LSWR Type 1 Signalboxes

by Clive Jackson

Originally published in the Winter 2003/4 issue of the MHRPS members' magazine, Mid Hants News

The signalboxes on the Mid Hants Railway are all to the first standard design to be used by the London and South Western Railway - classified by the Signalling Record Society as LSWR Type 1. This classification identifies the basic architectural style of the box rather than its dimensions or the material from which it was constructed, although in the case of the Type 1 box, the operating floor was always made out of wood, with a hipped slate roof - effectively coming as a kit of parts from which a range of configurations could be constructed.

Originally, the non-glazed areas were only boarded on the inside, the characteristic criss-cross of beams being visible externally. Later, however, these were clad externally, usually by horizontally lapped boarding, although there were apparently exceptions, as Alresford was clad with sheet material. The primary reason for the external cladding is believed to be the need for protection to reduce the incidence of rot in the structure, but a subsidiary effect was to provide additional heat insulation for the box.

The locking room was usually made out of brick, as in the case of the MHR boxes, but stone was sometimes used in areas where this was available locally, such as the West Country.

Design more than a century old

The design was used between around 1871 and 1880, a period when a lot of new boxes were required, as the LSWR was introducing interlocked frames and absolute block working throughout its network. This was almost certainly the period that the four Type 1 boxes originally provided at Medstead, Ropley, Alresford and Itchen Abbas were introduced on the Mid Hants line. Occasionally, a redundant box from one location was re-used elsewhere (this was not, as you might think, a new phenomenon with the coming of Heritage Railways), but it is unlikely that any of the boxes between Alton and Winchester junction were second hand.

The other boxes associated with the line, now all partially or fully demolished, were Winchester Junction, Butts Junction and Alton. These were brick built LSWR Type 4 boxes. Locally surviving examples of these can be seen at Farnham and Aldershot. The box at Winchester junction was a similar size to that at Aldershot, while those at Alton and Butts Junction were closer to Farnham box in size. Alton box was in use until the Alton branch was re-signalled and singled from Farnham. By this time, the Mid Hants line had been closed, reopened between Alresford and Ropley, and the MHR was actively working towards reopening to Alton.

Today Farnham box controls all movements on the Network Rail side of Alton. Alton box mysteriously caught fire shortly after closure, and today only the locking room survives, having been given a flat roof so that it could be used as a store room. Even had it survived intact, however, it would not have been a practical proposition for use by the MHR, as it was positioned towards the London end of platform one. Even in BR days the position of this box would not have been very convenient for the signalman, since he would either have had to walk to the country end of the station, or cross to the island platform in order to exchange single line tablets with Mid Hants and Meon Valley trains. Hence the need for the MHR to construct its own box at Alton.

Boxes closed

The boxes at Itchen Abbas, Ropley and Butts Junction all closed in the 1930s. The former two boxes closed in order to effect economies when it was realised that traffic was never going to grow sufficiently to warrant block posts at three to four mile intervals on the line, while the demise of the Basingstoke and Alton Light Railway allowed the junction at Butts to be dispensed with, the Mid Hants and Meon lines thenceforth running into Alton station as two parallel single lines, controlled from Alton station box. Medstead box survived into the 1960s even though, with the two hourly steam hauled passenger service scheduled to cross at Alresford, it was probably only the need to cross and shunt the sparse goods service that made it necessary. However, this box came into its own if the line was used as a diversionary route when engineering works reduced the capacity of the Basingstoke - Winchester line, as it was an ideal place for the through trains to cross the local passenger service.

Once the electrification of the main line - a source of copious diversions - was complete, the accountants saw no need to retain the passing loop at Medstead, with the result that the block post was abolished and the signalbox was unfortunately demolished - only a few years before BR sold the track bed and station site to the preservation company.

While Alresford was, therefore, the only Mid Hants box to survive into preservation, the foresight of our S&T and Building Departments has enabled the Railway to acquire redundant Type 1 boxes here on the BR network, these being installed at our other three stations.

Three position sort

Alresford was equipped with a 16-lever Dutton frame. Two of these levers were of the three position sort: a device commonly employed by the LSWR whereby two signals could be operated from one lever. When the lever was pushed into the frame, one signal would clear, while, when it was pulled fully to the "reverse" position, the alternate signal would clear. In the mid position, both signals would be at Danger. This arrangement was usually employed on shunt signals reading in opposite directions over the same set of points, as there would self evidently never be a need to clear both signals simultaneously. This was true at Alresford where one push pull lever controlled movements over the trailing points into and out of the now defunct goods yard, while the other lever, No. 5, similarly controlled movements into and out of the cattle dock. This latter lever has been retained and still basically performs the same function, although early in its preservation life, No. 5 Pull dummy was moved out beyond the loop points so that it could also signal shunting moves into either platform - a key role in what is now a terminal station, since it is used for every locomotive run round.

When Alresford was re-signalled a few years ago, the frame was extended, and now comprises 18 levers, including the three position No. 5 and one spare. The resignalling process was instigated primarily to better accommodate the changed operational requirements of converting a country through station to a terminus, but also included the conversion of the Upper Quadrant BR(S) pattern signalling installed before BR closed the line, to LSWR pattern Lower Quadrant signalling.

The large box at Ropley (photo, 21 Jan 06: Scot Bearford) came from Netley and is equipped with the 38 lever Stevens frame from one of the two brick built boxes at Barnstaple Junction. This frame should be an ample size to accommodate the signalling requirements at this location.

Medstead close to original

The box now at Medstead, currently housing a 21-lever Stevens frame, came from Wilton South. This box is, in all major respects, identical to the original box at Medstead (photo, 21 Jan 06: Scot Bearford). However, at Wilton South, the operating floor had extensions at each end, which meant that the frame could occupy almost the entire length of the locking room, while still leaving the signalman room to walk round each end in order to view train movements or adjust the signal wires. These extensions were not incorporated into the box when it was re-built at Medstead, thereby creating a new structure which was as authentic as possible to the original Medstead box.

However, due to the range of timetables operated by the MHR, particularly those for special events and those where lunch services have to be combined with normal service trains, there is a need to terminate trains at Medstead and sometimes for service trains to run through the station while one platform is occupied with a terminating train. In order to signal such services properly, both platforms need to be signalled fully bi-directionally. Ideally, Outer Home signals and Advance Starters also need to be provided in order to protect locomotive run round movements, allowing these to proceed while a through train is in section. Even with the use of various lever saving techniques, the frame will need to grow to support the new layout, and it is therefore planned to increase the number of levers to 24, which will leave only very limited space between the ends of the frame and the wall of the box for the signalman to gain access to the front part of the box. In retrospect, it might have been advantageous to have retained the extensions fitted to this box in its original location, and this very nicely illustrates the dichotomy faced in railway preservation between preserving the original feel of a location, preserving rare artefacts which are perhaps not indigenous to the location in which they are to be preserved, while simultaneously accommodating changed operational needs and new safety requirements.

Alton box

The MHR signalbox at Alton was previously erected at ground level on platform I at Alton, where it was used as an office for the Stationmaster. The location in which this structure was originally used for signalling trains is not known. However, one possibility is that it was one of the two boxes originally provided for controlling Bentley station. When installed on its new brick base at the country end of Alton station, this box was fitted with a 20 lever Stevens frame. It was realised, however, that with both the station loop and the passing loop outside the station to control, the frame would need 25 or more levers to fully signal the location, this exceeding the capacity of the box. This is one of several factors which have resulted in the decision to signal Alton by means of colour lights and replace the mechanical frame by a panel. Alton is the only signalbox on the MHR to be erected outside the immediate area of the station platform, and as a result has a dogleg stairway for access. This enables the additional drop of the stairs - to ground level rather than platform level - to be accommodated, and also provides a useful platform from which the majority of token exchanges will take place. The signalman will have to descend to ground level only to collect tokens from trains which have stopped in the passing loop to terminate or cross a train, or to deliver tokens to trains starting out from the passing loop. The new Alton signalling system will hopefully come into full service during 2004. In the interim the box provides accommodation for the signalmen when timetables require trains to cross at Alton.

Only eight left

It would appear that there are now only eight examples of the once numerous box Type 1 design extant. Only one, Crediton, on the North Devon line, is now in Network Rail service, this controlling a passing loop and the junction between the Barnstaple and Okehampton lines by means of a small panel, the lever frame having been removed.

Instow (photos: Neville Rothery), Romsey and Pinhoe have all been saved by preservationists. Instow is occasionally opened as a static exhibit. Romsey is operated as a simulation, and there are plans to provide a similar simulation at Pinhoe. The information I have would suggest that no other LSWR Type 1 boxes survive, but if anyone knows of one, I would be interested to hear.

Assuming that the above is accurate, the Mid Hants Railway owns half of the surviving Type 1 boxes and is thus the biggest user of these structures, being apparently the only organisation to own more than one. It also owns the only examples still working trains via a mechanical lever frame (Alresford and Medstead and, hopefully, eventually Ropley). The ex-Netley box at Ropley is the largest Type 1 box to survive. Alresford is almost certainly the only surviving Type 1 box using a Dutton lever frame, the LSWR normally opting for Stevens equipment, as fitted at Medstead and Ropley. Alresford also has the distinction of being the only Type 1 box still signalling trains in its original location by means of a mechanical lever frame.

The traditional railway signalbox is perhaps the most iconic of the structures surviving from the steam age railway. Favoured by photographers and film makers, it is perhaps the building most recognisable and remarked upon by the general public - even those who have minimal interest in its function.

While not providing the commodious working conditions of some other designs - for example, most GWR boxes had entrance vestibules, and were often quite spacious compared with South Western boxes - the LSWR Type 1 box, is to my eyes a particularly attractive design when viewed externally and provides a pleasant, if not particularly well environmentally controlled, working environment for the signalman.

Mid Hants seeks old signal box We are on the lookout for an old signal box (wooden construction, not too large please) to be incorporated within a planned development scheme on the railway.  Ideally we would like one of LSWR origin, second choice would be any Southern Railway or predecessor (SER, LBSCR etc) and third choice any other part of the country. Do you know where one may be available sometime over the next 1-2 years?  This might apply to a box still in situ on the current network, or one previously rescued and now lying in someone’s garden.  The MHR would be willing to arrange removal.  If you know of one, or better still you own one and are willing to discuss its passing into MHR ownership for a worthwhile future use, then please contact us via the webmaster:   tonywood@watercressline.co.uk

29th April 2008: Looks like preparations for the new Ropley up distant         Photos (29th April 2008):  Tony Wood

15th April 2008:     Movie   (2.2MB, 15th April 2008): Tony Wood

From: Pat Butler Sent: Saturday, December 15, 2007 5:23 PM Subject: Ropley Signal Box Fully Commissioned Gentlemen Just to let you all know that at lunch time today, 15/12/07, the New Ropley Signal Box was fully commissioned. A very big thank you to all those who helped out, especially as this recently included the modifications to the token machine circuits, and the extra signalling works required for all the permanent way work at the London End. Thanks. Pat Butler
6th November 2007 Subject: Points at Ropley It is good to see that the points are well under way. On Sunday the Signal Engineering Dept was out in force disconnecting the rodding, drive cranks and locking; and clearing the site of the concrete trestles and disconnecting all electrical connections to the tracks so that the P Way could go ahead as planned without hold-up. The extra bonus for the team leader was the removal of the old Ropley ground frame as pictured by Alan which has now cleared the way for the Building group to remove the heritage bit of the old box to its new site? This in turn will allow the wheel drop shed to be completed. With all this inter departmental co-operation we may be accused of working to a plan !!!!!! I might add that the boys from Medstead will be out again over the next 4 or 5 Sundays putting it all back again, digging holes to re-site the new rodding supports (trestles), aligning and reconnecting the point and signal controls, and reinstating the track circuits. Tony Hathaway Signal Engineering Dept Medstead
	From: Alan Daniel Sent: 04 November 2007 22:26 Subject: Ropley 'A' Knee Frame Removal Hi Tony  I popped into Ropley earlier today and as luck would have it, I arrived in time to see the Stevens 15 lever knee frame being craned out of what little remains of the old Ropley 'A' signalbox. You don't often see a lever frame dangling in mid air.  Regards  Alan Daniel MHR Signalmen's Rostering Officer
18th October 2007:   New routing for signal wires and points rodding: Outside 'temporary' box Outside, and opposite new box
	Photos (18th October 2007):  Tony Wood
Here's a bit of nostalgia - the diagram from the 'temporary' Ropley 'box:	(Click pic)
14th October 2007:   In connection with Ropley signalling on Sunday, 14th October 2007:     the temporary board for the Ropley Up distant;   the temporary stop board; and   service train being flagged past the Up home signal
Photos (14th October 2007) and report:  David Charlesworth
11th October 2007:   Control of signals, points and FPLs at Ropley was being transferred from the faithful old ground frame to the new signalbox: the teams were connecting and checking for correct operation using pocket radios to communicate. There were the inevitable minor difficulties with lengths of points rodding and the correct routing of signal wires through the pulleys, but it's all going overall to plan so far. Work will continue over the next few days.   None of this interrupted the movements of a Footplate Experience train through the station all day!
	Photos (11th October 2007): Tony Wood
From: Tony Hathaway Sent: 09 October 2007 19:52 Subject: Ropley Box Commissioning Just a reminder that the commissioning of the Ropley Platform signal box is planned for Thursday through to Sunday of this week, a culmination of about a year's work by a small band of volunteers. It not only has been a refurbishment of box-based equipment, but new interlocking and the installation of new trackside equipment eventually to allow bi-directional running through Ropley (some way off yet.) In essence this weekend is about retiring 'the shed' at ground level and moving control to the main box. I will be too involved to report or photograph, but someone else who is not involved may like to come up with the goods. Tony Hathaway Signal Engineering Dept P.S. Pray for dry weather
9th October 2007:     Dennis Grace and Jack Stanford were keen to show the results of their labours.   Everything outside is ready to be connected up to take over from the "temporary" ground frame which has served us so well for the past 25 years. (That frame is destined for a visitor hands-on display.)   The ground circuits showed a red lamp on the indicator board: Bodmin at the down platform.
27 operational levers and three spares:   Red for home signals   Yellow for the two distants   Black for points*   Blue for facing point locks   White for spares   * Installing #21 points (12th Nov 2007)         More about the re-alignment of track and points (Nov 2007)
	"Keep clear of the frame by your head," said Jack when we went down to see the locking room -  "If Den pulls a lever it could have your eye out!"     When Den did just that I could see what he meant!   Photos (9th October 2007):  Tony Wood
This is the 'temporary' (25 years!) signalbox over the ground-frame at Ropley     Photo (July 2007): Neville Rothery         It is soon to be replaced by  ...
	... the 'new' box, currently at the proving stage     Two photos: Mike Pearson
10th July 2007: You're looking into the Ropley box's locking room from the door; the levers and frame are above the top right of the photo and the running line is parallel to the wall on the right. Above the fluorescent lights is the floor of the signalman's cabin. Terminal cabinets A and B have their covers removed   Photo (10th July 2007): Tony Wood
	19th June 2007:   Jack Stanford and Dennis Grace install locks and controllers.   These connect to track circuits and to detectors on points and signals for a safety system additional to that provided by the mechanical locking frame (just visible top left in the photo)   Photo (19th June 2007): Tony Wood
From: Dennis Grace Sent: 13 June 2007 12:23 At Ropley Box today (11th June 2007) we have put a diagram up on the block shelf. Chris Hunt (S&T, who made the diagram) is with Pat Butler. Next job will be to fit the locks and controllers, which are all ready to go in, so hopefully not too long now Den
January 2007:  'New' telephones installed in 'new' Ropley signalbox
31st May 2006:    Dennis Grace and his team are coming along nicely with the Ropley signalbox. The levers are now properly aligned and much of the locking mechanism is installed
	Arthur was working on the locking details in sunshine on Ropley platform 2   Photos (31st May 2006): Tony Wood

4th April 2006:     Two of the points levers are now connected as far as these bellcranks at the trackside
John Wright was renovating the steps to the box     Movie (570KB, 4th April 2006): Tony Wood
30th March 2006: Jack Stanford in the locking room of Ropley signalbox.   Mechanical locking is in process of design       Photo (30th March 2006): Tony Wood
16th February 2006:     Movie (2MB): Dennis Grace is making good progress with Ropley signalbox   - replacement for the temporary (25 years!) ground-frame       Photo and movie  (both 16th February 2006): Tony Wood