home || 17 16 15 12 10<br />
|-<br />
| 5 || Red+White Band || From Hartlebury To Down Main Inner Home || 22 21<br />
|-<br />
| 6 || Red+White Band || From Kidderminster To Down Main Inner Home || 22 13 12<br />
|-<br />
| 7 || Red+White Band || From Kidderminster Or Hartlebury To Back Platf'm Inner Home || 17 16 15 12 11<br />
|-<br />
| 8 || || SPACE || <br />
|-<br />
| 9 || Red || From Kidderminster To Down Sidings Inner Home || 23 22 13 12<br />
|-<br />
| 10 || Black || Facings Xover || 17 16 15 12<br />
|-<br />
| 11 || Blue/Brown || Interl'k'g Lever With Bewdley North For Back Road || <br />
|-<br />
| 12 || Blue || F.P.L.s For Nos. 10 & 13 || 23 22 13 or 22 13 or 17 16 15<br />
|-<br />
| 13 || Black || From Kidderm'tr Facing / Main || <br />
|-<br />
| 14 || Red || Disc for No. 18 || 16 18<br />
|-<br />
| 15 || Blue || F.P.L for No. 16 || 17 16<br />
|-<br />
| 16 || Black || Up Main / Back Platf'm || <br />
|-<br />
| 17 || Blue || F.P.L for No. 18 || <br />
|-<br />
| 18 || Black || Back Platf'm / Rock Siding || <br />
|-<br />
| 19 || Red || Disc for No. 18 || 16 18 or 17 16 15 12 10 [PUT BACK 12 15 17] 18<br />
|-<br />
| 20 || Red || From Hartlebury To Down Sidings Inner Home || 23 22 21<br />
|-<br />
| 21 || Black || Stourport Line Safety || <br />
|-<br />
| 22 || Blue || F.P.L for No. 23 || NIL or 23<br />
|-<br />
| 23 || Black || Down Main Facing / Down Sidings || <br />
|-<br />
| 24 || Red || Disc for No. 13 || 13<br />
|-<br />
| 25 || Red || Disc for No. 13 || 21<br />
|-<br />
| 26 || Red || Disc for No. 23 || 13 23 24 or 21 23 25<br />
|-<br />
| 27 || Blue/Brown || Interl'k'g Lever With Bewdley North For Down Main (Backing) || <br />
|-<br />
| 28 || Red || Back Platf'm To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 17<br />
|-<br />
| 29 || Red || Up Main To Hartlebury Home || 17 16 15 12 10 PUT BACK 12 15 16<br />
|-<br />
| 30 || Red+White Band || To Kidderm'tr Start'g || <br />
|-<br />
| 31 || Red || Back Platf'm To Kidderminster Home || 16<br />
|-<br />
| 32 || Red || Up Main To KidderMinster Home || <br />
|-<br />
| 33 || Yellow || Up Main Distant || 32 30<br />
|}<br />
<br />
==History before preservation==<br />
<br />
Construction of the first two signal boxes at Bewdley was authorised by the GWR Board in October 1877 as part of the opening of the Kidderminster Loop line. They were the first 'proper' signal boxes on the Severn Valley Railway, all other boxes dating from after 1880<ref>[[Bibliography | Marshall (1989), p128]]</ref>. There is uncertainty as to whether Bewdley North and Bewdley South are these original 1877/78 build boxes or later (19th century) replacements.<br />
<br />
The lever frame in the Box dates from 1909 and has an early example of standard GWR three-bar vertical tappet interlocking. The interlocking has had minor alterations in preservation to suit preservation needs, but much is as it was prior to 1970.<br />
<br />
Bewdley South signal box closed under BR ownership on Saturday 3 January 1970. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Bewdley_South_20090626.jpg | Bewdley South Train Register<br />
</gallery><br />
<br />
==Signalling controlled from the Box==<br />
<br />
Most of the signals at Bewdley South are of late GWR/BR(W) steel tubular post and enamel arm design, however Signals 5, 6, 7, 9, 14 and 20 are mounted on two wooden post bracket signals and are of the earlier GWR 'wasp-tail' design. Many of the signals at Bewdley South are of pre-preservation vintage, because the layout has been so little altered. However, the large bracket outside of the signal box carrying signals 6, 7, 9 and 14 did not carry signal 14 or Bewdley North's Down distant signals pre-preservation, and the opposite bracket carrying signals 5 and 20 did not carry the bracket for signal 20 or a distant either, and it has been shortened somewhat to combat rot discovered in the lower end of the post. The wooden posts on the larger bracket were replaced in 2006.<br />
<br />
Signals 0 and 33, the Down and Up Distants respectively, are motor worked. Signal 33 is mounted beneath Bewdley North's Signal 3, and is electrically slotted.<br />
<br />
==References==<br />
<references /><br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Wyre_Forest_Line&diff=7619Wyre Forest Line2015-12-30T19:21:57Z<p>SuttonBridgeMan: /* The completed line */ Improved grammar in the caption for the railcar image.</p>
<hr />
<div>[[File:Dowles Bridge.jpg|thumb|300px|right|Bridge piers of the Wyre Forest Line in the River Severn]]<br />
The ‘Wyre Forest Line’ formed a connection between the SVR at [[Bewdley]] and the Shrewsbury and Hereford Railway (S&HR) at [[Wyre Forest Line#Woofferton | Woofferton]]. The route encompassed two railways, the Tenbury Railway and the Tenbury & Bewdley Railway.<br />
<br />
==Map==<br />
{| class="wikitable"<br />
|-<br />
|<br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Woofferton | Woofferton]]<br />
<br/><br />
[[File:BSicon_ABZlf.svg|25px]] Woofferton Jct (To Ludlow)<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Easton Court | Easton Court]]<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Tenbury Wells | Tenbury Wells]]<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Newnham Bridge | Newnham Bridge]]<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Neen Sollars | Neen Sollars]]<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Cleobury Mortimer | Cleobury Mortimer]]<br />
<br/><br />
[[File:BSicon_ABZlf.svg|25px]] [[Cleobury Mortimer and Ditton Priors Light Railway]]<br />
<br/><br />
[[File:BSicon_HST.svg|25px]] [[Wyre Forest Line#Wyre Forest | Wyre Forest]]<br />
<br/><br />
[[File:BSicon_WBRÜCKE.svg|25px]] [[Dowles Bridge]]<br />
<br/><br />
[[File:BSicon_ABZrg.svg|25px]] [[Bewdley North signal box|Bewdley Jct North]] (Severn Valley Line from [[Bridgnorth]])<br />
<br/><br />
[[File:BSicon_BHF.svg|25px]] [[Bewdley]]<br />
<br/><br />
|-<br />
|}<br />
<br />
==Early history of the Tenbury Railway==<br />
The Tenbury Railway was opened in August 1861 and formed a short branch line connecting Tenbury to the S&HR at Woofferton, a distance of just over 5 miles. Although the Tenbury Railway was a separate company, the line was worked by the S&HR when first opened. <br />
<br />
In July 1862, the S&HR (including the Tenbury Railway) was jointly leased by the LNWR, the GWR and the West Midland Railway (WMR). Working of traffic on the Tenbury Railway was taken over by the LNWR on behalf of the joint companies. <br />
<br />
==Early history of the Tenbury & Bewdley Railway==<br />
Construction of the Tenbury & Bewdley Railway was authorised by an Act of Parliament in 1860. Construction took place between 1861 and 1864, with the line opening in August of that year. Prior to opening, the report of the Board of Trade Inspector, Capt. Tyler, stated:<br />
<br />
:''The line is a continuation of the branch line from Woofferton to Tenbury. It is 15 miles long to the West Midland section of the GWR at Bewdley. The line is single and worked by the train staff system. The ruling gradient is 1-17 and the sharpest curve is 12 chains radius. Permanent way is double headed rail in lengths of 21ft and 24ft, 75lbs to the yard in weight. Chairs are cast iron, 25lbs in weight secured by iron spikes to transverse sleepers. Sleepers are half round timber measuring 9ft by 10ins by 5ins. There are 10 bridges over and 18 under, variously treated in brick, iron and timber, the largest span being 60ft.''<br />
<br />
:''There is a viaduct over the Severn of 3 openings each of 70ft carried by wrought iron lattice girders on masonry piers and abutments. All the bridges and viaducts have been carefully and substantially constructed but there has been slight movement in places in brickwork and should be watched, but should not give any rise for apprehension. In some of the smaller bridges the permanent way is carried on wooden cross beams which is an inferior system and must be watched and will require more careful maintenance than the larger bridges.''<br />
<br />
The West Midlands Railway, which was to have operated the Tenbury and Bewdley Railway, was absorbed into the GWR before the line opened, and thus the line was worked from opening by the GWR. <br />
<br />
==The completed line==<br />
[[File:WyreForestRailcarColour.jpg|thumb|300px|right|In this photoshop 'colourised' image, an ex-GWR railcar runs through the Wyre Forest on a typical branch line service]]<br />
<br />
Following the completion of the Tenbury & Bewdley Railway in 1864, the GWR took over the working of traffic over the Tenbury Railway section on behalf of the joint companies, with the LNWR also having running powers. As part of this process, the GWR telegraph system was extended to Woofferton; also the LNWR agreed to a turntable being installed at Woofferton to be paid for by the GWR. The completed line ran north from the GWR station at Bewdley on a single line track alongside the Severn Valley Line for a distance of about a mile before diverging to the west to cross the river Severn at [[Dowles Bridge]] (the viaduct referred to by Capt. Tyler), the remains of which are visible from trains on the SVR. The abutments where the line passed over what is now the B4194 remain in-situ. The line continued to Woofferton via Wyre Forest, Cleobury Mortimer, Neen Sollars, Newnham Bridge, Tenbury (later renamed Tenbury Wells) and Easton Court. <br />
<br />
The route acquired a number of names. A platform sign at Woofferton station referred to 'The Bewdley Branch', while passengers at Bewdley could take 'The Tenbury Branch'. Informally the route was often referred to as 'The Wyre Forest Line' or 'The Tenbury Line'.<br />
<br />
One purpose of the Tenbury & Bewdley Railway was for freight traffic to gain access to the expanding markets of the West Midlands. However at the time of opening, this journey would require traveling to the SVRs southern terminus at Hartlebury, with a reversal to reach the West Midlands via Kidderminster. This was hampered by a lack of siding space at Hartlebury and resulted in frequent delays, leading to construction of 'The Loop' from Bewdley to Kidderminster. After the GWR built 'The Loop', the majority of services from Stourbridge and Kidderminster to Bewdley continued on the Wyre Forest Line.<br />
<br />
In January 1869, ownership of the Tenbury Railway was transferred jointly to the LNWR and GWR. It nominally remained an independent company until nationalisation in January 1948. The Tenbury & Bewdley Railway ceased to exist as a separate company when ownership was transferred to the GWR in February 1870. Both the GWR and the Tenbury Railway became part of British Railways Western Region after nationalisation.<br />
<br />
In 1908 the [[Cleobury Mortimer and Ditton Priors Light Railway]] opened. This connected with the Tenbury & Bewdley Railway at Cleobury Mortimer and ran as a spur for 12&frac12; miles to Ditton Priors. <br />
<br />
The Wyre Forest Line closed in various stages. The old Tenbury Railway (Woofferton to Tenbury) was first to close in July 1961, after which only one passenger train ran from Kidderminster to Tenbury each day. Passenger services ceased a year later on 1 August 1962. The daily Stourbridge - Tenbury goods service ended in January 1964, with all traffic ceasing in April 1965. At that time, the line between Bewdley and Cleobury Mortimer was considered as a possible candidate for preservation in the [[Severn Valley Railway Timeline 1965-1969#1965 | early days]] of the Severn Valley Railway Society. However continued use of Bewdley Station by BR meant this was not possible. Much of the line was demolished shortly thereafter, with Dowles Bridge being dismantled in March 1966.<br />
<br />
==Stations==<br />
===Woofferton===<br />
[[File:Woofferton station (disused) - geograph.org.uk - 316919.jpg |thumb|300px|right|Woofferton Station, now closed (Wikimedia Commons)]]<br />
Woofferton was initially a station on the Shrewsbury and Hereford Railway (S&HR), later becoming a junction station with the Wyre Forest Line from [[Bewdley]]. The station name boards carried the name “Woofferton Junction” <Ref Name = "MS2007">Branch Lines around Cleobury Mortimer, Mitchell and Smith (2007)</ref>, although [[The Severn Valley Railway under GWR/BR ownership#Timetable extracts | timetables]] and tickets used the shortened name.<br />
<br />
The station had two main line platforms, connected by a footbridge situated between the station building (nearest in the first photo above) and goods shed. It also had a bay platform used by the branch line trains and accessed via two diamond crossings over the main line. There were also a number of sidings. The signal box (SB in the OS Map of 1888-1913) stood in the junction of the S&HR line to the north and the “Bewdley Branch” to the east.<br />
<gallery><br />
File:Woofferton_OS.JPG | OS Map of Woofferton<br />
File:Woofferton Signalbox - geograph.org.uk - 1746101.jpg | Woofferton signal box (Wikimedia Commons)<br />
</gallery><br />
<br />
<br />
===Easton Court===<br />
Easton Court was a small single-platform station. It opened with the Tenbury Railway in 1861, but closed in October 1862 due to lack of use. It reopened in April 1865, 8 months after the though connection between Woofferton and Bewdley was established.<br />
<br />
For a time the station name board also referred to “Little Hereford”, although this was not used on timetables.<br />
<br />
The station became unstaffed after September 1954, and closed with the line from Tenbury Wells to Woofferton July 1961.<br />
<br />
===Tenbury Wells===<br />
[[File:Tenbury Wells railway station.jpg|thumb|300px|right|A postcard depicting Tenbury Wells station, circa 1916]]<br />
<br />
Tenbury station, renamed Tenbury Wells in 1912, was named after the spa town, but was in fact situated in nearby parish of Burford.<br />
<br />
The station was initially the terminus of the Tenbury Railway from Woofferton, opened in August 1861, becoming the end-on junction of two separate railways when the Tenbury & Bewdley Railway opened in 1864. Despite the Wyre Forest Line thereafter being worked throughout by the GWR, the line was still worked in two halves. Although there were through services between Bewdley and Woofferton, some local services ran only between Tenbury Wells and Woofferton, while some services from Bewdley terminated at Tenbury Wells rather than running through. At the Bewdley end, many trains continued to [[Kidderminster]].<br />
<br />
The station had two platforms, a number of sidings and in its early years, a turntable, still visible on the OS Map of 1888-1913. It had two signal boxes until the 1920s, when the LNWR-built West signal box closed.<br />
<br />
<gallery><br />
File:Tenbury_OS.JPG | OS Map showing the layout of Tenbury<br />
File:Tenbury Wells Station, with ex-Great Western Diesel railcar geograph-2389817-by-Ben-Brooksbank.jpg| An ex-GWR railcar arrives from Woofferton on 26 August 1949 (Wikimedia Commons)<br />
File:W20WTenbury.jpg|Railcar W20W opposite the signal box on 30 June 1959.<br />
</gallery><br />
<br />
===Newnham Bridge===<br />
Newnham Bridge opened with the Tenbury and Bewdley Railway in 1864. The station had a siding which could act as a passing loop, but only a single platform for passengers. A signal box was originally provided, but later replaced by three ground frames. The [[The Severn Valley Railway under GWR/BR ownership# Timetable extracts | GWR Working Timetables]] included the following operating instruction: ''When necessary, a train (not conveying passengers) may be placed in the sidings at Foley Park and Newnham Bridge for another train to pass in the same or opposite direction''. <br />
<br />
The layout of the station was also unusual in that the main station building was situated at rail level. From there, passengers had to use a barrow crossing to reach the platform via the loop and running line. Despite these arrangements, Newnham Bridge could be a busy station, particularly when fruit was in season.<br />
<br />
===Neen Sollars===<br />
Neen Sollars station began with a single platform. A second staggered platform, linked by a board crossing, was added in 1878, together with a signal box. The station served a small village and was little used; only 2,539 passenger tickets were issued in 1933. The 1878 platform was taken out of use and the signal box closed in August 1954; the station then became an unmanned stop in July 1961. Passenger services on the line ceased the following year.<br />
<br />
A picture of the station may be found on [https://www.flickr.com/photos/irishswissernie/5820208959/in/album-72157626810295113/ Ernie's Railway Archive].<br />
<br />
===Cleobury Mortimer===<br />
[[File:Cleobury Mortimer station (remnants) geograph-3149868-by-Ben-Brooksbank.jpg| thumb|300px|right|Cleobury Mortimer Station, now closed (Wikimedia Commons)]]<br />
<br />
Cleobury Mortimer was a crossing station with two platforms, a goods yard and goods shed and a cattle pen. The OS Map of 1888-1913 shows the layout before the building of the [[Cleobury Mortimer and Ditton Priors Light Railway]] which opened in 1908 and can be seen branching away to the north-west on the later 1937-1961 series map. At that time a 65 lever frame replaced the original 27 lever frame in the signal box. South-west of the goods yard was a private siding which served nearby Bayton Colliery between 1913 and 1923.<br />
<br />
<gallery><br />
File: Cleobury_1888_OS.JPG | Cleobury Mortimer, OS Map 1888-1913 series<br />
File: Cleobury_1937_OS.JPG | Cleobury Mortimer, OS Map 1937-1961 series<br />
</gallery><br />
<br />
===Wyre Forest===<br />
Wyre Forest was a single-platform station which opened on 1 June 1869, five years after the line on which it stood. It also had a small goods siding. Set in the forest after which it was named, goods traffic from the late 19th century included timber from the local area. In 1896 the station was also used to deliver the pipes which connected Welsh reservoirs to the West Midlands. <br />
<br />
<br />
==Sources==<br />
The Tenbury & Bewdley Railway, Keith Beddoes and William H Smith (1995)<br><br />
The Severn Valley Railway, John Marshall (1989)<br><br />
Lost Railways of Shropshire, Leslie Oppitz (2004)<br />
<references /><br />
<br />
==See also==<br />
[[Tenbury Branch]]<br><br />
<br />
==Links==<br />
[https://www.youtube.com/watch?v=5NuF2rQkW-E Video of a railcar on the Wyre Forest Line on YouTube]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=List_of_signal_boxes&diff=6848List of signal boxes2015-12-22T09:37:34Z<p>SuttonBridgeMan: /* List of Signal Boxes */</p>
<hr />
<div>Of the signal boxes on the SVR, three survive in their original form from GWR days - the two Bewdley boxes and Highley. Bridgnorth and Hampton Loade signal boxes were both partially demolished on the line's closure and were later rebuilt, using parts from both the original boxes and from others. Arley is a former LNWR box, originally located at Yorton (near Whitchurch). Kidderminster was built from scratch, to control the new SVR terminus adjacent to the BR main line.<br />
<br />
== List of current SVR Signal Boxes ==<br />
<br />
* [[Kidderminster signal box | Kidderminster Station]]<br />
* [[Bewdley South signal box | Bewdley South]]<br />
* [[Bewdley North signal box | Bewdley North]]<br />
* [[Arley signal box | Arley]]<br />
* [[Highley signal box | Highley]]<br />
* [[Hampton Loade signal box | Hampton Loade]]<br />
* [[Bridgnorth signal box | Bridgnorth]]<br />
<br />
== List of Ground Frames ==<br />
<br />
* [[Eardington ground frame | Eardington]]<br />
* [[Bridgnorth Boiler Shop ground frame | Bridgnorth Boiler Shop]]<br />
<br />
== List of historical Signal Boxes and Ground Frames ==<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Hartlebury]] Station || June 1876<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )</ref> || 24 August 2012 || McKenzie & Holland type 2 box. Originally 21 levers, renewed with 30 lever GWR frame August 1910, frame removed and replaced with switch panel 7 November 1982.<ref name="SRSSignalBoxRegister_Update9" /><br />
|- <br />
| Hartlebury Junction || June 1876 || 15 April 1977 || McKenzie & Holland type 2 box. Originally 20 levers, renewed with 27 lever GWR frame 1912.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Leapgate Siding G.F. || 28 August 1939 || 12 January 1981 || Single track junction facing Stourport serving Regent Oil Co. depot. Two sidings on either side of a gantry, space for 17 20-ton wagons.<ref name="RailwaysInWorcsSVR">[http://www.miac.org.uk/severnvalleyline.html Railways in Worcestershire, Severn Valley Line], accessed 30 Nov 2015</ref><ref name="BranchLinesOfWorcs">The Branch Lines of Worcestershire, Colin C. Maggs</ref> Released by token.<br />
|-<br />
| [[Stourport]] South || 1885 || 1 April 1951 || Originally 18 levers (14 working, 4 spare). Double-line block working between the two Stourport boxes was authorised in 1887<ref>[[Bibliography#Books | Marshall (1989)]], p129]]</ref>. New frame circa 1923. Renamed "Stourport on Severn South" in 1934. On closure, control of layout went to Stourport North.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Stourport North || Before 1885 || 3 May 1970 || Great Western Type 5 brick signal box. Originally a 20 lever frame, extended to 24 (18 working 6 spare)<ref>Marshall (1989)</ref> by March 1907, new 34 lever GWR frame 1914. Box extended by 6 feet 8 inches and new 43 lever frame installed April 1951, signal box then taking control of whole station. Renamed "Stourport on Severn North" in 1934, apparently kept the name until closure.<ref name="SRSSignalBoxRegister_Update9" /> Parts used in rebuilding of Hampton Loade SB.<br />
|-<br />
| Park Street G.F. || || || Controlled connections at north end of Stourport to coal sidings and Steatite Branch/Burlish Branch, which serviced the Steatite and Porcelain Products Co. factory near Burlish crossing.<ref name="BranchLinesOfWorcs" /><ref name="RailwaysInWorcsSVR" /> Three? levers, electrically released from Stourport (North) S.B. <ref name="StourportDiagram">SRS diagram for Stourport-on-Severn SB</ref><br />
|-<br />
| Brindley Street G.F. || || || Served National Cold Stores.<ref name="BranchLinesOfWorcs" /> Two? levers and an intermediate token machine, released by token.<ref name="StourportDiagram" /><br />
|-<br />
| Bewdley South || 1878 || 3 May 1970 || McKenzie and Holland Type 3 brick signal box. Originally 28 levers, extended to 31 September 1901, new 32 lever GWR frame circa 1923. Reopened and extended to 34 levers in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bewdley North || 1878 || 3 May 1970 || McKenzie and Holland Type 3 timber signal box. Original frame of unknown length, new 37 lever GWR frame 25 June 1908. Reopened in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Folly Point Siding G.F. || 16 September 1899 || 1906 || Siding laid in connection with the construction of the [[Elan Valley Aqueduct]]<ref name="RailwaysInWorcsSVR" />. Access controlled by two ground frames each with two levers, locked by a key on the electric train staff for the section<ref>[[Bibliography#Books | Marshall (1989)]], p95</ref>.<br />
|-<br />
| Arley || June 1883 || 28 June 1964 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Demolished, replacement preservation-era box in same location<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings South G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet and Billingsley Sidings]] || December 1913 || March 1943 || Replaced G.F.s in 1913, itself replaced by G.F.s in 1943. 38 lever frame (32 working, 6 spare), manned 08.00-16.00 and the only box on the line able to switch out<ref>Marshall (1989), p132</ref>. <br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings North G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| Highley || June 1883 || 3 May 1970 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Reopened in preservation, virtually unchanged since construction.<br />
|-<br />
| [[Alveley South ground frame | Alveley South G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc">Opening notice for Alveley Sidings: [[Media:GWR_Alveley_Colliery_2.jpg|Side A]] and [[Media:GWR Alveley Colliery 1.jpg|Side B]].</ref><br />
|-<br />
| [[Alveley North ground frame | Alveley North G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc" /><br />
|-<br />
| Hampton Loade || May 1883 || 2 December 1963 || McKenzie and Holland brick signal box, 14 levers.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, replica preservation-era box build from structure of Hampton and Stourport boxes<br />
|-<br />
| [[Hampton Loade ground frame | Hampton Loade G.F.]]* || || || Preservation-era G.F. used to run round ca. 1970 before reopening of signal box<br />
|-<br />
| Eardington G.F.(s) || || || Existence assumed. The [[Eardington | station]] had a goods loop, reduced to a siding in 1959. The station had no signal box and was unstaffed after 1949.<br />
|-<br />
| [[Knowlesands Sidings#Knowlesands Sidings ground frames | Knowlesands Sidings G.F.s]] || || || North and South G.F.s. Released by token.<br />
|-<br />
| [[Bridgnorth|Bridgnorth South]] || October 1892 || 1923 || GWR Type 5 brick signal box. 21 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bridgnorth (1) || || October 1892 || No further details known<ref name="SRSSignalBoxRegister_Update9" />, although Marshall's comment on Buildwas Station (1) below may also apply here as interlocking of starting signal and points was authorised at the same time.<br />
|-<br />
| Bridgnorth (2) || 1923 || 2 December 1963 || GWR Type 8A brick signal box. 54 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, shortened base re-used for 30 lever preservation-era box.<br />
|-<br />
| [[Bridgnorth|Bridgnorth North]] || October 1892 || 1923 || GWR signal box, identical dimensions (and construction?) to South. 23 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Coalport]] || ca. November 1895 || 2 December 1963 || GWR Type 5 brick signal box. 31 lever frame.<br />
|-<br />
| Coalport G.F. || ca. 1895 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Maw and Co's Siding|Maw and Co's Siding G.F.]] || 1877 || 18 October 1959 || Originally a McKenzie and Holland signal box, demoted to ground frame status 1893, replaced by an actual ground frame by 1945.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Jackfield Siding|Jackfield Siding G.F.s]] || || Up to three ground frames serving brick and tile factories at Jackfield<br />
|-<br />
| [[Ironbridge and Broseley]] || 1894 || 25 November 1956 || GWR Type 5 brick signal box. 31 lever GWR frame, replaced with new frame of same length but more modern design 1917<ref name="SRSSignalBoxRegister_Update9" />, although this may have simply been a replacement of the interlocking (5 1/4 inch lever pitch retained).<br />
|-<br />
| [[Bowers Yard Lime Kilns Siding]] (G.F.) || 1920s? || After 1934<ref>M. A. Vanns, ''Severn Valley Railway, A View From The Past'', Shrewdale Publishing. Photo dated 1934 on p.85 shows siding</ref> || Historic lime kilns revived at some date in 1920s and rail siding added. Official name not known.<br />
|-<br />
| [[Buildwas]] Junction || circa 1864 || 4? November 1923 || New 32 lever installed 1913.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Power Station Siding G.F. || ca. 1931 || || Access to CEGB sidings at Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram">SRS diagram for Buildwas SB</ref><br />
|-<br />
| Buildwas || 4 November 1923 || 15 March 1964 || GWR Type 7D brick signal box. 66 lever frame, extended by approx. 14 feet and new 113 lever frame 9 December 1931, in connection with Power Station opening.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Buildwas Station (1) || By 1871|| 1888 || In August 1871, the GWR Board authorised 'connecting the down starting signal with the signal box'. Marshall suggests this was probably a small cabin covering a ground frame<ref>[[Bibliography#Books | Marshall (1989)]], p127</ref>. <br />
|-<br />
| Buildwas Station (2) || 23 October 1888 || 4? November 1923 || New 49 lever frame 1906.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Mileage Siding G.F. || || || Two? lever G.F. providing access to siding at north end of Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram" /><br />
|-<br />
| [[Cressage]] || By 1890, replaced June 1894 || 2 December 1963 || Replacement box GWR Type 5 brick signal box, 23 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (19 working, 4 spare), gate wheel for the level crossing<ref name = "Marshall131">[[Bibliography#Books | Marshall (1989)]], p131</ref>.<br />
|-<br />
| Cressage G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Berrington]] || By 1890, replaced June 1894 || 2 December 1963 || Original box reportedly able to switch out. Replacement box GWR Type 5 brick signal box, 19 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (16 working, 3 spare)<ref name = "Marshall131" />.<br />
|-<br />
| Berrington G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the south end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930.<br />
|-<br />
| Burnt Mill Junction || Box ordered January 1894 || 14 February 1937 || 10 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> End of short double track section from Sutton Bridge Jn<br />
|-<br />
| [[Shrewsbury|Sutton Bridge Junction]] || || Open || Replacement box opened 1913.<ref name="SRSSignalBoxRegister_Update9" /> Still open. <br />
|-<br />
|}<br />
<br />
=== Kidderminster Loop Line ===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station] || By 1882 || 15 July 1973 || McKenzie and Holland brick signal box. 21 levers by 1893, new 30 lever GWR frame 1 May 1913. Frame re-used in preservation-era box at Arley<ref name="SRSSignalBoxRegister_Update9" />, name plate used on current SVR box.<br />
|-<br />
| [[Kidderminster Junction signal box|Kidderminster Junction]] || By 1882 || 24 August 2012<ref>[http://ukrailways1970tilltoday.me.uk/Kidderminster_junction_signal_box.html UK Railways 1970 Till Today], accessed 30 Nov 2015</ref> || Original box perhaps McKenzie and Holland, 35 lever frame, new 40 lever frame circa 1912. Replacement GWR Type 28B timber box 18 December 1937. Box demolished by derailed wagon on 7 June 1953, temporary SB until 25 October 1953 when new brick box with 66 levers built.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Kidderminster ground frame | Kidderminster G.F.]]* || || || Temporary preservation-era G.F. before commissioning of signal box.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park Sidings G.F.]] || || || Provided access to British Sugar.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park BR/SVR Boundary G.F.]]* || || || Two preservation-era G.F.s controlling SVR/BR boundary.<br />
|-<br />
|}<br />
<br />
<nowiki />* Installed during preservation but later removed as no longer required.<br />
<br />
==See Also==<br />
<br />
[[Wrangaton Signal Box]] at [[Kidderminster Railway Museum]]<br />
<br />
== Links ==<br />
<br />
[http://www.svrsig.org/ SVR Signals & Telegraph Department web site]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(c.1873-1973)&diff=6847Kidderminster Station signal box (c.1873-1973)2015-12-22T09:37:03Z<p>SuttonBridgeMan: </p>
<hr />
<div>Not to be confused with the current [http://www.svrwiki.com/Kidderminster_signal_box Kidderminster Station signal box], which now bears its nameplate.<br />
<br />
Kidderminster Station signal box was located at the Western End of the Down (to Birmingham) platform on Kidderminster mainline station. It was built to a McKenzie & Holland design and open by 1882, and worked directly to Kidderminster Junction Signal Box until 15th July 1973 when it was closed and it's area of control came under the Junction Box. Its frame, a 30-lever GWR 3-bar vertical tappet frame of 1913, was then transferred to the [http://www.svrwiki.com/Arley_signal_box ex-LNWR box] at Arley.</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=List_of_signal_boxes&diff=6846List of signal boxes2015-12-22T09:36:47Z<p>SuttonBridgeMan: /* Kidderminster Loop Line */</p>
<hr />
<div>Of the signal boxes on the SVR, three survive in their original form from GWR days - the two Bewdley boxes and Highley. Bridgnorth and Hampton Loade signal boxes were both partially demolished on the line's closure and were later rebuilt, using parts from both the original boxes and from others. Arley is a former LNWR box, originally located at Yorton (near Whitchurch). Kidderminster was built from scratch, to control the new SVR terminus adjacent to the BR main line.<br />
<br />
== List of Signal Boxes ==<br />
<br />
* [[Kidderminster signal box | Kidderminster]]<br />
* [[Bewdley South signal box | Bewdley South]]<br />
* [[Bewdley North signal box | Bewdley North]]<br />
* [[Arley signal box | Arley]]<br />
* [[Highley signal box | Highley]]<br />
* [[Hampton Loade signal box | Hampton Loade]]<br />
* [[Bridgnorth signal box | Bridgnorth]]<br />
<br />
== List of Ground Frames ==<br />
<br />
* [[Eardington ground frame | Eardington]]<br />
* [[Bridgnorth Boiler Shop ground frame | Bridgnorth Boiler Shop]]<br />
<br />
== List of historical Signal Boxes and Ground Frames ==<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Hartlebury]] Station || June 1876<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )</ref> || 24 August 2012 || McKenzie & Holland type 2 box. Originally 21 levers, renewed with 30 lever GWR frame August 1910, frame removed and replaced with switch panel 7 November 1982.<ref name="SRSSignalBoxRegister_Update9" /><br />
|- <br />
| Hartlebury Junction || June 1876 || 15 April 1977 || McKenzie & Holland type 2 box. Originally 20 levers, renewed with 27 lever GWR frame 1912.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Leapgate Siding G.F. || 28 August 1939 || 12 January 1981 || Single track junction facing Stourport serving Regent Oil Co. depot. Two sidings on either side of a gantry, space for 17 20-ton wagons.<ref name="RailwaysInWorcsSVR">[http://www.miac.org.uk/severnvalleyline.html Railways in Worcestershire, Severn Valley Line], accessed 30 Nov 2015</ref><ref name="BranchLinesOfWorcs">The Branch Lines of Worcestershire, Colin C. Maggs</ref> Released by token.<br />
|-<br />
| [[Stourport]] South || 1885 || 1 April 1951 || Originally 18 levers (14 working, 4 spare). Double-line block working between the two Stourport boxes was authorised in 1887<ref>[[Bibliography#Books | Marshall (1989)]], p129]]</ref>. New frame circa 1923. Renamed "Stourport on Severn South" in 1934. On closure, control of layout went to Stourport North.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Stourport North || Before 1885 || 3 May 1970 || Great Western Type 5 brick signal box. Originally a 20 lever frame, extended to 24 (18 working 6 spare)<ref>Marshall (1989)</ref> by March 1907, new 34 lever GWR frame 1914. Box extended by 6 feet 8 inches and new 43 lever frame installed April 1951, signal box then taking control of whole station. Renamed "Stourport on Severn North" in 1934, apparently kept the name until closure.<ref name="SRSSignalBoxRegister_Update9" /> Parts used in rebuilding of Hampton Loade SB.<br />
|-<br />
| Park Street G.F. || || || Controlled connections at north end of Stourport to coal sidings and Steatite Branch/Burlish Branch, which serviced the Steatite and Porcelain Products Co. factory near Burlish crossing.<ref name="BranchLinesOfWorcs" /><ref name="RailwaysInWorcsSVR" /> Three? levers, electrically released from Stourport (North) S.B. <ref name="StourportDiagram">SRS diagram for Stourport-on-Severn SB</ref><br />
|-<br />
| Brindley Street G.F. || || || Served National Cold Stores.<ref name="BranchLinesOfWorcs" /> Two? levers and an intermediate token machine, released by token.<ref name="StourportDiagram" /><br />
|-<br />
| Bewdley South || 1878 || 3 May 1970 || McKenzie and Holland Type 3 brick signal box. Originally 28 levers, extended to 31 September 1901, new 32 lever GWR frame circa 1923. Reopened and extended to 34 levers in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bewdley North || 1878 || 3 May 1970 || McKenzie and Holland Type 3 timber signal box. Original frame of unknown length, new 37 lever GWR frame 25 June 1908. Reopened in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Folly Point Siding G.F. || 16 September 1899 || 1906 || Siding laid in connection with the construction of the [[Elan Valley Aqueduct]]<ref name="RailwaysInWorcsSVR" />. Access controlled by two ground frames each with two levers, locked by a key on the electric train staff for the section<ref>[[Bibliography#Books | Marshall (1989)]], p95</ref>.<br />
|-<br />
| Arley || June 1883 || 28 June 1964 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Demolished, replacement preservation-era box in same location<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings South G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet and Billingsley Sidings]] || December 1913 || March 1943 || Replaced G.F.s in 1913, itself replaced by G.F.s in 1943. 38 lever frame (32 working, 6 spare), manned 08.00-16.00 and the only box on the line able to switch out<ref>Marshall (1989), p132</ref>. <br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings North G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| Highley || June 1883 || 3 May 1970 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Reopened in preservation, virtually unchanged since construction.<br />
|-<br />
| [[Alveley South ground frame | Alveley South G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc">Opening notice for Alveley Sidings: [[Media:GWR_Alveley_Colliery_2.jpg|Side A]] and [[Media:GWR Alveley Colliery 1.jpg|Side B]].</ref><br />
|-<br />
| [[Alveley North ground frame | Alveley North G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc" /><br />
|-<br />
| Hampton Loade || May 1883 || 2 December 1963 || McKenzie and Holland brick signal box, 14 levers.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, replica preservation-era box build from structure of Hampton and Stourport boxes<br />
|-<br />
| [[Hampton Loade ground frame | Hampton Loade G.F.]]* || || || Preservation-era G.F. used to run round ca. 1970 before reopening of signal box<br />
|-<br />
| Eardington G.F.(s) || || || Existence assumed. The [[Eardington | station]] had a goods loop, reduced to a siding in 1959. The station had no signal box and was unstaffed after 1949.<br />
|-<br />
| [[Knowlesands Sidings#Knowlesands Sidings ground frames | Knowlesands Sidings G.F.s]] || || || North and South G.F.s. Released by token.<br />
|-<br />
| [[Bridgnorth|Bridgnorth South]] || October 1892 || 1923 || GWR Type 5 brick signal box. 21 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bridgnorth (1) || || October 1892 || No further details known<ref name="SRSSignalBoxRegister_Update9" />, although Marshall's comment on Buildwas Station (1) below may also apply here as interlocking of starting signal and points was authorised at the same time.<br />
|-<br />
| Bridgnorth (2) || 1923 || 2 December 1963 || GWR Type 8A brick signal box. 54 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, shortened base re-used for 30 lever preservation-era box.<br />
|-<br />
| [[Bridgnorth|Bridgnorth North]] || October 1892 || 1923 || GWR signal box, identical dimensions (and construction?) to South. 23 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Coalport]] || ca. November 1895 || 2 December 1963 || GWR Type 5 brick signal box. 31 lever frame.<br />
|-<br />
| Coalport G.F. || ca. 1895 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Maw and Co's Siding|Maw and Co's Siding G.F.]] || 1877 || 18 October 1959 || Originally a McKenzie and Holland signal box, demoted to ground frame status 1893, replaced by an actual ground frame by 1945.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Jackfield Siding|Jackfield Siding G.F.s]] || || Up to three ground frames serving brick and tile factories at Jackfield<br />
|-<br />
| [[Ironbridge and Broseley]] || 1894 || 25 November 1956 || GWR Type 5 brick signal box. 31 lever GWR frame, replaced with new frame of same length but more modern design 1917<ref name="SRSSignalBoxRegister_Update9" />, although this may have simply been a replacement of the interlocking (5 1/4 inch lever pitch retained).<br />
|-<br />
| [[Bowers Yard Lime Kilns Siding]] (G.F.) || 1920s? || After 1934<ref>M. A. Vanns, ''Severn Valley Railway, A View From The Past'', Shrewdale Publishing. Photo dated 1934 on p.85 shows siding</ref> || Historic lime kilns revived at some date in 1920s and rail siding added. Official name not known.<br />
|-<br />
| [[Buildwas]] Junction || circa 1864 || 4? November 1923 || New 32 lever installed 1913.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Power Station Siding G.F. || ca. 1931 || || Access to CEGB sidings at Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram">SRS diagram for Buildwas SB</ref><br />
|-<br />
| Buildwas || 4 November 1923 || 15 March 1964 || GWR Type 7D brick signal box. 66 lever frame, extended by approx. 14 feet and new 113 lever frame 9 December 1931, in connection with Power Station opening.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Buildwas Station (1) || By 1871|| 1888 || In August 1871, the GWR Board authorised 'connecting the down starting signal with the signal box'. Marshall suggests this was probably a small cabin covering a ground frame<ref>[[Bibliography#Books | Marshall (1989)]], p127</ref>. <br />
|-<br />
| Buildwas Station (2) || 23 October 1888 || 4? November 1923 || New 49 lever frame 1906.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Mileage Siding G.F. || || || Two? lever G.F. providing access to siding at north end of Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram" /><br />
|-<br />
| [[Cressage]] || By 1890, replaced June 1894 || 2 December 1963 || Replacement box GWR Type 5 brick signal box, 23 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (19 working, 4 spare), gate wheel for the level crossing<ref name = "Marshall131">[[Bibliography#Books | Marshall (1989)]], p131</ref>.<br />
|-<br />
| Cressage G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Berrington]] || By 1890, replaced June 1894 || 2 December 1963 || Original box reportedly able to switch out. Replacement box GWR Type 5 brick signal box, 19 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (16 working, 3 spare)<ref name = "Marshall131" />.<br />
|-<br />
| Berrington G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the south end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930.<br />
|-<br />
| Burnt Mill Junction || Box ordered January 1894 || 14 February 1937 || 10 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> End of short double track section from Sutton Bridge Jn<br />
|-<br />
| [[Shrewsbury|Sutton Bridge Junction]] || || Open || Replacement box opened 1913.<ref name="SRSSignalBoxRegister_Update9" /> Still open. <br />
|-<br />
|}<br />
<br />
=== Kidderminster Loop Line ===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station] || By 1882 || 15 July 1973 || McKenzie and Holland brick signal box. 21 levers by 1893, new 30 lever GWR frame 1 May 1913. Frame re-used in preservation-era box at Arley<ref name="SRSSignalBoxRegister_Update9" />, name plate used on current SVR box.<br />
|-<br />
| [[Kidderminster Junction signal box|Kidderminster Junction]] || By 1882 || 24 August 2012<ref>[http://ukrailways1970tilltoday.me.uk/Kidderminster_junction_signal_box.html UK Railways 1970 Till Today], accessed 30 Nov 2015</ref> || Original box perhaps McKenzie and Holland, 35 lever frame, new 40 lever frame circa 1912. Replacement GWR Type 28B timber box 18 December 1937. Box demolished by derailed wagon on 7 June 1953, temporary SB until 25 October 1953 when new brick box with 66 levers built.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Kidderminster ground frame | Kidderminster G.F.]]* || || || Temporary preservation-era G.F. before commissioning of signal box.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park Sidings G.F.]] || || || Provided access to British Sugar.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park BR/SVR Boundary G.F.]]* || || || Two preservation-era G.F.s controlling SVR/BR boundary.<br />
|-<br />
|}<br />
<br />
<nowiki />* Installed during preservation but later removed as no longer required.<br />
<br />
==See Also==<br />
<br />
[[Wrangaton Signal Box]] at [[Kidderminster Railway Museum]]<br />
<br />
== Links ==<br />
<br />
[http://www.svrsig.org/ SVR Signals & Telegraph Department web site]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=List_of_signal_boxes&diff=6845List of signal boxes2015-12-22T09:36:24Z<p>SuttonBridgeMan: /* List of historical Signal Boxes and Ground Frames */</p>
<hr />
<div>Of the signal boxes on the SVR, three survive in their original form from GWR days - the two Bewdley boxes and Highley. Bridgnorth and Hampton Loade signal boxes were both partially demolished on the line's closure and were later rebuilt, using parts from both the original boxes and from others. Arley is a former LNWR box, originally located at Yorton (near Whitchurch). Kidderminster was built from scratch, to control the new SVR terminus adjacent to the BR main line.<br />
<br />
== List of Signal Boxes ==<br />
<br />
* [[Kidderminster signal box | Kidderminster]]<br />
* [[Bewdley South signal box | Bewdley South]]<br />
* [[Bewdley North signal box | Bewdley North]]<br />
* [[Arley signal box | Arley]]<br />
* [[Highley signal box | Highley]]<br />
* [[Hampton Loade signal box | Hampton Loade]]<br />
* [[Bridgnorth signal box | Bridgnorth]]<br />
<br />
== List of Ground Frames ==<br />
<br />
* [[Eardington ground frame | Eardington]]<br />
* [[Bridgnorth Boiler Shop ground frame | Bridgnorth Boiler Shop]]<br />
<br />
== List of historical Signal Boxes and Ground Frames ==<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [[Hartlebury]] Station || June 1876<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )</ref> || 24 August 2012 || McKenzie & Holland type 2 box. Originally 21 levers, renewed with 30 lever GWR frame August 1910, frame removed and replaced with switch panel 7 November 1982.<ref name="SRSSignalBoxRegister_Update9" /><br />
|- <br />
| Hartlebury Junction || June 1876 || 15 April 1977 || McKenzie & Holland type 2 box. Originally 20 levers, renewed with 27 lever GWR frame 1912.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Leapgate Siding G.F. || 28 August 1939 || 12 January 1981 || Single track junction facing Stourport serving Regent Oil Co. depot. Two sidings on either side of a gantry, space for 17 20-ton wagons.<ref name="RailwaysInWorcsSVR">[http://www.miac.org.uk/severnvalleyline.html Railways in Worcestershire, Severn Valley Line], accessed 30 Nov 2015</ref><ref name="BranchLinesOfWorcs">The Branch Lines of Worcestershire, Colin C. Maggs</ref> Released by token.<br />
|-<br />
| [[Stourport]] South || 1885 || 1 April 1951 || Originally 18 levers (14 working, 4 spare). Double-line block working between the two Stourport boxes was authorised in 1887<ref>[[Bibliography#Books | Marshall (1989)]], p129]]</ref>. New frame circa 1923. Renamed "Stourport on Severn South" in 1934. On closure, control of layout went to Stourport North.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Stourport North || Before 1885 || 3 May 1970 || Great Western Type 5 brick signal box. Originally a 20 lever frame, extended to 24 (18 working 6 spare)<ref>Marshall (1989)</ref> by March 1907, new 34 lever GWR frame 1914. Box extended by 6 feet 8 inches and new 43 lever frame installed April 1951, signal box then taking control of whole station. Renamed "Stourport on Severn North" in 1934, apparently kept the name until closure.<ref name="SRSSignalBoxRegister_Update9" /> Parts used in rebuilding of Hampton Loade SB.<br />
|-<br />
| Park Street G.F. || || || Controlled connections at north end of Stourport to coal sidings and Steatite Branch/Burlish Branch, which serviced the Steatite and Porcelain Products Co. factory near Burlish crossing.<ref name="BranchLinesOfWorcs" /><ref name="RailwaysInWorcsSVR" /> Three? levers, electrically released from Stourport (North) S.B. <ref name="StourportDiagram">SRS diagram for Stourport-on-Severn SB</ref><br />
|-<br />
| Brindley Street G.F. || || || Served National Cold Stores.<ref name="BranchLinesOfWorcs" /> Two? levers and an intermediate token machine, released by token.<ref name="StourportDiagram" /><br />
|-<br />
| Bewdley South || 1878 || 3 May 1970 || McKenzie and Holland Type 3 brick signal box. Originally 28 levers, extended to 31 September 1901, new 32 lever GWR frame circa 1923. Reopened and extended to 34 levers in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bewdley North || 1878 || 3 May 1970 || McKenzie and Holland Type 3 timber signal box. Original frame of unknown length, new 37 lever GWR frame 25 June 1908. Reopened in preservation.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Folly Point Siding G.F. || 16 September 1899 || 1906 || Siding laid in connection with the construction of the [[Elan Valley Aqueduct]]<ref name="RailwaysInWorcsSVR" />. Access controlled by two ground frames each with two levers, locked by a key on the electric train staff for the section<ref>[[Bibliography#Books | Marshall (1989)]], p95</ref>.<br />
|-<br />
| Arley || June 1883 || 28 June 1964 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Demolished, replacement preservation-era box in same location<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings South G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet and Billingsley Sidings]] || December 1913 || March 1943 || Replaced G.F.s in 1913, itself replaced by G.F.s in 1943. 38 lever frame (32 working, 6 spare), manned 08.00-16.00 and the only box on the line able to switch out<ref>Marshall (1989), p132</ref>. <br />
|-<br />
| [[Kinlet and Billingsley Sidings signal box | Kinlet Sidings North G.F.]] || After 9 October 1895 (1st), March 1943 (2nd) || December 1913 (1st) || Replaced by S.B. in 1913, replaced S.B. in 1943. Intermediate token instrument in second incarnation. Released by token.<br />
|-<br />
| Highley || June 1883 || 3 May 1970 || McKenzie and Holland signal box, brick/timber construction. 14 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Reopened in preservation, virtually unchanged since construction.<br />
|-<br />
| [[Alveley South ground frame | Alveley South G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc">Opening notice for Alveley Sidings: [[Media:GWR_Alveley_Colliery_2.jpg|Side A]] and [[Media:GWR Alveley Colliery 1.jpg|Side B]].</ref><br />
|-<br />
| [[Alveley North ground frame | Alveley North G.F.]] || 30 January 1939 || || Two levers, released by token, intermediate token instrument.<ref name="AlveleyOpeningDoc" /><br />
|-<br />
| Hampton Loade || May 1883 || 2 December 1963 || McKenzie and Holland brick signal box, 14 levers.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, replica preservation-era box build from structure of Hampton and Stourport boxes<br />
|-<br />
| [[Hampton Loade ground frame | Hampton Loade G.F.]]* || || || Preservation-era G.F. used to run round ca. 1970 before reopening of signal box<br />
|-<br />
| Eardington G.F.(s) || || || Existence assumed. The [[Eardington | station]] had a goods loop, reduced to a siding in 1959. The station had no signal box and was unstaffed after 1949.<br />
|-<br />
| [[Knowlesands Sidings#Knowlesands Sidings ground frames | Knowlesands Sidings G.F.s]] || || || North and South G.F.s. Released by token.<br />
|-<br />
| [[Bridgnorth|Bridgnorth South]] || October 1892 || 1923 || GWR Type 5 brick signal box. 21 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Bridgnorth (1) || || October 1892 || No further details known<ref name="SRSSignalBoxRegister_Update9" />, although Marshall's comment on Buildwas Station (1) below may also apply here as interlocking of starting signal and points was authorised at the same time.<br />
|-<br />
| Bridgnorth (2) || 1923 || 2 December 1963 || GWR Type 8A brick signal box. 54 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> Partly demolished, shortened base re-used for 30 lever preservation-era box.<br />
|-<br />
| [[Bridgnorth|Bridgnorth North]] || October 1892 || 1923 || GWR signal box, identical dimensions (and construction?) to South. 23 lever frame.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Coalport]] || ca. November 1895 || 2 December 1963 || GWR Type 5 brick signal box. 31 lever frame.<br />
|-<br />
| Coalport G.F. || ca. 1895 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Maw and Co's Siding|Maw and Co's Siding G.F.]] || 1877 || 18 October 1959 || Originally a McKenzie and Holland signal box, demoted to ground frame status 1893, replaced by an actual ground frame by 1945.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Jackfield Siding|Jackfield Siding G.F.s]] || || Up to three ground frames serving brick and tile factories at Jackfield<br />
|-<br />
| [[Ironbridge and Broseley]] || 1894 || 25 November 1956 || GWR Type 5 brick signal box. 31 lever GWR frame, replaced with new frame of same length but more modern design 1917<ref name="SRSSignalBoxRegister_Update9" />, although this may have simply been a replacement of the interlocking (5 1/4 inch lever pitch retained).<br />
|-<br />
| [[Bowers Yard Lime Kilns Siding]] (G.F.) || 1920s? || After 1934<ref>M. A. Vanns, ''Severn Valley Railway, A View From The Past'', Shrewdale Publishing. Photo dated 1934 on p.85 shows siding</ref> || Historic lime kilns revived at some date in 1920s and rail siding added. Official name not known.<br />
|-<br />
| [[Buildwas]] Junction || circa 1864 || 4? November 1923 || New 32 lever installed 1913.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Power Station Siding G.F. || ca. 1931 || || Access to CEGB sidings at Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram">SRS diagram for Buildwas SB</ref><br />
|-<br />
| Buildwas || 4 November 1923 || 15 March 1964 || GWR Type 7D brick signal box. 66 lever frame, extended by approx. 14 feet and new 113 lever frame 9 December 1931, in connection with Power Station opening.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Buildwas Station (1) || By 1871|| 1888 || In August 1871, the GWR Board authorised 'connecting the down starting signal with the signal box'. Marshall suggests this was probably a small cabin covering a ground frame<ref>[[Bibliography#Books | Marshall (1989)]], p127</ref>. <br />
|-<br />
| Buildwas Station (2) || 23 October 1888 || 4? November 1923 || New 49 lever frame 1906.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| Mileage Siding G.F. || || || Two? lever G.F. providing access to siding at north end of Buildwas. Electrically released from S.B. <ref name="BuildwasDiagram" /><br />
|-<br />
| [[Cressage]] || By 1890, replaced June 1894 || 2 December 1963 || Replacement box GWR Type 5 brick signal box, 23 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (19 working, 4 spare), gate wheel for the level crossing<ref name = "Marshall131">[[Bibliography#Books | Marshall (1989)]], p131</ref>.<br />
|-<br />
| Cressage G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the north end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930. <br />
|-<br />
| [[Berrington]] || By 1890, replaced June 1894 || 2 December 1963 || Original box reportedly able to switch out. Replacement box GWR Type 5 brick signal box, 19 lever frame<ref name="SRSSignalBoxRegister_Update9" />, (16 working, 3 spare)<ref name = "Marshall131" />.<br />
|-<br />
| Berrington G.F. || 1894 || ca. 1930 || Two lever G.F., locked from the signal box, to work the loop points and FPL at the south end of the station<ref name = "Marshall131" />. Removed and replaced by motorised points around 1930.<br />
|-<br />
| Burnt Mill Junction || Box ordered January 1894 || 14 February 1937 || 10 lever frame.<ref name="SRSSignalBoxRegister_Update9" /> End of short double track section from Sutton Bridge Jn<br />
|-<br />
| [[Shrewsbury|Sutton Bridge Junction]] || || Open || Replacement box opened 1913.<ref name="SRSSignalBoxRegister_Update9" /> Still open. <br />
|-<br />
|}<br />
<br />
=== Kidderminster Loop Line ===<br />
<br />
{| class="wikitable"<br />
! Location !! Opened !! Closed !! Notes<br />
|-<br />
| [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station][[Kidderminster]] Station || By 1882 || 15 July 1973 || McKenzie and Holland brick signal box. 21 levers by 1893, new 30 lever GWR frame 1 May 1913. Frame re-used in preservation-era box at Arley<ref name="SRSSignalBoxRegister_Update9" />, name plate used on current SVR box.<br />
|-<br />
| [[Kidderminster Junction signal box|Kidderminster Junction]] || By 1882 || 24 August 2012<ref>[http://ukrailways1970tilltoday.me.uk/Kidderminster_junction_signal_box.html UK Railways 1970 Till Today], accessed 30 Nov 2015</ref> || Original box perhaps McKenzie and Holland, 35 lever frame, new 40 lever frame circa 1912. Replacement GWR Type 28B timber box 18 December 1937. Box demolished by derailed wagon on 7 June 1953, temporary SB until 25 October 1953 when new brick box with 66 levers built.<ref name="SRSSignalBoxRegister_Update9" /><br />
|-<br />
| [[Kidderminster ground frame | Kidderminster G.F.]]* || || || Temporary preservation-era G.F. before commissioning of signal box.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park Sidings G.F.]] || || || Provided access to British Sugar.<br />
|-<br />
| [[Ground Frames at Foley Park | Foley Park BR/SVR Boundary G.F.]]* || || || Two preservation-era G.F.s controlling SVR/BR boundary.<br />
|-<br />
|}<br />
<br />
<nowiki />* Installed during preservation but later removed as no longer required.<br />
<br />
==See Also==<br />
<br />
[[Wrangaton Signal Box]] at [[Kidderminster Railway Museum]]<br />
<br />
== Links ==<br />
<br />
[http://www.svrsig.org/ SVR Signals & Telegraph Department web site]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Arley_signal_box&diff=6844Arley signal box2015-12-22T09:34:27Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File: Arley_Signal_Box_20150426.jpg |thumb|200px|right| Arley Signal Box]]<br />
A signal box situated at [[Arley]] station, working to [[Bewdley North signal box|Bewdley North]] and [[Highley signal box|Highley]] using [[Single line working using tokens|ETT regulations]] in both directions. It can be switched out if trains are not required to cross.<br />
<br />
<br />
<br />
== Description ==<br />
<br />
The current signal box was reconstructed from 1974 to 1976 approximately on the site of the original signal box, which had been demolished by SVR volunteers at a time when extension southwards from Hampton Loade seemed unlikely. The frame, which has 30 levers, is originally from [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station signal box] (not to be confused with the post-preservation [http://www.svrwiki.com/Kidderminster_Station_signal_box_(1987_onwards) Kidderminster Station signal box]), supplemented by specialist parts from Severn Beach and Gelli Las (Mid Glamorgan)<ref>SVR News 100, "Twenty years of Severn Valley signalling", John Phillips</ref>. The box superstructure was moved by road from Yorton, on the LNWR route between Shrewsbury and Crewe, to Hay Bridge, from where it was moved by rail to Arley. The signal box was fully commissioned on April 10th 1976.<br />
<br />
At present 23 levers are in use, with 6 spaces and one spare lever. The repeater for signal number 6, the only stop signal not visible from the box, originates from the Didcot Newbury & Southampton branch of the GWR. <br />
<br />
== Operational Features ==<br />
<br />
Arley is one of two signal boxes on the SVR that can be switched out, the other being [[Hampton Loade signal box|Hampton Loade]]. When the box is switched out the Down Loop cannot be used. Arley and Hampton Loade are also the only signal boxes on the SVR that are 'crossing places' as per the ETT regulations.<br />
<br />
Unusually, when the box is switched out the yard can still be accessed, by operating the signal box lever frame as a ground frame. An intermediate token instrument is provided to enable trains to be locked into the yard. One side effect of this operation is that whilst the yard is being shunted, the Highley and Bewdley North signalmen are unable to communicate by bell signal.<br />
<br />
Arley is the only SVR signal box the electrically locked levers of which are operated by the lever catch handles, so the signalman does not have to push a separate release plunger.<br />
<br />
== History ==<br />
<br />
Before preservation, the original signal box was a mirror image of the still-extant signal box at Highley, and had a 14-lever frame with no switching out facility. Other minor changes include two stacked disc signals at the toe of the yard points as per normal GWR practice, and a bracket for entry to the yard at the up home signal. A diagram is available [http://www.signalbox.org/diagrams.php?id=669 on the signalbox.org website].<br />
<br />
Arley signal box closed under BR ownership on Sunday 28 June 1964. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Arley_20090626.jpg | Arley Train Register<br />
</gallery><br />
<br />
Following closure, parts of the lever frame and much of the other equipment was used to reinstate [[Bridgnorth signal box]] in 1969<ref>[[Bibliography#Books Marshall (1989), p200]]</ref>. An element of these parts' removal by SVR volunteers was, ironically, the demolition of the Box, meaning an entire new Box and frame had to be sourced when the SVR extended southwards (which seemed extremely unlikely in 1969 when demolition occurred). A fragment of the original interlocking is in the care of [[Kidderminster Railway Museum]] and provides an interesting demonstration on the operation of tappet interlocking.<br />
<br />
After preservation, Arley became the first SVR signal box with worked distant signals.<br />
<br />
== Diagram ==<br />
<br />
[[File:Arley box diagram.gif|800px]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
The Down Home signals post, bracket and assemblies were originally the Up From Shrewsbury Inner Home signals at Bewdley North. It was originally located at the south end of [[Wribbenhall Viaduct]], somewhat further south than its modern replacement. These are wooden post GWR design signals as is the Up distant. All other signals at Arley are of late GWR/BR(W) steel tubular post and enamel metal arm type. Signal 23, on the up platform, was originally the up starting signal at Llangollen, and removed by SVR volunteers before preservation efforts commenced there. Signal 1, the Down Distant, is motor worked.<br />
<br />
==Adderbury Signal Box==<br />
As noted above, the original Arley Signal Box was demolished. The somewhat larger signal box from Adderbury, on the former GWR to Kingham branch, was donated to the SVR in early 1973 as a potential replacement<ref>SVR News 26</ref><ref>[http://www.arleystation.org.uk/ashistory2.html Arley Station website history page]</ref>. It was dismantled at Adderbury in April 1973, and transported to Arley where it was unloaded as a 'kit of parts'<ref>SVR News 28</ref>. However by the following year the process of installing the former Yorton box had begun. The fate of the Adderbury box is unknown. <br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Arley_signal_box&diff=6843Arley signal box2015-12-22T09:30:46Z<p>SuttonBridgeMan: Undo revision 6842 by SuttonBridgeMan (talk)</p>
<hr />
<div>[[File: Arley_Signal_Box_20150426.jpg |thumb|200px|right| Arley Signal Box]]<br />
A signal box situated at [[Arley]] station, working to [[Bewdley North signal box|Bewdley North]] and [[Highley signal box|Highley]] using [[Single line working using tokens|ETT regulations]] in both directions. It can be switched out if trains are not required to cross.<br />
<br />
<br />
<br />
== Description ==<br />
<br />
The current signal box was reconstructed from 1974 to 1976 approximately on the site of the original signal box, which had been demolished by SVR volunteers at a time when extension southwards from Hampton Loade seemed unlikely. The frame, which has 30 levers, is originally from Kidderminster Station signal box (not to be confused with the post-preservation Kidderminster Station signal box), supplemented by specialist parts from Severn Beach and Gelli Las (Mid Glamorgan)<ref>SVR News 100, "Twenty years of Severn Valley signalling", John Phillips</ref>. The box superstructure was moved by road from Yorton, on the LNWR route between Shrewsbury and Crewe, to Hay Bridge, from where it was moved by rail to Arley. The signal box was fully commissioned on April 10th 1976.<br />
<br />
At present 23 levers are in use, with 6 spaces and one spare lever. The repeater for signal number 6, the only stop signal not visible from the box, originates from the Didcot Newbury & Southampton branch of the GWR. <br />
<br />
== Operational Features ==<br />
<br />
Arley is one of two signal boxes on the SVR that can be switched out, the other being [[Hampton Loade signal box|Hampton Loade]]. When the box is switched out the Down Loop cannot be used. Arley and Hampton Loade are also the only signal boxes on the SVR that are 'crossing places' as per the ETT regulations.<br />
<br />
Unusually, when the box is switched out the yard can still be accessed, by operating the signal box lever frame as a ground frame. An intermediate token instrument is provided to enable trains to be locked into the yard. One side effect of this operation is that whilst the yard is being shunted, the Highley and Bewdley North signalmen are unable to communicate by bell signal.<br />
<br />
Arley is the only SVR signal box the electrically locked levers of which are operated by the lever catch handles, so the signalman does not have to push a separate release plunger.<br />
<br />
== History ==<br />
<br />
Before preservation, the original signal box was a mirror image of the still-extant signal box at Highley, and had a 14-lever frame with no switching out facility. Other minor changes include two stacked disc signals at the toe of the yard points as per normal GWR practice, and a bracket for entry to the yard at the up home signal. A diagram is available [http://www.signalbox.org/diagrams.php?id=669 on the signalbox.org website].<br />
<br />
Arley signal box closed under BR ownership on Sunday 28 June 1964. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Arley_20090626.jpg | Arley Train Register<br />
</gallery><br />
<br />
Following closure, parts of the lever frame and much of the other equipment was used to reinstate [[Bridgnorth signal box]] in 1969<ref>[[Bibliography#Books Marshall (1989), p200]]</ref>. An element of these parts' removal by SVR volunteers was, ironically, the demolition of the Box, meaning an entire new Box and frame had to be sourced when the SVR extended southwards (which seemed extremely unlikely in 1969 when demolition occurred). A fragment of the original interlocking is in the care of [[Kidderminster Railway Museum]] and provides an interesting demonstration on the operation of tappet interlocking.<br />
<br />
After preservation, Arley became the first SVR signal box with worked distant signals.<br />
<br />
== Diagram ==<br />
<br />
[[File:Arley box diagram.gif|800px]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
The Down Home signals post, bracket and assemblies were originally the Up From Shrewsbury Inner Home signals at Bewdley North. It was originally located at the south end of [[Wribbenhall Viaduct]], somewhat further south than its modern replacement. These are wooden post GWR design signals as is the Up distant. All other signals at Arley are of late GWR/BR(W) steel tubular post and enamel metal arm type. Signal 23, on the up platform, was originally the up starting signal at Llangollen, and removed by SVR volunteers before preservation efforts commenced there. Signal 1, the Down Distant, is motor worked.<br />
<br />
==Adderbury Signal Box==<br />
As noted above, the original Arley Signal Box was demolished. The somewhat larger signal box from Adderbury, on the former GWR to Kingham branch, was donated to the SVR in early 1973 as a potential replacement<ref>SVR News 26</ref><ref>[http://www.arleystation.org.uk/ashistory2.html Arley Station website history page]</ref>. It was dismantled at Adderbury in April 1973, and transported to Arley where it was unloaded as a 'kit of parts'<ref>SVR News 28</ref>. However by the following year the process of installing the former Yorton box had begun. The fate of the Adderbury box is unknown. <br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Arley_signal_box&diff=6842Arley signal box2015-12-22T09:30:23Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File: Arley_Signal_Box_20150426.jpg |thumb|200px|right| Arley Signal Box]]<br />
A signal box situated at [[Arley]] station, working to [[Bewdley North signal box|Bewdley North]] and [[Highley signal box|Highley]] using [[Single line working using tokens|ETT regulations]] in both directions. It can be switched out if trains are not required to cross.<br />
<br />
<br />
<br />
== Description ==<br />
<br />
The current signal box was reconstructed from 1974 to 1976 approximately on the site of the original signal box, which had been demolished by SVR volunteers at a time when extension southwards from Hampton Loade seemed unlikely. The frame, which has 30 levers, is originally from [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973)<br />
Kidderminster Station signal box] (not to be confused with the post-preservation [http://www.svrwiki.com/Kidderminster_Station_signal_box_(1987_onwards) Kidderminster Station signal box]), supplemented by specialist parts from Severn Beach and Gelli Las (Mid Glamorgan)<ref>SVR News 100, "Twenty years of Severn Valley signalling", John Phillips</ref>. The box superstructure was moved by road from Yorton, on the LNWR route between Shrewsbury and Crewe, to Hay Bridge, from where it was moved by rail to Arley. The signal box was fully commissioned on April 10th 1976. <br />
<br />
At present 23 levers are in use, with 6 spaces and one spare lever. The repeater for signal number 6, the only stop signal not visible from the box, originates from the Didcot Newbury & Southampton branch of the GWR. <br />
<br />
== Operational Features ==<br />
<br />
Arley is one of two signal boxes on the SVR that can be switched out, the other being [[Hampton Loade signal box|Hampton Loade]]. When the box is switched out the Down Loop cannot be used. Arley and Hampton Loade are also the only signal boxes on the SVR that are 'crossing places' as per the ETT regulations.<br />
<br />
Unusually, when the box is switched out the yard can still be accessed, by operating the signal box lever frame as a ground frame. An intermediate token instrument is provided to enable trains to be locked into the yard. One side effect of this operation is that whilst the yard is being shunted, the Highley and Bewdley North signalmen are unable to communicate by bell signal.<br />
<br />
Arley is the only SVR signal box the electrically locked levers of which are operated by the lever catch handles, so the signalman does not have to push a separate release plunger.<br />
<br />
== History ==<br />
<br />
Before preservation, the original signal box was a mirror image of the still-extant signal box at Highley, and had a 14-lever frame with no switching out facility. Other minor changes include two stacked disc signals at the toe of the yard points as per normal GWR practice, and a bracket for entry to the yard at the up home signal. A diagram is available [http://www.signalbox.org/diagrams.php?id=669 on the signalbox.org website].<br />
<br />
Arley signal box closed under BR ownership on Sunday 28 June 1964. The Train Register recording the closure is on display in [[The Engine House]] at Highley.<br />
<gallery><br />
File: Train_Register_Arley_20090626.jpg | Arley Train Register<br />
</gallery><br />
<br />
Following closure, parts of the lever frame and much of the other equipment was used to reinstate [[Bridgnorth signal box]] in 1969<ref>[[Bibliography#Books Marshall (1989), p200]]</ref>. An element of these parts' removal by SVR volunteers was, ironically, the demolition of the Box, meaning an entire new Box and frame had to be sourced when the SVR extended southwards (which seemed extremely unlikely in 1969 when demolition occurred). A fragment of the original interlocking is in the care of [[Kidderminster Railway Museum]] and provides an interesting demonstration on the operation of tappet interlocking.<br />
<br />
After preservation, Arley became the first SVR signal box with worked distant signals.<br />
<br />
== Diagram ==<br />
<br />
[[File:Arley box diagram.gif|800px]]<br />
<br />
==Signalling controlled from the box==<br />
<br />
The Down Home signals post, bracket and assemblies were originally the Up From Shrewsbury Inner Home signals at Bewdley North. It was originally located at the south end of [[Wribbenhall Viaduct]], somewhat further south than its modern replacement. These are wooden post GWR design signals as is the Up distant. All other signals at Arley are of late GWR/BR(W) steel tubular post and enamel metal arm type. Signal 23, on the up platform, was originally the up starting signal at Llangollen, and removed by SVR volunteers before preservation efforts commenced there. Signal 1, the Down Distant, is motor worked.<br />
<br />
==Adderbury Signal Box==<br />
As noted above, the original Arley Signal Box was demolished. The somewhat larger signal box from Adderbury, on the former GWR to Kingham branch, was donated to the SVR in early 1973 as a potential replacement<ref>SVR News 26</ref><ref>[http://www.arleystation.org.uk/ashistory2.html Arley Station website history page]</ref>. It was dismantled at Adderbury in April 1973, and transported to Arley where it was unloaded as a 'kit of parts'<ref>SVR News 28</ref>. However by the following year the process of installing the former Yorton box had begun. The fate of the Adderbury box is unknown. <br />
<br />
== See Also ==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(c.1873-1973)&diff=6841Kidderminster Station signal box (c.1873-1973)2015-12-22T09:27:57Z<p>SuttonBridgeMan: </p>
<hr />
<div>Not to be confused with the current [http://www.svrwiki.com/Kidderminster_signal_box Kidderminster Station signal box], which now bears its nameplate.<br />
<br />
Kidderminster Station signal box was located at the Western End of the Down (to Birmingham) platform on Kidderminster mainline station. It was built to a McKenzie & Holland design and open by 1882, and worked directly to Kidderminster Junction Signal Box until July 1973 when it was closed and it's area of control came under the Junction Box. Its frame, a 30-lever GWR 3-bar vertical tappet frame of 1913, was then transferred to the [http://www.svrwiki.com/Arley_signal_box ex-LNWR box] at Arley.</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1987_onwards)&diff=6840Kidderminster Station signal box (1987 onwards)2015-12-22T09:27:15Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Kidderminster Signal Box - 43924.JPG |thumb|200px|right| Kidderminster Signal Box]]<br />
Not to be confused with the original [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station signal box], whose nameplate the current box bears.<br />
<br />
A signal box at [[Kidderminster]], working to [[Bewdley South signal box|Bewdley South]]. The box also communicates with Network Rail's West Midlands Signalling Centre (WMSC) at Saltley.<br />
<br />
Kidderminster Town had no signal box when it opened in 1984, resulting in an 'only one engine in steam' restriction on operations which were controlled by a simple [[Kidderminster ground frame | ground frame]]. The signal box was built during between July and December 1986, the design being based on a typical GWR medium-sized box. Extensive measurements of Abbey Foregate and Sutton Bridge Junction signal boxes at Shrewsbury ensured authenticity. Installation of the signalling equipment took place throughout 1987. The installation work involved an estimated 8,000 man hours. producing a fully assembled 62 lever frame complete with all mechanical locking, fitting to the frame of 35 electric locks and 5 combined locks and circuit controllers, and installation of a 22 ft long block shelf complete with instruments. The box was commissioned in December 1987 following installation of the most vital piece of equipment, the signalman’s leather armchair. The lever frame is a 5-bar vertical tappet frame of very late manufacture, being built in the late 1950s for Acton Yard signal box which had a short life. Evidence of its lateness may be found in the spring housing on the catch handle drop rods, which are of a much plainer hood design than previously used by the GWR/BR(W).<br />
<br />
During the morning of Saturday 3 March 2013, the signal box suffered a small fire in the roof at the point where the stove flue passes through the ceiling. The signalman was able to leave the box without injury. A small section of the roof was destroyed, and there was some damage to the telephone system and the domestic wiring caused by the water used by the Fire Brigade, although the signalling equipment was largely unaffected. Kiddermister station was initially closed. Once access to the box was regained, the water was mopped up to prevent it falling into the frame room and its electrics. By 4pm the debris had been cleared and the roof made weather-proof with a plastic sheet supplied by Bewdley C&W Department. Rapid work by the S&T and PW departments then saw normal service resumed by commencement of operations on the following day. <br />
<br />
==Signalling diagram==<br />
<br />
[[File:Kidderminster box diagram.gif]]<br />
<br />
==Connection to Network Rail==<br />
<br />
Until 2012 Kidderminster Station Signal Box worked to Kidderminster Junction signal box, 'over the fence' and operated by BR, RailTrack and finally Network Rail. The connection between the SVR and national rail was somewhat limiting, requiring staff on the track for any movement between railways. This all changed when Kidderminster Junction signal box closed in 2012 (its lever frame was saved for spares by the SVR) and extensive work by Network Rail and SVR S&T technicians installed one of the most comprehensive connections between the national rail network and a private heritage railway in existence, with movements from the SVR onto the Down Main and movements from the Up & Down Mains onto Network Rail being completely locked and signalled movements overseen by the cooperative efforts of the SVR signalman and NR signaller at Saltley. This upgrade also saw the first non-GWR/BR(W) signal installed on the SVR, in the form of a colour light signal reading from the SVR's 'exchange' line onto the national network or into the SVR's [[Carriage Repair Works | North Star Carriage & Wagon Works]].<br />
<br />
==Signalling controlled from the box==<br />
<br />
All signals at Kidderminster excepting the colour light signal (see above) are of late GWR/BR(W) steel tubular post and enamel arm design. The large gantry originates from Taunton East, although the layout of signals upon it is quite different to how it was when it was there. As part of the 2012 resignalling of the network connection, the 'exchange line' (see diagram) was upgraded from a siding to a running line, requiring derailers to be installed on the three siding roads leading out of the North Star Carriage & Wagon Works, as there was insufficient space for a trap point. These are worked from a lever in the box, possibly the only example of worked derailers installed on a heritage railway. There are also levers to provide a 'slot' (release) to the Network Rail signaller to allow trains to proceed from Network Rail onto the SVR.<br />
<br />
Signals 2, 5 and 56 are motor worked.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1987_onwards)&diff=6839Kidderminster Station signal box (1987 onwards)2015-12-22T09:26:33Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Kidderminster Signal Box - 43924.JPG |thumb|200px|right| Kidderminster Signal Box]]<br />
Not to be confused with the original [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973) Kidderminster Station signal box].<br />
<br />
A signal box at [[Kidderminster]], working to [[Bewdley South signal box|Bewdley South]]. The box also communicates with Network Rail's West Midlands Signalling Centre (WMSC) at Saltley.<br />
<br />
Kidderminster Town had no signal box when it opened in 1984, resulting in an 'only one engine in steam' restriction on operations which were controlled by a simple [[Kidderminster ground frame | ground frame]]. The signal box was built during between July and December 1986, the design being based on a typical GWR medium-sized box. Extensive measurements of Abbey Foregate and Sutton Bridge Junction signal boxes at Shrewsbury ensured authenticity. Installation of the signalling equipment took place throughout 1987. The installation work involved an estimated 8,000 man hours. producing a fully assembled 62 lever frame complete with all mechanical locking, fitting to the frame of 35 electric locks and 5 combined locks and circuit controllers, and installation of a 22 ft long block shelf complete with instruments. The box was commissioned in December 1987 following installation of the most vital piece of equipment, the signalman’s leather armchair. The lever frame is a 5-bar vertical tappet frame of very late manufacture, being built in the late 1950s for Acton Yard signal box which had a short life. Evidence of its lateness may be found in the spring housing on the catch handle drop rods, which are of a much plainer hood design than previously used by the GWR/BR(W).<br />
<br />
During the morning of Saturday 3 March 2013, the signal box suffered a small fire in the roof at the point where the stove flue passes through the ceiling. The signalman was able to leave the box without injury. A small section of the roof was destroyed, and there was some damage to the telephone system and the domestic wiring caused by the water used by the Fire Brigade, although the signalling equipment was largely unaffected. Kiddermister station was initially closed. Once access to the box was regained, the water was mopped up to prevent it falling into the frame room and its electrics. By 4pm the debris had been cleared and the roof made weather-proof with a plastic sheet supplied by Bewdley C&W Department. Rapid work by the S&T and PW departments then saw normal service resumed by commencement of operations on the following day. <br />
<br />
==Signalling diagram==<br />
<br />
[[File:Kidderminster box diagram.gif]]<br />
<br />
==Connection to Network Rail==<br />
<br />
Until 2012 Kidderminster Station Signal Box worked to Kidderminster Junction signal box, 'over the fence' and operated by BR, RailTrack and finally Network Rail. The connection between the SVR and national rail was somewhat limiting, requiring staff on the track for any movement between railways. This all changed when Kidderminster Junction signal box closed in 2012 (its lever frame was saved for spares by the SVR) and extensive work by Network Rail and SVR S&T technicians installed one of the most comprehensive connections between the national rail network and a private heritage railway in existence, with movements from the SVR onto the Down Main and movements from the Up & Down Mains onto Network Rail being completely locked and signalled movements overseen by the cooperative efforts of the SVR signalman and NR signaller at Saltley. This upgrade also saw the first non-GWR/BR(W) signal installed on the SVR, in the form of a colour light signal reading from the SVR's 'exchange' line onto the national network or into the SVR's [[Carriage Repair Works | North Star Carriage & Wagon Works]].<br />
<br />
==Signalling controlled from the box==<br />
<br />
All signals at Kidderminster excepting the colour light signal (see above) are of late GWR/BR(W) steel tubular post and enamel arm design. The large gantry originates from Taunton East, although the layout of signals upon it is quite different to how it was when it was there. As part of the 2012 resignalling of the network connection, the 'exchange line' (see diagram) was upgraded from a siding to a running line, requiring derailers to be installed on the three siding roads leading out of the North Star Carriage & Wagon Works, as there was insufficient space for a trap point. These are worked from a lever in the box, possibly the only example of worked derailers installed on a heritage railway. There are also levers to provide a 'slot' (release) to the Network Rail signaller to allow trains to proceed from Network Rail onto the SVR.<br />
<br />
Signals 2, 5 and 56 are motor worked.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1987_onwards)&diff=6838Kidderminster Station signal box (1987 onwards)2015-12-22T09:26:10Z<p>SuttonBridgeMan: </p>
<hr />
<div>[[File:Kidderminster Signal Box - 43924.JPG |thumb|200px|right| Kidderminster Signal Box]]<br />
Not to be confused with the original [http://www.svrwiki.com/Kidderminster_Station_signal_box_(c.1882-1973)Kidderminster Station signal box].<br />
<br />
A signal box at [[Kidderminster]], working to [[Bewdley South signal box|Bewdley South]]. The box also communicates with Network Rail's West Midlands Signalling Centre (WMSC) at Saltley.<br />
<br />
Kidderminster Town had no signal box when it opened in 1984, resulting in an 'only one engine in steam' restriction on operations which were controlled by a simple [[Kidderminster ground frame | ground frame]]. The signal box was built during between July and December 1986, the design being based on a typical GWR medium-sized box. Extensive measurements of Abbey Foregate and Sutton Bridge Junction signal boxes at Shrewsbury ensured authenticity. Installation of the signalling equipment took place throughout 1987. The installation work involved an estimated 8,000 man hours. producing a fully assembled 62 lever frame complete with all mechanical locking, fitting to the frame of 35 electric locks and 5 combined locks and circuit controllers, and installation of a 22 ft long block shelf complete with instruments. The box was commissioned in December 1987 following installation of the most vital piece of equipment, the signalman’s leather armchair. The lever frame is a 5-bar vertical tappet frame of very late manufacture, being built in the late 1950s for Acton Yard signal box which had a short life. Evidence of its lateness may be found in the spring housing on the catch handle drop rods, which are of a much plainer hood design than previously used by the GWR/BR(W).<br />
<br />
During the morning of Saturday 3 March 2013, the signal box suffered a small fire in the roof at the point where the stove flue passes through the ceiling. The signalman was able to leave the box without injury. A small section of the roof was destroyed, and there was some damage to the telephone system and the domestic wiring caused by the water used by the Fire Brigade, although the signalling equipment was largely unaffected. Kiddermister station was initially closed. Once access to the box was regained, the water was mopped up to prevent it falling into the frame room and its electrics. By 4pm the debris had been cleared and the roof made weather-proof with a plastic sheet supplied by Bewdley C&W Department. Rapid work by the S&T and PW departments then saw normal service resumed by commencement of operations on the following day. <br />
<br />
==Signalling diagram==<br />
<br />
[[File:Kidderminster box diagram.gif]]<br />
<br />
==Connection to Network Rail==<br />
<br />
Until 2012 Kidderminster Station Signal Box worked to Kidderminster Junction signal box, 'over the fence' and operated by BR, RailTrack and finally Network Rail. The connection between the SVR and national rail was somewhat limiting, requiring staff on the track for any movement between railways. This all changed when Kidderminster Junction signal box closed in 2012 (its lever frame was saved for spares by the SVR) and extensive work by Network Rail and SVR S&T technicians installed one of the most comprehensive connections between the national rail network and a private heritage railway in existence, with movements from the SVR onto the Down Main and movements from the Up & Down Mains onto Network Rail being completely locked and signalled movements overseen by the cooperative efforts of the SVR signalman and NR signaller at Saltley. This upgrade also saw the first non-GWR/BR(W) signal installed on the SVR, in the form of a colour light signal reading from the SVR's 'exchange' line onto the national network or into the SVR's [[Carriage Repair Works | North Star Carriage & Wagon Works]].<br />
<br />
==Signalling controlled from the box==<br />
<br />
All signals at Kidderminster excepting the colour light signal (see above) are of late GWR/BR(W) steel tubular post and enamel arm design. The large gantry originates from Taunton East, although the layout of signals upon it is quite different to how it was when it was there. As part of the 2012 resignalling of the network connection, the 'exchange line' (see diagram) was upgraded from a siding to a running line, requiring derailers to be installed on the three siding roads leading out of the North Star Carriage & Wagon Works, as there was insufficient space for a trap point. These are worked from a lever in the box, possibly the only example of worked derailers installed on a heritage railway. There are also levers to provide a 'slot' (release) to the Network Rail signaller to allow trains to proceed from Network Rail onto the SVR.<br />
<br />
Signals 2, 5 and 56 are motor worked.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(c.1873-1973)&diff=6837Kidderminster Station signal box (c.1873-1973)2015-12-22T09:25:06Z<p>SuttonBridgeMan: </p>
<hr />
<div>Not to be confused with the current [http://www.svrwiki.com/Kidderminster_signal_box Kidderminster Station signal box]<br />
<br />
Kidderminster Station signal box was located at the Western End of the Down (to Birmingham) platform on Kidderminster mainline station. It was built to a McKenzie & Holland design and open by 1882, and worked directly to Kidderminster Junction Signal Box until July 1973 when it was closed and it's area of control came under the Junction Box. Its frame, a 30-lever GWR 3-bar vertical tappet frame of 1913, was then transferred to the [http://www.svrwiki.com/Arley_signal_box ex-LNWR box] at Arley.</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(c.1873-1973)&diff=6836Kidderminster Station signal box (c.1873-1973)2015-12-22T09:24:27Z<p>SuttonBridgeMan: Created page with "Not to be confused with the current http://www.svrwiki.com/Kidderminster_signal_box Kidderminster Station signal box was located at the Western End of the Down (to Birmin..."</p>
<hr />
<div>Not to be confused with the current [[http://www.svrwiki.com/Kidderminster_signal_box]]<br />
<br />
Kidderminster Station signal box was located at the Western End of the Down (to Birmingham) platform on Kidderminster mainline station. It was built to a McKenzie & Holland design and open by 1882, and worked directly to Kidderminster Junction Signal Box until July 1973 when it was closed and it's area of control came under the Junction Box. Its frame, a 30-lever GWR 3-bar vertical tappet frame of 1913, was then transferred to the [http://www.svrwiki.com/Arley_signal_box ex-LNWR box] at Arley.</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1986_onwards)&diff=6833Kidderminster Station signal box (1986 onwards)2015-12-22T09:06:08Z<p>SuttonBridgeMan: SuttonBridgeMan moved page Kidderminster Station signal box (1986 onwards) to Kidderminster Station signal box (1987 onwards) over redirect: No I didn't. Sorry.</p>
<hr />
<div>#REDIRECT [[Kidderminster Station signal box (1987 onwards)]]</div>SuttonBridgeManhttps://www.svrwiki.com/mediawiki-1.28.2/index.php?title=Kidderminster_Station_signal_box_(1987_onwards)&diff=6832Kidderminster Station signal box (1987 onwards)2015-12-22T09:06:07Z<p>SuttonBridgeMan: SuttonBridgeMan moved page Kidderminster Station signal box (1986 onwards) to Kidderminster Station signal box (1987 onwards) over redirect: No I didn't. Sorry.</p>
<hr />
<div>[[File:Kidderminster Signal Box - 43924.JPG |thumb|200px|right| Kidderminster Signal Box]]<br />
A signal box at [[Kidderminster]], working to [[Bewdley South signal box|Bewdley South]]. The box also communicates with Network Rail's West Midlands Signalling Centre (WMSC) at Saltley.<br />
<br />
Kidderminster Town had no signal box when it opened in 1984, resulting in an 'only one engine in steam' restriction on operations which were controlled by a simple [[Kidderminster ground frame | ground frame]]. The signal box was built during between July and December 1986, the design being based on a typical GWR medium-sized box. Extensive measurements of Abbey Foregate and Sutton Bridge Junction signal boxes at Shrewsbury ensured authenticity. Installation of the signalling equipment took place throughout 1987. The installation work involved an estimated 8,000 man hours. producing a fully assembled 62 lever frame complete with all mechanical locking, fitting to the frame of 35 electric locks and 5 combined locks and circuit controllers, and installation of a 22 ft long block shelf complete with instruments. The box was commissioned in December 1987 following installation of the most vital piece of equipment, the signalman’s leather armchair. The lever frame is a 5-bar vertical tappet frame of very late manufacture, being built in the late 1950s for Acton Yard signal box which had a short life. Evidence of its lateness may be found in the spring housing on the catch handle drop rods, which are of a much plainer hood design than previously used by the GWR/BR(W).<br />
<br />
During the morning of Saturday 3 March 2013, the signal box suffered a small fire in the roof at the point where the stove flue passes through the ceiling. The signalman was able to leave the box without injury. A small section of the roof was destroyed, and there was some damage to the telephone system and the domestic wiring caused by the water used by the Fire Brigade, although the signalling equipment was largely unaffected. Kiddermister station was initially closed. Once access to the box was regained, the water was mopped up to prevent it falling into the frame room and its electrics. By 4pm the debris had been cleared and the roof made weather-proof with a plastic sheet supplied by Bewdley C&W Department. Rapid work by the S&T and PW departments then saw normal service resumed by commencement of operations on the following day. <br />
<br />
==Signalling diagram==<br />
<br />
[[File:Kidderminster box diagram.gif]]<br />
<br />
==Connection to Network Rail==<br />
<br />
Until 2012 Kidderminster Station Signal Box worked to Kidderminster Junction signal box, 'over the fence' and operated by BR, RailTrack and finally Network Rail. The connection between the SVR and national rail was somewhat limiting, requiring staff on the track for any movement between railways. This all changed when Kidderminster Junction signal box closed in 2012 (its lever frame was saved for spares by the SVR) and extensive work by Network Rail and SVR S&T technicians installed one of the most comprehensive connections between the national rail network and a private heritage railway in existence, with movements from the SVR onto the Down Main and movements from the Up & Down Mains onto Network Rail being completely locked and signalled movements overseen by the cooperative efforts of the SVR signalman and NR signaller at Saltley. This upgrade also saw the first non-GWR/BR(W) signal installed on the SVR, in the form of a colour light signal reading from the SVR's 'exchange' line onto the national network or into the SVR's [[Carriage Repair Works | North Star Carriage & Wagon Works]].<br />
<br />
==Signalling controlled from the box==<br />
<br />
All signals at Kidderminster excepting the colour light signal (see above) are of late GWR/BR(W) steel tubular post and enamel arm design. The large gantry originates from Taunton East, although the layout of signals upon it is quite different to how it was when it was there. As part of the 2012 resignalling of the network connection, the 'exchange line' (see diagram) was upgraded from a siding to a running line, requiring derailers to be installed on the three siding roads leading out of the North Star Carriage & Wagon Works, as there was insufficient space for a trap point. These are worked from a lever in the box, possibly the only example of worked derailers installed on a heritage railway. There are also levers to provide a 'slot' (release) to the Network Rail signaller to allow trains to proceed from Network Rail onto the SVR.<br />
<br />
Signals 2, 5 and 56 are motor worked.<br />
<br />
==See Also==<br />
<br />
* [[List of signal boxes]]</div>SuttonBridgeMan