[[File:Bridgnorth_Signal_Box_20150503.jpg | thumb|200px300px|right| Bridgnorth Signal Box ]][[File:BH Frame.jpg | thumb|300px|right| Interior of Bridgnorth Signal Box ]]A signal box at [[Bridgnorth]] that works to [[Hampton Loade signal box|Hampton Loade]] (short section) or [[Highley signal box|Highley]] (long section) using [[Single line working using tokens|ETT regulations]]. ==History==Bridgnorth has had a number of signal boxes during its existence. Initially construction of two boxes was authorised on 13 August 1891 at an estimated cost of £3,103 and these were brought into use in October 1892. '''Bridgnorth North signal box''' was situated north of the station on the Down side, where the two lines converged into the single line. The foundations can still be made out on the embankment side. '''Bridgnorth South signal box''' was at the south end of the station on the Up side, opposite [[Bridgnorth#Pan Pudding Hill | Pan Pudding Hill]] where it could control access to the goods yard<ref>[[Bibliography#Books |Marshall (1989), p131]]</ref>. <gallery mode=packed heights=200px style="text-align:left">Bridgnorth_circa_1900.jpg|Bridgnorth circa 1900, with the South box on the right</gallery>
In 1923 both boxes were replaced by a large single central signal box with 54 levers, and a track circuit was installed to lock the Up starting signal.<ref>Great Western Railway Magazine, March 1923</ref><ref>[[File:BH FrameBibliography#Books|Marshall (1989), p134]]</ref> It was far larger than Bridgnorth Station layout really required with many spaces in the lever frame.jpg | thumb|200px|rightThis was future-proofing for alterations required for the [[Unsuccessful proposals for railways in the Severn Valley#Proposals for railways connecting Wolverhampton and Bridgnorth| Interior of Bridgnorth Signal Box planned line from Wolverhampton]]which reached Kingswinford in 1925 but was never completed.
[[File<gallery mode=packed heights=200px style="text-align:left">Bridgnorth-SB-82xxx-1962-09-07.jpg| thumb|200px|right| The pre-preservation signal box, photographed in September 1962 ([[Sellick Collection]]) ]]</gallery>
[[File:Bridgnorth_Signal_Box_Reconstruction_1967Passenger services through Bridgnorth ended on 9 September 1963.jpg | thumb | 200px|right| Reconstruction of The box remained open to handle through goods traffic; however this only lasted until 30 November after which the signal box in progress (David Cooke)]]was closed by BR on 2 December 1963.
__TOC__==Preservation==In 1964 dismantling of the track began southwards from Buildwas. After a pause, work resumed at Bridgnorth on 25 July 1964. The [[Severn Valley Railway Society]], which had been formed some three weeks earlier, managed to halt the work but not before the signalling equipment had been removed from the box and the upper structure had been demolished.<ref>[[Bibliography#Books| Marshall (1989), p166]]</ref> The SVR's S&T Department was formed at the beginning of July 1967. A priority at Bridgnorth was seen as the installation of a replacement frame in the old signal box building, the running of signal wires and point rodding and the erection of signals.<ref>SVR News 6, July 1967</ref> By early 1968 work was underway to install the ex-Windmill End junction lever frame. This had a capacity for 30 levers, although only 18 were to be fitted initially with another nine at a later date when funds permitted, leaving three spares. Parts of the interlocking and signalling instruments were also taken from [[BridgnorthArley signal box]] , which would later require that works box in turn to be re-equipped when the SVR extended southwards.<ref>[[Hampton Loade signal boxBibliography#Books |Hampton LoadeMarshall (1989), p200]] (short section) or </ref> The signal box lever frame at Ledbury North End had also been purchased by the S&T department who planned to adapt it for use in the [[Highley Hampton Loade signal box|Highley]] , with certain parts also being used in the Bridgnorth frame.<ref>SVR News 8, February 1968</ref><ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (long sectionplus correction sheet #9 ) using [[Single line </ref> By that summer the majority of the levers had been positioned and work was proceeding with the point connections.<ref>SVR News 9, June 1968</ref> During 1968 a redundant box had been spotted at Pensnett on the old GWR Wombourn branch by members of the S&T department. This was subsequently purchased to replace the missing upper woodwork and roof. The first working using tokens|ETT regulations]]party at Pensnett on 7 September concentrated on removing the slates from the roof. On the weekend of 5-6 October, the rest of the slates and roof timbers were removed. The levers and locking bars were also removed for use in the rebuilding of Hampton Loade box. By 3 November all the roof sections had been taken down. The weekend of 30 November saw all the internal tongued and grooved boarding and the gables off the roof brought back to Bridgnorth.<ref name=SVR11>SVR News 11, January 1969</ref>
Bridgnorth has had a number of signal boxes during its existence. Initially construction of two boxes The Pensnett box was authorised in 1891 and these were brought into use in October 1892. Bridgnorth North smaller than the old central signal box it was situated north of the station on the Down sideto replace, where requiring the two lines converged into the single line. The foundations can still be made out on the embankment side. Bridgnorth South Signal Box was at the south north end of the station on the Up side, opposite [[masonry base at Bridgnorth#Pan Pudding Hill | Pan Pudding Hill]] where it could control access to the goods yardbe reduced by 9 feet in length.<ref>[[Bibliography#Books Marshall (1989)SVR News 10, p131]]October 1968</ref>This was carried out over one weekend, with Society members later cleaning up over 1,300 recovered bricks for re-use. A photo of the latter box circa 1900 appears in SVR news edition 44The new end wall was then rebuilt. In 1923 both boxes were replaced by a large single central signal box<refname=SVR11/>[[Bibliography#Books Marshall (1989)As a result of the rebuilding, p134]]</ref>. It was far larger than Bridgnorth Station layout really required with many spaces in the lever framebox now has only two windows at the ground floor level where the original had three. This was future-proofing for alterations required for Evidence of the planned line to Wolverhampton that was never constructed. This was closed truncation may be found by BR on 2 December 1963, and inspection of the upper structure was demolished in 1965 just before brickwork towards the arrival of northern end on the SVR Society<ref>[[Bibliography#Books Marshall (1989), p166]]</ref>front wall.
The masonry base of In mid-January 1969 the five large main wall sections weighing over two tons were transported from Pensnett to Bridgnorth, the former central signal box was originally slightly longer than largest front section requiring 22 men to lift it is todayonto the articulated lorry. Evidence of this truncation may be found by inspection On Sunday 25 January the five large units were lifted into their permanent position on the brickwork with the aid of a mobile crane. Over the brickwork towards next three months the northern end on roof was installed and covered with the front wallslates recovered from Pensnett. The upper timber section ledge left around the perimeter of the box due to the Pensnett box being a few inches undersize was replaced by an ill-fitting box originally built in 1925 which covered with splayed blue plinth bricks to cover any signs of a "transplant". One of the most exacting jobs was relocated from Pensnett in December 1968 and erected during fixing the internal stairs to give access to the operating floor, requiring the following yearservices of a professional carpenter/joiner. The frame originated from Windmill End Junction signal box<ref name="SRSSignalBoxRegister_Update9">Signal Box Register, Volume 1: Great Western, revised 2011 edition, Signalling Record Society (plus correction sheet #9 )SVR News 12 April 1969</ref>, with parts of By autumn 1969 the interlocking and signalling instruments taken from [[Arley signal box]], which would later require that box in turn to be re-equipped when the SVR extended southwardsstructure was complete and painted<ref>[[Bibliography#Books Marshall (1989)SVR News 14, p200]]Autumn 1969</ref>.
<gallery mode=packed heights=200px style="text-align:left">Bridgnorth_Signal_Box_Reconstruction_1967.jpg | Reconstruction of the signal box in progress (David Cooke)</gallery> ==Repairs and refurbishment in preservation==*The signal box suffered a fire on the night of 1 January 1977. This initially started in the mains electricity switch-gear under the staircase; the staircase and surrounding floorboards were well alight before the fire brigade arrived. Structural damage was mainly confined to the south end of the box, but smoke and water damage was caused to much of the equipment. The burnt woodwork had been replaced by mid-February, and the burnt wiring replaced on a "make do and mend" basis in time for the 1977 running season<ref>SVR news 43</ref>. Further work was done to the box as part of a major re-laying of track at Bridgnorth which began at , with the box being closed, and the token instruments being moved to the end of Station Master's office, between 25 September 1977<ref>SVR News 46</ref><ref name="svrsig">[http://www.svrsig.org.uk/svr/Frame9.htm Bridgnorth signal box on the SVR Signalling web site]</ref> and was completed in autumn 6 August 1978<ref>SVR News 49</ref><ref name="svrsig" /> to allow this work to be carried out.*At an unknown date recladding and repainting of the upper level was undertaken by contractors.*In October 2018 recladding, refurbishment and repainting of the upper level was undertaken by Bridgnorth 'Wailing Wall' volunteers.<ref> Bridgnorth Station SVR Facebook page 8 October 2018</ref>
== Signalling diagram ==
== Levers and Lever Leads ==
<gallerymode=packed heights=200px style="text-align:left">
File:BH_Levers_1-7.jpg | Levers 1 to 7
File:BH_Levers_10-16.jpg | Levers 10 to 16
=== List of levers ===
{| class="wikitable"
! style="text-align:left;" | No. !! style="text-align:left;" | Colour !! style="text-align:left;" | Description !! style="text-align:left;" | Lever Sequence
No firm plans have been made, but consideration has been given to replacing the current Bridgnorth signal box. Its location is inconvenient for modern operations and also takes up space adjacent to the station that may better be used in one way or another to deal with the high flow of passengers the station now sees. A new signal box would likely be located on the opposite side of the line at the station throat, between the bracket carrying Nos.23 and 15 signals and the Cleobury Road Bridge. This would enable quicker token exchanges with incoming and outgoing trains, and the signalman would be able to see the tail lamp of all arriving trains rather than requiring affirmation of the train's complete state from the crew. The signalman would also be able to see most of the signals within the box's control rather than requiring their being repeated by block shelf instruments. Heavy resignalling would not be necessary, although the opportunity may be taken to reconnect George's siding, currently home to four Mk1 carriages in BR(S) green and in use as staff accommodation, and make the easternmost road of the yard a through road with a connection to the running lines at the north end of platform two. If the box were to be replaced, there are no certain plans on what would happen to the current box. Demolition, retention as a visitor attraction or reuse of the box for another purpose are all possibilities.
== See also ==
* [[List of signal boxes]]
==References==
<references />
== See Also == * [[List of signal boxesCategory: Featured articles]]
