MHR Signalling and its LSWR Type 1 Signalboxes

by Clive Jackson

Originally published in the Winter 2003/4 issue of the MHRPS members' magazine, Mid Hants News. Updated by the author 17th May 2008

Introduction

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. Some other boxes were clad in this way, and there is the odd example of vertical tongue and groove boarding being used, photographic evidence suggesting that the original box at Ropley, positioned to the London end of the down platform, was one of the few boxes clad with vertical boarding. In general, however, while normal practice on other LSWR designs of wooden boxes, vertical boarding appears to have been extremely rare on the Type 1 design. The primary reason for the addition external cladding is believed to be the need for improved weather protection to reduce the incidence of rot in the structure, but a subsidiary effect was to provide additional heat insulation for the box. The cladding seems to have worked, as the hardwood structural components of our boxes – now around 120 years old, have so far required minimal maintenance! At the same time as the external cladding was added to the box, it appears that the “dragon’s teeth” boarding under the eaves of the box was usually removed. However, all the MHR boxes except Alton are equipped with this attractive feature.

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, where a high proportion of the LSWR’s boxes were of the Type 1 design. There are rare examples, such as the box provided to control Farnham Junction, where the original (long closed) line from Guildford to Farnham through Ash Green and Tongham was joined by the newer line running though Ash Vale and Aldershot, in which the box was of all wood construction. This box may have been the original one provided to control this junction. If this was the case, it would have pre-dated the accepted build period of Type 1 boxes, and might even have been a prototype for the design.

History

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, both of which are still operational. The box at Winchester Junction was a similar size to that at Aldershot, while those at Alton and Butts Junction were both larger and were capable of containing frames of 30 or more levers.

Alton box was in use until the Alton branch was re-signalled and the track 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 as well as the passing loop at Bentley. 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. 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.

The boxes at Itchen Abbas, Ropley and Butts Junction all closed in the 1930’s. The former two boxes were closed by the Southern Railway in order to effect economies when it was realised that traffic was never going to grow sufficiently to warrant block posts at 3 to 4 mile intervals on the line, while the demise of the Basingstoke and Alton Light Railway allowed the junction and signal box at Butts to be dispensed with, the Mid Hants and Meon Valley lines thenceforth running into Alton station as two parallel single lines, controlled from Alton station box. After closure, the operating floor of Butts Junction box was removed and the locking room roofed over with a traditional style hipped roof (possibly the box’s original one?) so that the building could be used as a store for the Permanent Way Department. However, the building has long been derelict and now only the remains of the locking room brickwork can be seen.

Medstead box survived into the 1960’s 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. This is illustrated in the photographic display housed in the waiting shelter on Medstead and Four Marks down platform.

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 from elsewhere on the BR network, these being installed at our other three stations.

Alresford

The box at Alresford was equipped with a 16-lever Dutton frame. This frame, although varying in detail, was constructed to the design originally patented by the Stevens company – the LSWR’s favoured signalling contractors. It would appear that Dutton were able to do this because Stevens failed to make the payments necessary to retain their patent on the design.

Two of the levers at Alresford 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.

The once common three position lever, as described above, is now extremely rare, the only other known working example being at the newly re-opened Corfe Castle signal box on the Swanage Railway. However, that railway intends to rebuild a signal box similar to the original box at that station at which point it is likely that the No. 5 lever at Alresford will become the only working example.

When Alresford was re-signalled in the 1990’s, the frame was extended, and now comprises 18 levers, including the three position No. 5 and one spare. The re-signalling 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 a few years before BR closed the line, to LSWR pattern Lower Quadrant signalling. With the exception of the disc style shunting signals, all of the signals at Alresford are of the LSWR lower quadrant pattern, and LSWR signals can also be found at Ropley, although the Railway unfortunately has insufficient equipment to provide a complete lower quadrant signalling installation at Ropley. Nevertheless, the MHR has the largest collection of operational pre-grouping signalling of any of the ex-Southern Railway heritage lines.

An interesting feature introduced during the Alresford resignalling, is the working Down Distant signal. This signal is currently the only motorised semaphore signal on the railway (the rest being operated in the traditional mechanical manner by signal wires) and automatically clears when the signalman clears the Outer and Inner Home signals into platform 1, returning to Caution automatically when the operation of a treadle near the Outer Home signal proves that the train has passed it. The Mid Hants Railway was the first heritage line to install the Automatic Warning System (AWS), and passengers travelling in the leading coach of one of our DMU services will hear the AWS bell sound rather than the horn, when Alresford Distant signal is in the clear position. For those interested in observing the MHR signalling, a return trip on one of our DMU services is the best way to see the signals. The DMU operates in the path normally worked by the Alton set on days when the expected passenger numbers are unlikely to be sufficient to justify the operation of two steam trains. These days are indicated in our timetable leaflets and are usually on weekends during winter and autumn, and during off peak mid-week services.

Apart from some signals situated well outside the station areas and therefore inconvenient to service, almost all our semaphore signals, whether the lower quadrant LSWR type, upper quadrant SR/BR(S) type or shunting signals are lit in the traditional manner by oil lamps. In 2007 MHR was pleased to receive a supply of additional lamps from our friends at the Bluebell Railway. These lamps, most of which were fully serviceable or in a condition suitable for us to refurbish, were surplus to requirements on the Bluebell line, as their signal lighting has been converted to low voltage electric. Together with our existing stocks, this will enable MHR to retain our oil lit signals, and where appropriate introduce new signals lit in the traditional manner, for the foreseeable future.

Ropley

The large box at Ropley (photo, 21 Jan 06: Scot Bearford) came from Netley and was equipped with the 38 lever Stevens frame from one of the two brick built boxes at Barnstaple Junction. This frame has subsequently been reduced in size to 30 levers, to give more room in the box, and was commissioned in 2007, as part of a major programme of works at Ropley which was part funded by a Heritage Lottery Grant.

Although the frame is fully interlocked, some of the levers are currently out of use, as there is still a considerable amount of work to do to install the additional signals planned for a later phase aimed at increasing the operational flexibility to a level which better supports the complex train movements required at Ropley during special events. Where possible, these signals will use the Steven’s pattern lattice posts employed by the LSWR, either with LSWR lower quadrant arms or SR/BR(S) upper quadrant arms, but depending upon the number of lattice posts available to the railway which are suitable for re-use, some of the signals, including a new gantry for the Down Inner Home signals, at the London end of the station, will have to be constructed from scratch. Such signals will most likely take the form of upper quadrant arms mounted on SR pattern rail built posts. As part of phase 1 of the Ropley resignalling, the Up and Down distant signals were replaced by reflective boards of the type used in some areas on the national network. This is a temporary arrangement to enable the posts for the original signals to be recovered and refurbished. The final scheme at Ropley will see the installation of working semaphore Distant signals, which the signalman will be able to clear for trains having a clear run through the station. These will be the only lever worked Distant signals on the Railway, and due to their distance from the box (further out than at present due to the provision of Outer home signals), will be operated by signal motors.

The Down Starting signal is of particular interest at Ropley, being the co-acting type in which two arms are operated by the same lever in the signal box. The upper arm is intended to be visible to the driver on approach to the signal, whereas the lower arm is more convenient for the driver to use when stopped at the signal, the top arm possibly being obscured from the driver’s view by the foot bridge. Co-acting signals of this type were quite common on the LSWR network, although only one was used on the Mid Hants route – co-incidentally at Ropley.

The “temporary” signal box at Ropley - which was actually operational for a longer period than the nationalised railway operated steam engines - has now been dismantled to allow the Wheel Drop building to be completed, and the Down platform to be extended. However, the “office” section at the end of the box was an original LSWR structure of the type provided for use with ground frames and manually operated level crossings. It is planned to refurbish this structure and reuse it elsewhere on the Railway.

Medstead and Four Marks

The Type 1 box now at Medstead (photo, 21 Jan 06: Scot Bearford), currently housing a 21 lever Stevens frame, was originally the South Box at Wilton.

This box is, in all major respects identical to the original box at Medstead. However, at Wilton, 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, 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.

The signalling at Medstead is of the upper quadrant type introduced by the Southern Railway.
Upper quadrant signalling was first installed at Medstead by British Railways during the 1950’s. However, at this station, this consisted simply of replacing the existing LSWR arms with upper quadrant ones, the original lattice posts being retained. The signalling installation you see today at Medstead was all installed in the preservation era, and uses the rail built posts typical of a new installation by the Southern Railway or the Southern Region of BR. Colour light Distant signals have been used (as was commonly the practice during the BR steam era) to avoid the need for fog working at a station which, being the highest working station in the south of England, can be prone to fog and snow. The Medstead Distant signals currently show a continuous yellow (caution) indication, but when Medstead is eventually re-signalled, these may also be capable of showing a green aspect. Due to the shortage of levers at Medstead, this would almost certainly, as at Alresford, be implemented by detecting the clearing of all necessary stop signals and clearing the Distant signals automatically.

Medstead is the home of what is currently the railway’s only example of a shunt ahead signal, this being mounted under the Up Starting signal and readily identifiable by the letter ‘S’ attached to the arm. This signal is used if it is necessary to shunt a train onto the single line towards Alton – for example, during a locomotive run round. Unfortunately, for technical reasons, it is unlikely that it will be possible to retain it as an operational signal in its current location once the signalling system at Alton is commissioned. It is hoped, however, to retain this signal, possibly in non-operational form (i.e. fixed at Danger) since it enhances the appearance of the station and the heritage and educational aspects of the signalling.
Photo (17th May 2006): Steve Walters

Alton

The MHR signalbox at Alton was previously erected at ground level on platform 1 at Alton, where it was used as an office for the Stationmaster. The location at which this structure was originally used for signalling trains is not definitively known. However, it is thought that it was one of the two boxes originally provided for controlling Bentley station, both of which were rendered redundant when the Southern Railway replaced them by a single larger box.

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 has resulted in the decision to signal Alton by means of colour lights and replace the mechanical frame by a panel. Although the colour light signals themselves are little different from those to be found on the “big” railway, the means by which the signals are controlled is based on relay interlocking and DC control, rather than computerised systems with Pulse Code Modulation data transmission, and is typical of a small colour light system that BR might have installed in the early 50’s. Technically, therefore it lies mid-way between the state of the art systems controlling much of our national network today and the traditional semaphore systems.

Nevertheless, it is the most complex signalling system to be installed on the MHR, with over two miles of track provided with AC track circuiting, and more individual track circuits than are provided on the rest of the railway put together. Additionally, the Alton system will provide the capability of working in automatic mode. This will permit the Railway to be operated (as currently) with three signalmen, during quiet times such as mid-week working or evening operation, thereby reducing the number of signalmen required. This is an important consideration, bearing in mind that, like most staff you will meet on the railway, our signalmen, while fully trained, are volunteers, many of whom have full time jobs. Although the automatic mode will permit a locomotive to be run round with the minimum of intervention, a shunter’s panel has been provided which will enable an enhanced level of control of the station area for more complex movements such as accessing the carriage or crane sidings, without the need to open the signal box. The box will, of course be opened on days when more than one train is required simultaneously at Alton, and will probably be operated on other days as well, if only to exercise the equipment and keep the signalmen passed for Alton current on the box.

A photographic display on platform 3 at Alton gives some idea of the signalling arrangement at Alton during the latter years of semaphore signalling. Of particular interest is the photograph showing the arrangement of Down Starting signals at the country end of the station. A large gantry at the end of platform 2 & 3, the base of which is still there, supported three starting signals, these reading (from left to right) platform 3 to Meon Valley line, platform 2 to Meon Valley line and platform 2 to Mid Hants line. The first two routes were also equipped with shunt ahead arms. These would have been used to run the engines round the terminating services from the Meon Valley and Mid Hants trains, although this would have been a comparatively rare event, since whenever possible the trains serving both lines were worked as push-pull sets. A separate signal, at the end of platform 1 was provided to signal trains from that platform to the Mid Hants line. This signal would again have only been occasionally used since platform 1 was normally used for the terminating electric services from Waterloo. However, when through trains were required, the signalman would have found it much more convenient to run them through platform 1, as he could perform the token exchange from directly outside his signal box. A later photograph shows the drastically reduced signalling arrangement following the demise of the Meon Valley line.

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 dog-leg 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. Work on the Alton signalling system has recently had reduced priority, due to the concentration of the efforts of the Signals and Telegraph (S&T) Department on the installation at Ropley. However, with completion of phase 1 of that system, increased effort is expected to be focussed upon Alton in the forthcoming period.

In the interim the Alton section will continue to operate for the majority of days on the “one engine in steam” (OES) method which does not require a signalman to be based at Alton. However, the box provides accommodation and a centre of communications for the signalmen during gala events and other days when timetables require trains to cross at Alton.

Single Line Instruments

With the exception of the Alton/Medstead section, the single line sections of the Railway are worked by Tyer’s No. 9 Electric Key Token (EKT) machines, which control the issue of the single line tokens that you will see the signalmen passing to the drivers, as well as allowing the signalmen to offer and accept trains by means of bell codes. These instruments are a development of an original design by the Great Western Railway, who subcontracted their manufacture to the Tyer company. The instrument in currently in Alresford box is of the GWR pattern, the other instruments being of the type supplied independently by Tyer to other railway companies.

Once the Alton signalling system is commissioned, the Alton/Medstead will also be controlled by the EKT system, but the arrangements for this section will be a little more complex than for the other sections in order to support the varying methods of operation according to whether Alton box is switched in or out.

One of the instruments in Ropley box was actually one of a pair purchased by BR to replace the original Tyer’s No. 3 tablet instruments used between Alresford and Winchester Junction, but never actually installed. Its twin is owned by the Severn Valley Railway.

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 Oakhampton lines by means of a small panel similar to that being installed at Alton, 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, Ropley and Medstead). 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 signals controlled by our boxes, span a time period of around 80 years, from the late 19th century, when signalling, and the railways in general, first came of age to the to the type of signalling being installed towards the end of the steam era in the 1960’s.

The traditional railway signal box 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.

Clive Jackson

Recent developments:

5th May 2009:

Movie (6MB, 5th May 2009: Tony Wood) : Ropley lampman John Webb services lamps in his shed

26th October 2008:

Signalboxes at Alresford, Ropley, and Medstead & Four Marks have now been equipped with telephone instruments of the correct period for MHR

From: Ian Cooper
Sent: 29 July 2008 22:50
Subject: New doll on Ropley Up Home

On a beautiful Sunday morning, 27th July 2008, the S&T gang led by Pat Butler installed the new doll on the Ropley Up Home gantry signal.
This is the latest step in the continuing project to complete the signalling at Ropley, Phase 1 of which was the commissioning of the new Ropley box

Photos (27th July 2008): Ian Cooper

Web-movie shows the work of a Mid Hants signalman in the new Ropley box. On 13th May 2008 the signalman is Clive Jackson.
The down DMU arrives and exchanges tokens, Clive sets the road, asks the Medstead signalman by bell codes if he will accept the up (steam) train, draws a token from the machine and hands it to the fireman of #73096. The down and up trains depart. Movie (10.4MB, shot as usual with a digital stills camera,13th May 2008)

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

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