Changes

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 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 on 21 November 1987 <ref name = "SVRSig">[http://www.svrsig.org.uk/svr/Frame1.htm SVRsig.org.uk]</ref> 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).

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 to Network Rail | 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]]. The colour light signal can be seen beyond [[Kidderminster Footbridge]] in the photograph below.

[[File: Kidderminster_Signal_Gantry_20160605.jpg |thumb|300px|right| Kidderminster Signal Gantry]]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. Its re-erection at Kidderminster began in the spring of 1987; the foundations on which it sits required 20 tons of concrete.<ref>SVR News 83</ref> Installation of signal wiring took place over the summer. The connections as far as the signal gantry were commissioned along with the signal box on 21 November 1987.<ref name = "SVRSig" /> 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.