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[[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>[[Bibliography#Books|Marshall (1989), p134]]</ref> It was far larger than Bridgnorth Station layout really required with many spaces in the lever frame. This was future-proofing for alterations required for the [[Unsuccessful proposals for railways in the Severn Valley#Proposals for railways connecting Wolverhampton and Bridgnorth|planned line from Wolverhampton]] which reached Kingswinford in 1925 but was never completed. <gallery mode=packed heights=200px style="text-align:left">Bridgnorth-SB-82xxx-1962-09-07.jpg |The pre-preservation signal box in September 1962 ([[Sellick Collection]])</gallery> Passenger services through Bridgnorth ended on 9 September 1963. The box remained open to handle through goods traffic; however this only lasted until 30 November after which the box was closed by BR on 2 December 1963.
==Preservation==In 1964 dismantling of the track began southwards from Buildwas. After a pause, work resumed at Bridgnorth on 25 July 1964. The [[File:BH FrameSevern 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.jpg | thumb|200px|right<ref>[[Bibliography#Books| Interior of Bridgnorth Signal Box Marshall (1989), p166]]</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 [[File:Bridgnorth_Signal_Box_Reconstruction_1967Arley signal box]], which would later require that box in turn to be re-equipped when the SVR extended southwards.jpg <ref>[[Bibliography#Books | thumb | 200px|right| Reconstruction of Marshall (1989), p200]]</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 [[Hampton Loade signal box ]], with certain parts also being used in progress 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 (David Cookeplus correction sheet #9 )]]</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>
In mid-January 1969 the five large main wall sections weighing over two tons were transported from Pensnett to Bridgnorth has had a number of signal boxes during its existence, the largest front section requiring 22 men to lift it onto the articulated lorry. Initially construction of two boxes was authorised in 1891 and these On Sunday 25 January the five large units were brought lifted into use in October 1892their permanent position on the brickwork with the aid of a mobile crane. Bridgnorth North signal box was situated north of Over the station on next three months the Down side, where roof was installed and covered with the two lines converged into the single lineslates recovered from Pensnett. The foundations can still be made out on ledge left around the perimeter of the box due to the embankment sidePensnett box being a few inches undersize was covered with splayed blue plinth bricks to cover any signs of a "transplant". Bridgnorth South Signal Box was at the south end One of the station on most exacting jobs was fixing the Up side, opposite [[Bridgnorth#Pan Pudding Hill | Pan Pudding Hill]] where it could control internal stairs to give access to the goods yard<ref>[[Bibliography#Books Marshall (1989)operating floor, p131]]<requiring the services of a professional carpenter/ref>joiner. A photo of the latter box circa 1900 appears in SVR news edition 44. In 1923 both boxes were replaced by a large single central signal box<ref>[[Bibliography#Books Marshall (1989), p134]]SVR News 12 April 1969</ref>. It was far larger than Bridgnorth Station layout really required with many spaces in By autumn 1969 the lever frame. This signal box structure was future-proofing for alterations required for the planned line to Wolverhampton that was never constructed. This was closed by BR on 2 December 1963, complete and the upper structure was demolished in 1965 just before the arrival of the SVR Societypainted<ref>[[Bibliography#Books Marshall (1989)SVR News 14, p166]]Autumn 1969</ref>.
==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 also ==
* [[List of signal boxes]]
