1000 Sentences With "signal box" | Random Sentence Generator

However, the number of striking conductors and signal-box workers - considered essential for running services - climbed by 8 and 7 percentage points respectively.

Last week two people were seen patrolling the entrance of Xu's house, and a car with a signal box was parked on his street, The Guardian reported.

Their design aimed to draw attention to the deportations while preserving the original space, including the basement, parts of the railroad tracks, a signal box and a footbridge.

Liquid dripping on electrified equipment can cause a short and wreak havoc — in January, water soaked an electrical signal box beneath Midtown Manhattan, disrupting the Sixth Avenue subway line for more than a day.

Here's a rundown on the SNCF and other protests: Nearly one in two train drivers, conductors and signal-box workers went on strike on Tuesday, bringing widespread disruption to Paris commuter lines and France's high-speed TGV network.

The signal box is described as "the only remaining Type 1 signal box on the LBSC line".

The signal box The station building, the nearby level crossing signal box and footbridge are each listed buildings. The signal box was the prototype for the Airfix kit signal box. Since 2007 some of the station buildings have been used as the headquarters of the charitable organisation Change Agents UK.

2017), the signal box in Rüdesheim is to be permanently preserved as a so-called Inselstellwerk (island signal box).

Malvern Road West Signal Box had closed on 5 June 1966, with the East Signal Box lasting until 3 November 1970.

The name board of the former signal box with the name "Box Signal Box" is preserved in the National Railway Museum at York.

Hamilton Junction signal box is an excellent representative example of a "standard" type signal box. The signal box is a good example of both late nineteenth century railway architecture and technology, and represents over 100 years of continuous signalling operation at Hamilton Junction.

Some of the signal box window frames were removed and replaced with modern materials and the brick relay room annex was added to the signal box .

The 1935 re-signalling saw the closure of Hackney Downs South signal box with the North signal box (which dated from 1872) becoming plain Hackney Downs.

Ledbury Signal Box in 2009 Looking at the North East corner Through the round window Ledbury Signal Box is a typical Great Western Railway traditional lever frame signal box which remains in daily use at Ledbury Station, Herefordshire, England on the railway line from Worcester to Hereford.

Initially a small hut was provided as a signal box at Snape but this was replaced by a small signal box . This lasted until 1943 when all points were controlled from a ground frame and the box demolished. Snape Junction signal box closed in December 1960.

As at 23 November 2012, the condition of the Signal Box was moderate. The guttering to the building is deteriorated. The junction and trackage which related to the signal box have been removed, and therefore the context has lost significance. The signal box is now disused.

The signal box was reduced to a ground frame in the locking room (the room under the signal box) sometime after closure to passengers and before 1953.

Paignton North Signal Box Two signal boxes were opened in 1889, the 13-lever North Signal Box beside the Torquay Road level crossing, the 17-lever South Signal Box by the Sands Road level crossing. Both were replaced in 1924 by two new boxes. The North box closed on 26 March 1988 when control of trains was transferred to the Panel Signal Box at Exeter but the South box was retained to monitor the two level crossings. In 1990 this function was transferred to a panel in the station buildings and the signal box closed.

The station has been controlled by an electronic interlocking at Jena-Göschwitz and built by Siemens since 27 November 2011. One day before, the dispatchers signal box, "Jm", was taken out of operation. The guard signal box, "Js", was also closed. Until September 2006, there was another signal box, "Jn".

The station also had three signal boxes. Signal box I (Stellwerk I) was in the northern part of the station, signal box II was in the middle of the platform. Signal box III was in the southern part of the station. Since the 1980s, however, they have been out of operation.

The London and South Western Railway opened the station in 1891. British Railways closed the station's signal box in 1966, on the day that it commissioned the then-new signal box at Ash Crossing. Ash Crossing signal box has itself since been decommissioned and demolished. BR made Wanborough unstaffed in 1987.

The short single platformed wooden halt stood opposite the signal box at the entrance to a lane leading to Dalchonzie House with the Dunira estate entrance on the signal box side.Sheet 47 - Crieff Publication date: 1907 The signal box controlled the level crossing and the nameboards carried the name 'Dalchonzie Siding'.

The platform building, out of room, signal box, platform canopy, platform and signals in signal box were all reported to be in good condition as at 1 September 2010.

St Albans South signal box has been restored immediately south of the station and has been opened as a visitor attraction by the St Albans Signal Box Preservation Trust.

The signal box was staffed by four people: two signalmen, a signal box-lad and a regulator. In the later days it was just the signalmen and the box-lad.

The east signal box was replaced in 1916 and it replaced the west signal box in 1927. The station's name was changed to Dunfermline Upper on 2 June 1890 to distinguish it from Dunfermline Lower. The station closed on 7 October 1968. The signal box became a ground frame and closed in 1975.

Valley Station signal box in March 2019 Valley Station signal box is a Grade II listed, 2-storey, timber built signal box located near the railway station in Valley, Anglesey. Located directly north west of the level crossing on the B4545 road, the Signal Box is thought to have been built in the middle of the 19th century as one of 15 new huts built along the Chester and Holyhead Railway. Clad with horizontal tongue and groove panelling, with large sash windows and a slate roof. The interior of the signal box remain unchanged and still features the original lever frames.

The western signal box is no longer operational, but it is privately used, while the Eastern signal box is still operated. Scherfede station is not yet connected to an electronic interlocking.

In 1950 both the Copmanthorpe and Moor Lane signal boxes were demolished and a new brick signal box built at Moor Lane."Copmanthorpe Signal Box code" Railway Codes, Signal Box Prefix Codes, Retrieved 11 February 2020 The station was closed passengers in January 1959. However, the goods yard remained in use until 4 May 1964.

A new goods yard was opened east of the station and the level crossing was closed on 2 November 1931 when a new 43-lever frame was provided in the signal box. The signal box closed on 22 March 1980 when control of trains through the station was transferred to the signal box at Par.

Auburn Railway Signal Box is a heritage-listed railway signal box on the Main Suburban railway line, Auburn, New South Wales, Australia. It was designed by New South Wales Government Railways (NSWGR) and built in 1954 by the NSW Department of Railways. It is also known as Railway Signal Box. The property is owned by RailCorp.

A signal box was provided at the east end of the eastbound platform. It was kept in use after the station closed as the line westwards was single. Alterations in 1981 saw control of the area transferred to signal box. Now redundant, the signal box was taken down and rebuilt at on the Mid Hants Railway.

The signal box is located at the northern exit of Balduinstein station just before the Lahn bridge. The signal box was inaugurated in 1913 and went out of service on 1 September 2003. During the active period, the signal box was constantly occupied by a signalman. A mechanical interlocking device of the Bruchsal J type was installed in 1929.

The station retains its semaphore signalling and manual signal box.

It had a goods yard, signal box, goods shed, and a level crossing with gates. The signal box near the level crossing was replaced by a signal box located on the platform in 1915.Old Maps Retrieved : 2012-10-30 The signal box was renamed Dousland from Dousland Barn. Much of the old track formation now forms the route of the Dousland to Princetown Railway Track, Dousland station house survives as a private dwelling and the platform is still visible.

When the station opened in 1877 a signal box called Gainsborough South was provided. there was also a signal box at Gainsborough North which controlled access to the goods yard and Trent branch (known as Lower yard) South signal box was renamed Lea Road in 1895 when it had a new lever frame made by Evans, O' Donnell & Co fitted. North box was replaced by a ground frame. On 11 February 2009 Gainsborough Lea Road signal box was badly damaged by fire.

Hamilton Junction signal box has aesthetic significance at a state level. The signal box is a good example of a Type E2 signal box, or what was later to become known as a "Standard Signal Box". The building has undergone relatively few alterations since its construction and remains in original condition. The building occupies a prominent position not only within the Hamilton railway junction, but also within the wider railway precinct along Beaumont Street that includes the two adjacent railway hotels.

The gantry signal box in 2009 The Bingerbrück Kreuzbach (Bkb) signal box is located to the north of Bingen Hbf near the former southern hump of the marshalling yard. It is a gantry signal box, which increased the available room for operations by extending over the railway facilities. This signal box was designed by the architect Hans Kleinschmidt as a steel skeleton and was designed and completed in 1936. The western end of the building is built of broken stone.

The signal box was to the south. It replaced the north signal box, which was burned down in the 1890s. The station closed on 5 January 1970. Only a section of the wall remains.

Pevensey Signal box is due for demolition at a later date.

Coundon Road railway station signal box Also on the site at Coundon Road was the 1876 LNWR signal box, which controlled the level crossing gates and signals. The signal box closed on 23 May 2009 as part of the Coventry - Nuneaton line resignalling project, whereby the control of the level crossing and signalling passed to the West Midlands Signalling Centre, Birmingham. The signal box was finally demolished in the early hours of Sunday 26 January 2014, almost 5 years after signalling its last train.

In 2011 Network Rail put forward proposals to close the signal box and transfer control of its lines to the West Midlands Signalling Centre.Network Rail accessed 22 April 2011 Closure of the signal box occurred in November 2012. Madeley Junction Signal box was demolished on 17 November 2012 and all control transferred to West Midlands Signalling Centre in Saltley, Birmingham.

The operational part of the station is being remodeled as well; the old signal box has been recently replaced with an electronic signal box. This was vital to improve capacity of the station. The new signal box became operational in late 2005 and will allow faster speeds into the station (up to 60 km/h) after the remodelling of the tracks.

The main signal box on the line was named Needham, and contains a 31 lever Westinghouse 'L' frame which originally came from Battersea Park Signal box. The line closed in 2014, with the operations moving to Woburn.

The signal box remains in use to supervise a busy level crossing.

The mechanical signal box built in 1896 is preserved as a museum.

The signal box was sited at the east end of the station.

Lynn News, "New home for North Wootton signal box", 27 May 2008.

The signal box closed in 1967 and Dollar Mine closed in 1973.

Buckden railway station was a station in Buckden, Cambridgeshire. The station and its line closed in year 1959. The signal box is now preserved and in use as Tunbridge Wells West signal box on the Spa Valley Railway.

After the grouping of 1923 operation of the station passed to the London and North Eastern Railway (LNER). The station signal box was closed in 1934 with the signalling all being controlled by Sudbury Goods Junction signal box.

The station Rail Heritage Trust - Wingatui and signal box Rail Heritage Trust - Wingatui Signal Box are listed by the Rail Heritage Trust. Both the railway station and the signal box have a New Zealand Historic Places Trust Category II classification (No 2360 & No 2359). The station was opened on 1 September 1875 and closed on 13 August 1983. The racecourse platform was opened in February 1898.

Auburn signal box is an "S" type post war version of the elevated power boxes. Others of this type are Clyde, Granville and Blacktown. The signal box operates by relay interlocking machines and features 90 Kellogg Keys levers. Constructed of polychromatic face brick, it is a two-storey electric power signal box with a single storey relay wing and designed in the Functionalist style.

General goods services in Stamford finished in the late 1960s but the coal yard remained in use until 16 May 1983. When the coal yard closed, the opportunity was also taken to close the signal box. All pointwork was removed and mechanical signals were replaced by colour lights controlled by Ketton signal box. Ketton signal box was retained due to the need to monitor the level crossing.

This signal box had a 65-lever frame and also took over the operation of Bidston North Junction, when built. Bidston Dee Junction signal box was closed on 17 September 1994, and demolished two months later on 20 November.

The wooden level crossing gates at Shippea Hill used to be operated manually by the signalman in the local signal box. In 2012, the signal box was closed and the crossing was renewed with automatic barriers and warning lights.

Seochang station is a signal box in Jochiwon-eup, Sejong City, South Korea.

The signal box at Lauterecken was taken out of service at this time.

The station building was demolished, but the signal box and junction remain intact.

The signal box closed in 1932. The site is now a housing estate.

The station closed on 7 October 1968. The signal box closed in 1987.

The signal box had been a G&SWR; type 1, opened in 1881.

The original signal box has been preserved and is stored awaiting re-use.

The line through the former station is still used for freight. Ashington signal box was closed on 14 February 2010 with the removal of the main line crossover. The signal box was demolished over the weekend of 10–11 August 2013.

Loch Awe signal box, which replaced the original box on 5 May 1902, was situated at the west end of the Down platform. It contained 24 levers. The signal box closed on 2 October 1966 when the crossing loop was removed.

Throughout its existence, the Ballachulish Branch was worked by the electric token system. Creagan signal box, which had 21 levers, was situated on the island platform. The signal box and crossing loop were taken out of use on 1 April 1927.

The station opened in May 1848 by the Aberdeen Railway. To the west of the southbound platform was the signal box. The station closed to both passengers and goods traffic on 11 June 1956. The signal box closed in 1965.

The outside area consists primarily of tracks used for shunting purposes. The control of the points and signals here is carried out by the Passau signal box which also looks after route safety. The signal box is in the immediate vicinity.

The signal box was on the south side of the line, initially towards the east end of the platform. In 1902 the loop and platforms were lengthened westwards and a new signal box was provided in the goods yard. The loop was again extended in 1937, this time eastwards, and a larger signal box was built at the east end of the platform. Goods traffic was retained until 3 August 1964.

The railway is controlled by a variety of signals. Many signals on the main line are controlled automatically but most signals around the train station are controlled from the south signal box. The north signal box is being installed to control the new 'Highland' route. Construction of the north signal box and its signals are nearing completion and is hoped to be in service in the 2015 train running season.

The station opened on 1 March 1876 by the North British Railway. Initially there were no goods facilities but a small yard was later added to the west of the station. Dullatur West signal box, which opened with the station, was to the west. There was another signal box to the east, named Dullator East signal box, which served the sidings of Dullator Quarry and Dullator Sand Quarry.

The station of Melbeck-Embsen has its own signal box with push-button routing.

The Sarsden Halt nameboard and signal box nameplate are not thought to have survived.

The station closed on 19 July 1926 with the signal box closing in 1932.

The signal box closed in 1973. It remained open to gunpowder traffic until 1979.

The signal box, a Grade II listed building, is now used as a café.

The adjacent boxes were initially at Laira Junction in the east and Keyham in the west. The area of control was extended westwards on 2 July] 1973 to meet the signal box at , which closed in 1998 so the next signal box westwards is now at Liskeard railway station. Towards the end of 1973 several more signal boxes were closed eastwards from Plymouth, which meant that Plymouth controlled trains until they reached the outer signal of Totnes Signal Box. Totnes box closed on 9 November 1987 when a new panel signal box at Exeter was opened.

Dyce signal box Dyce signal box, which opened in 1880, was a tall structure located at the south (Aberdeen) end of the station, on the east side of the railway. In 1928, the box was provided with a new frame of 46 levers, subsequently reduced in size to 26 levers. Dyce lost its semaphore signals in October 2007 when new colour light signals were brought into use. The lever frame was removed from the signal box (renamed from "Dyce Junction" to "Dyce") and a new relay interlocking and 'NX' (entrance-exit) panel was installed, initially housed inside a temporary signal box.

Signal box 3 was a mechanical interlocking of the Krauss class of 1925, which controlled the marshalling yard and was located at the southern end of the sidings to the west of the station. In 1983, the three signal boxes were replaced by a centralised signal box with a track-plan push-button interlocking of the Lorenz L60 class, which is housed in a cubic, three-storey building with an attached observation deck. This signal box controls, in addition to the Weilheim station area, the Wilzhofen and Polling areas. The signal box is located on the main platform north of the entrance building.

In 1992, Deutsche Bundesbahn finally changed to using the term Gleis (track) instead of Bahnsteig (platform). This was, however, a bit problematic because the in-house track numbers used in the signalling technology did not correspond to the adopted track numbers. The station had the "Ew" signal box on the southern side at its western entrance and the elevated "Er" signal box at the eastern exit. In addition between the tracks 5 and 8 there were the "mushroom" signal box "Es" as well as the small "Ev" signal box (Vogelnest—"bird’s nest") in the entrance hall.

The station opened on 1 July 1867 by the North British Railway. The signal box, which opened in 1894, was to the west next to the level crossing. The station closed to passengers on 1 October 1951. The signal box closed in 1956.

In the early years of the station there was a signal box at the station allowing the station to act as a block section between and but the signal box and signalling has been removed by 1911. The station closed in 1962.

Reigate Signal Box The station also incorporates a signal box, built in 1929 to replace an earlier box at the other end of the station. This remains in use to operate the Level crossing gates and other signals along the North Downs Line.

The station was opened on 1 September 1887 by the Caledonian Railway. To the south was a goods yard and to the northeast was a signal box called 'Calderbank Station'. The station closed on 1 December 1930. The signal box closed in 1939.

The station opened on 20 June 1860 by the North British Railway. To the southwest were sidings and to the south of the northbound platform was the signal box. The station closed on 22 September 1930. The signal box closed in 1957.

General freight traffic was stopped in 1973. The station came under the control of Dülmen station in 1974. The signal box was replaced by an electronic interlocking, which is remotely controlled from Dülmen, in 1998. The signal box was demolished in November 2000.

The station opened as a signal box named Cresco in 1930, with passenger facilities provided in 1954. The signal box remained until 1964. Construction on a new 83 bay car park started in February 2020. Construction is set to be complete mid 2020.

The signal box closed in 1933 and was reduced to a ground frame. Nothing remains.

The station building, platforms and signal box survive unaltered, as does the station master's house.

The station was closed on 3 April 1965; the Signal Box and Level Crossing remain.

The signal box was removed when semaphore signals were replaced by colour light signals c2010.

Kendrick, Suzanne. “Campaigners fight to save historic Prestatyn signal box.” ‘’Rhyl Journal’’, 21 March 2018.

The Polegate Crossing signal box was subsequently demolished overnight between 14 and 18 November 2016.

The Hf signal box then was also responsible for the routes to Heerlen and Alsdorf.

The signal box was reduced to a ground frame. The goods facilities closed in 1959.

The methods of signalling operation at Crow Nest Junction is the track circuit block system (TCB) to Warrington power signal box in the Hindley direction & the track circuit block system (TCB) to Manchester Piccadilly signalling control centre on both lines (via Lostock Junction & Bolton and via Atherton to Windsor Bridge Junction). The signalling operation on the southern route (via Atherton) prior to 2013 was by the older method of the absolute block system (AB) as far as Walkden High Level signal box (a distance of around 7 miles). On the southern route, Crow Nest Junction worked absolute block to the neighbouring signal box at Atherton Goods Yard (when open). When Atherton Goods Yard signal box was switched out & unmanned, Crow Nest Junction worked AB straight through to Walkden High Level signal box.

As at 2 December 2008, the Lithgow Coal Stage Signal Box is significant as a large and imposing elevated timber signal box that has remained in continuous operation since 1925. The signal box retains most of its original equipment and is an excellent example of a traditional early 1900s elevated timber railway signal box, sympathetically adapted to operate electric light signals and power activated points mechanisms. It is now one of the largest signal boxes remaining from a relatively small sub-group of standard railway building types. Located close to Eskbank railway station, the signal box is an important part of the larger historic Lithgow railway corridor controlling access to and from Eskbank locomotive depot, local colliery branch lines as well as locomotives using the nearby 1888 on-line overhead coaling bunker.

The signal box has landmark status within the town, adjacent to the level crossing at the "gateway" to Hamilton. The signal box has technical significance at a state level as a fully operational example of a late nineteenth century mechanical lever frame signal box, one of very few such signal boxes still in operation in the state. Hamilton Junction signal box contains a relatively large mechanical lever frame (56 levers) and over the past 100 years has exercised control over one of the busiest railway junctions in the state. In the past, Hamilton Junction signal box controlled train operations at the station, the nearby road level crossing, the goods yard, a number of nearby industrial sidings, and between 1892 and 1924, also controlled access to and from Hamilton locomotive depot.

The Ddf (standing for Dortmund- Dorstfeld, Fahrdienstleiter, “dispatcher”) signal box (class Sp Dr S 60) was opened in 1983 with the station. It is situated on the above ground part of the station. In addition to Dorstfeld station, it controls Lütgendortmund station, Huckarde Süd junction and the remaining part of the nearby Dortmunderfeld marshalling yard. The mainline portion of Ddf signal box is remotely controlled from Dhf signal box (at Dortmund Hauptbahnhof).

At Winwick, a train was brought to a stand some distance from the signal box. The fireman left promptly to carry out the rule, but he had not reached the signal box before his train was struck. To prevent such occurrences, 'call plungers' (which operate an indicator in the signal box when pressed) or telephones were installed at some signal posts, or track circuits installed. However, even this solution was not completely foolproof e.g.

The station was closed in 1955 and is now a private house. A signal box and level crossing remain. Marshbrook Signal Box is the oldest operational signal box of its type surviving on the national railway network and was built by the London & North Western Railway in 1872. It was made a Grade II listed building in 2013, in order to save it from the planned removal of mechanical signalling on the line.

The GWR signal box stood slightly to the east of Codsall station. It was taken out of use and control of the area passed to Madeley Junction as a result of the 2006 resignalling scheme. The lever and locking frame from the signal box were recovered by Network Rail for re-use in the south-west of England. The remaining re-usable parts of the signal box have been relocated to the Dean Forest Railway.

Epping signal box opened on 31 October 1928 and operated the interlocking at Epping until its closure on 12 November 2006. The original miniature lever frame was replaced by an NX panel circa 1980. Control of the area was transferred to Strathfield signal box, and then to the new Homebush Control Centre in October 2008."Signalling & Safeworking" Railway Digest February 2007 The signal box remained derelict and unused until its demolition in 2010.

The signal box was replaced in 1896. The station closed on 1 February 1935M E Quick, Railway Passenger Stations in England Scotland and Wales—A Chronology, The Railway and Canal Historical Society, 2002, p. 82 with the signal box closing in the same year.

The station opened on 21 February 1842 by the Edinburgh and Glasgow Railway. To the north was Castlecary Fireclay and Limeworks. To the southeast was the goods yard and the signal box. The signal box closed in 1966 station closed on 6 March 1967.

However, in 2012 the signal box was closed and the crossing was renewed with automatic barriers controlled from Cambridge. The redundant signal box stands across the road from the westbound (Cambridge) platform, and was expected to be demolished when the barriers were replaced in 2017.

The signal box, opened in 1906 by the Great Central Railway, closed in 2011, when control was transferred to the Manchester East signalling control centre.Kay, P. Signalling Atlas and Signal Box Directory. Wallasey: Signalling Record Society, 2010, p.15.Modern Railways, December 2011, p.86.

A goods shed, which was connected to the station was removed in 1988. A new signal box was commissioned on 26 September 1989. The old signal box of 1913 was demolished on 12 October 1989. A new pedestrian underpass was built from 1989 to 1991.

The 'Corbett's lane lighthouse', as it was known, was the precursor of the modern signal box.

Publication date: 1904. Revised: ca. 1902 In 1928 the signal box had been removed.Banffshire, Sheet 002.03.

The station, as well as the signal box and the line, closed on 14 June 1965.

The signal box survived in use until 2002, and is now preserved privately in the village.

The station's 1954 Auburn Railway Signal Box is listed on the New South Wales Heritage Register.

A few years earlier, the signalling had been automated, and control of the crossing had moved to Doncaster PSB. When the old signal box was in operation, the crossing was controlled by a large set of wooden gates, which were operated by the signalman who had to leave the signal box and open and close the gates by hand. By the mid 1950s, these gates were opened and closed by a large wheel in the signal box. These gates were replaced by automated barriers controlled from Doncaster PSB at the same time as the signal box was closed; however, some older residents of Rossington still refer to the crossing gates.

By 1998 the signal box and branch platforms were very overgrown and the buildings were threatened with demolition. In August 2007 Brading Town Council announced a plan to revamp the exterior of the station buildings and former signal box,The News, Portsmouth, 3 August 2007 and have used grants and volunteers to gradually reopen different parts of the station, with the whole of the station and signal box fully opening to the public in March 2010 for the first time in 40 years. Both the signal box and main station building are Grade II listed, along with the station building on the east platform, the footbridge, and the station house.

In the building itself is a mechanical signal box – officially abbreviated Sf – that was built to a unified design and was put into operation on 1 January 1954, replacing an external signal box. The former loading track in the station has been dismantled in the meantime.

Both lines were controlled by separate signal boxes. Both lines came under Southern Railway ownership in 1923. The L&B; signal box was downgraded to a ground- frame and the LSWR signal box took over control of the narrow gauge line. The L&B; closed in 1935.

The station opened on 1 May 1883 by the Caledonian Railway. The signal box, which opened before the station, opened in 1881. To the northeast is a goods yard, which later became Hillside Distillery. The station closed in February 1927 and the signal box closed in 1932.

The station opened on 20 September 1847 by the Edinburgh and Northern Railway. The goods yard was to the east and the signal box was to the northwest, opposite sidings which served Frances Colliery. The station closed on 6 October 1969 and the signal box in 1980.

A relay interlocking in a gantry signal box spanning two tracks was put into operation in 1937. The Bingen Stadt signal box (Bnb) and the three signal boxes of Bingerbrück Ostturm (Bot), Bingerbrück Kreuzbach (Bkb) and Bingerbrück Westturm (Bwt) in the nearby Bingen Hbf were decommissioned on 3 February 1996 and replaced by the central interlocking Bf on the railway bridge at Bingen Hbf. Today, the Bingen Stadt Bnb signal box is protected as a monument.

Signal box Buf in Gelsenkirchen-Buer Nord, 2014 The line has been controlled since the opening by three signal boxes. These are located at Gelsenkirchen-Buer Nord station, at the Marl CWH connecting point and at Haltern am See station (until 1986 at Marl Lippe junction). Signal box "Buf" ("Bu" for Gelsenkirchen-Buer Nord and "f" for Fahrdienstleiter—dispatcher) was a relay interlocking of the SpDrL30 class. The junction signal box in Marl CWH (DrS2 class) was remotely controlled.

From 1876, when Absolute Block Working was introduced on the line, a second signal box was built to control the entry to Newbegin Colliery. Westwood signal box was closed in 1933 and replaced by a 6 lever ground frame to control the sidings and crossing gate locks. The control of its signals passed to Newbegin signal box. Although passengers were sparse, the station was a second point for dealing with the traffic generated by Newton, Chambers & Company.

Signal box 3 From 1932 to 1934 there was an electro-mechanical interlocking system of class VES 1912 with four interlockings. In 1932, signalbox 4 in Augsburger Strasse and the train dispatching centre 3 went into operation. Signal box 2 was switched on at the junction of routes to Kempten and Legau and Leutkirch in 1933 and a year later signal box 1 was completed at the southern end of the station at the former hump.

The highest point of the line is in the vicinity of Brookhouse viaduct. Maltby signal box which controlled train entry into and out of the colliery at Maltby is still operating and is the last mechanical Great Central type 5 designed signal box left on the line (built 1912), This box is actually within the town of Doncaster's boundary – so technically the box is the last mechanical signal box still in operation within the town of Doncaster.

Stanmore Station was opened in 1878 with a signal box erected in 1881. The present station buildings were built in 1885, and the station reopened on 17 January 1886. The existing island platform building originally fronted Douglas Street on the north side and was built to a similar design to the disused station building at Petersham. In 1885 the original pedestrian subway was built, and a new signal box (relocated from Petersham) replaced the existing signal box.

Lithgow Yard signal box is of state significance as a small and intact elevated signal box dating from 1885, and as the oldest operating in the state. The signal box retains most of the original equipment and still operates a number of original semaphore signals in the yard. It forms a classic 19th century railway structure in the historic Eskbank station yard. It is closely related to the early development of the Eskbank station precinct and branch colliery lines.

The westbound platform was signalled to allow eastbound trains to use it when they are not crossing a train coming in the opposite direction. In December 2009 a new loop was installed at Axminster to break up the section towards Chard. One siding was retained to the west of the signal box, worked by a ground frame rather than from the signal box itself, however this has now also been lifted. Another signal box was provided at Honiton Incline.

It involved heavy earthworks and cost £2,000,000 but the dock owners received a 40% grant under Section 8 of the Railways Act 1974 as it would reduce road traffic. As part of this work the signal box was closed and a modular building provided instead. This was west of the level crossing on the south side of the line. In 1997 this signal box was closed, control of the branch being transferred to Colchester Panel Signal Box.

To the north there is a low, plastered goods shed supported by timber trusses. A signal box built in 1890 for the Limburg-Staffel–Siershahn railway (also called the Lower Westerwald Railway) can also be seen. This small building has a ground storey built of brick, while the signal box floor is cantilevered and provided with large windows. About 250 metres north of the station is another signal box built in 1925, also for the Lower Westerwald Railway.

By 1891 the carriage sidings had been increased to six and extended to a new signal box at Suggitt's Lane. This layout also included a turntable to the rear of the signal box. A 1910 report into work carried out the previous year refers to new crossovers to enable trains to arrive and depart from any platform. The signal box by this time had 100 levers and was jointly the third largest on the Great Central system with Marylebone.

The section is under the control of Lugton signal box and is designed for bi-directional operation.

The signal box was closed on 15 September 1994 and was subject to arson in November 1994.

Catrine:The Oakwood Press. . p.146. No signal box is present and an old crossover has been lifted.

17 Cornwall by D.Mitchell page 135 Hayle signal box was closed and demolished at the same time.

In 1965 the parcels room was modified, and the signal box was incorporated into the station building.

Trains operate on the push-pull principle as there are no run round loop facilities at the end of the run. Movements within the main station site at Leadhills are controlled from the reconstructed signal box which contains the original lever frame from Arrochar and Tarbet signal box.

As at 19 July 2013, The station buildings are in very good condition. Other structures are generally in good condition with some repairs required to the signal box and transhipment shed.April 2008 The station buildings, signal box and Station Master's residence have a high level of integrity/intactness.

Throughout its existence, the Ballachulish Branch was worked by the electric token system. Duror signal box, which had 18 levers, was located on the Up platform, on the east side of the railway. The signal box and crossing loop were taken out of use on 8 April 1927.

The "Dif" central signal box went into operation on 30 November 1975. It replaced the old "Dib" and "Wt" mechanical signal boxes. The signal box was also responsible for the control of Voerde (Niederrhein) station. International express trains stopped at the station until the end of the 1980s.

The signal box was a Saxby & Farmer Type 5 box, erected in 1879 and retained its original lever frame and its semaphore signalling. Following an upgrade by Network Rail, the signal box closed in February 2015 with the area controlled from Sussex Regional Operations Centre at Three Bridges.

Although only one of the five existing tracks can be operated, the signal box in Burg- und Nieder-Gemünden is still occupied and in operation. Shortly after the signal box, the Kirchhain–Burg- und Nieder-Gemünden line turns to the north. Shortly afterwards, the remaining section of track ends.

The original Church Lane signal box footings survive, but are not located in a suitable location for current needs. A replacement box, using the signal box cabin from Spooner Row railway station is being constructed beside the level crossing, on the northern end of the original station platform.

Signal box Hattenheim Hf was located in the station building. It used a relay interlocking of class Dr S2, which was put into operation in 1954. The signal box was taken out of operation on 3 October 2014 at 3:30 am to be replaced by an electronic interlocking.

The original (1894) signal box at Helensburgh Upper was replaced on 21 December 1941. That signal box closed on 21 July 1968, when the crossing loop was removed. On 27 March 1988, Helensburgh Upper became the southern extremity of the Radio Electronic Token Block (RETB) signalling on the West Highland Line. A two-aspect colour light signal installed at the east end of the platform controls entry into the signal box (since superseded by Yoker IECC) Track Circuit Block signalling area.

The signal box has survived and the station building has been extended to meet with it; the trackbed is now part of the lawn. The site of Hawkhurst station is now occupied by Kent Woodware Co, a wood turnery business. The main station building was demolished in the 1960s but the engine and goods sheds, stationmaster's house and signal box are still extant. The owner, a railway enthusiast, ensures that the signal box receives "a good coat of paint every other year".

Over recent years many installations, including railway signal boxes, have been removed and/or replaced by modern technology. Hamilton Junction signal box is an excellent example of a historic signalling installation. The signal box was constructed in 1898 and is a good representative of a style which the New South Wales railways termed as a "Standard Signal Box". More than 80 of this style were built, but demolitions and removal of many examples means that few examples of this style remain.

Mitchell and Smith, photograph 119. There is a mechanical signal box to the north west of the station.

Crowle station facilities National Rail Enquiries The disused signal box has now been knocked down and levelled off.

A signal box was provided in the same year, but was closed with the abolition of mechanical signalling.

The station building is now used as a shop and the platform survives along with the signal box.

Jenkins, S.C., p. 138-139. The NNR also salvaged Holt's original signal box which was relocated to Weybourne.

The station closed on 1 September 1921. The signal box was downgraded to a ground frame in 1957.

Owen the Signal inhabits a signal box near Ivor's shed and makes an occasional appearance in the episodes.

The station buildings were still in situ in 1983 and the signal box was not demolished until 1988.

The railway line from Worcester to Hereford opened in several stages, with the section from Malvern to Shelwick Junction, just north of Hereford, opening on 15 September 1861. The current signal box however dates from 1885 opening as the branch line from Ledbury to Newent and Gloucester opened (27 July 1885). It is thought that this current signal box must have replaced an earlier 1861 GWR built signal box, but there is currently no written or physical evidence to support this theory. A recent suggestion has been that the original signal box was just a few metres east of the existing box but the site was covered by new track leading to a redesigned goods yard.

These are operated centrally by the dispatcher at the western hump, who was moved from signal box 2 to exit signal box 1 at the same time. During the construction of the Engelsdorf crossing structure, which took the Leipzig–Geithain railway under the exit from the yard, exit signal boxes A and 3 were remodelled. Both were equipped with electro-mechanical lever frames of 1912 design with lamp monitoring and signal box A was relocated from its old position on the crossing structure to the already prepared Bremsturm (brake signal box). In 1988, the sorting tracks were equipped with screw-type track brakes so that since then no riders have been required to retard wagons.

Hamilton Junction signal box in November 2011 Hamilton Junction Signal Box is separated from Hamilton station by Beaumont Street level crossing. The Victorian signal box was built in 1897 by McKenzie & Holland, making it one of the oldest surviving mechanical signal boxes in Australia, and also one of the busiest. Originally fitted with a McKenzie & Holland mechanical lever frame, it now has a 56 lever tappet frame designed by Cyril Byles, the British born New South Wales Government Railways signal engineer and manufactured in Sydney in the former NSWGR Interlocking Workshops. Formerly a much busier location, this signal box once had control of multiple lines, sidings and a short branch for the Vacuum Oil Company.

Hamilton signal box is rare as a fully operational signal box in a prominent suburban context still using the original mechanical lever signal frame. The place is important in demonstrating the principal characteristics of a class of cultural or natural places/environments in New South Wales. Hamilton Railway Station, together with the Hamilton signal box and depot, is an excellent representative example of a late nineteenth century suburban railway junction, because it has a high degree of integrity with a range of buildings still intact from the late nineteenth and early twentieth centuries including station building, level crossings, signal box, sidings, and surrounding hotels and shops. The remnants of the Hamilton depot are also close by.

Trains pass at speed on the electrified West Coast Main Line. The station and platforms have been demolished and the station site is now part of a large sawmill site. A signal box controlled the level crossing on the minor road which have now been closed and the signal box demolished.

The station opened on 24 May 1847 by the Dundee and Perth Railway. To the south was the goods yard and to the east was the signal box. To the west was an engine shed, although it was removed early in the station's lifespan. The signal box closed around 1921.

Hartlebury Station Box was an example of the second signal box design from McKenzie & Holland of Worcester, and became operational in 1876. A further signal box, Hartlebury Junction, previously existed at the junction of the Severn Valley line, but was demolished after the closure of the line rendered the box redundant.

Like the other stations on the branch, Groeswen closed in 1956. In the same year, the Groeswen signal box was demolished. The remains of the trackbed were cleared in 1988. The site of the halt is now a picnic area, though the stone retaining wall of the signal box remains.

From the signal box northwards, however, mileages are measured via Strood and the northbound line is the Up direction.Body, page 128. On 3 August 1944, the signal box was severely damaged when a doodlebug landed nearby. Seven people were killed, as well as two dray horses belonging to Maidstone brewers Fremlins.

It has a water crane at one end to replenish locomotives. The signal box was built in 1910 when the Ten Tunnels line opened, and was later relocated.Bottom Points Signal Box Zig Zag Railway It is a five-minute walk from NSW TrainLink's Zig Zag station on the Main Western line.

No signal box is indicated. Two semi-detached station cottages are shown.Banffshire 004.15 (includes: Banff; Boyndie). Publication date: 1930.

The signal box survived for a time after the platform was demolished, little trace of the station now survives.

There was a break-section signal box at Upton Scudamore, between Dilton Marsh and Warminster, from 1900 to 1964.

The signal box was dismantled when British Rail closed the branch so a new box had to be sought and erected. The replacement signal box at Alston formerly stood at Ainderby, on the branch line to Redmire, it being acquired from British Rail and re-erected on a new brick base. The level crossing barriers and mechanism came from the now-closed How Mill station on the Newcastle and Carlisle line. The signal box houses a 21 lever frame, made by McKenzie and Holland.

Crewe North Junction signal box is located on the junction to the North of Crewe railway station between the Chester Lines and the West Coast Main Line. The signal box can also see the lines to and from Manchester and Sandbach and all the platforms on the north side of the station. The signal box, still at its original site, is located in Crewe Heritage Centre where there are now demonstrations and simulations of the signalling in the North Junction box by a team of signallers.

Crewe North Junction signal box contained a lever frame of the Westinghouse Style 'L' design (Westinghouse is now part of Invensys Rail) which was commissioned with Crewe South Junction signal box, which was of the same design. Crewe North Junction signal box was built to a non-standard ARP design, with 15" thick reinforced concrete walls and an 18" thick concrete roof. This was due to it being commissioned in 1940 during World War II so it was built to survive an air raid.

Gas lighting was replaced by fluorescent electric lights in 1960. Bristol Panel Signal Box was built on the site of the Platform 14. When opened it controlled 280 multiple-aspect signals and 243 motor-worked points on of route, the largest area controlled by a single signal box on British Rail at the time. The construction of this signal box, completed in 1970, involved the demolition of almost half of the 1870s extension to Brunel's terminus and completely blocked rail access to the Old Station.

The station was expanded to six platforms when the line between Redfern and Homebush was sextupled in the 1920s. The existing three- storey brick signal box was built in 1892 and remained in use until 1928 when its function was replaced by a new "power" box. The 1928 signal box remained in use until 1982 when it was replaced by a simple brick and concrete building. The 1892 signal box is now the only remaining box at the station of the five built since the station opened.

The first signal box was provided on the eastbound platform next to the level crossing in 1875. The next signal box to the west was away at Broom Gates (a level crossing), and one was opened at Hewish Gates in 1900, shortening the section towards in the east by . A separate signal box known as Chard Junction Branch controlled movements in and out of the branch platform. It was reduced in status to a ground frame on 5 March 1935 and was closed entirely in 1964.

The station was opened in 1876 as one of the four stopping places on the line, the others were Tidenham Station, Tintern Station and St. Briavels Station. The station complex consisted of a platform, station building, goods shed, signal box, passing loop and sidings; the signal box controlled the loop and sidings. The signal box was only used when needed as the sidings were only occasionally used. Throughout its life, the station won many awards for its flowers and decorations, its climbing roses especially.

The level crossing gates were replaced with lifting barriers on 17 March 1968. The signal box was finally closed on 13 February 1988, the level crossing and signals now being controlled from Exmouth Junction. The old signal box was dismantled and re- erected in the railway museum at on the Tamar Valley Line.

British Railways subsequently renamed the remaining station Haddiscoe. A link between the two lines existed, controlled by Haddiscoe Junction signal box. In 1961,the signal box was preserved in the transport gallery at the Science Museum, Kensington, where it was adapted to display various kinds of signalling equipment.Railway World December 1967, p.

There are a restored signal box and a level crossing at the south end. Steam Incorporated has taken over most of the rail yard for rail preservation. Several buildings are listed by the New Zealand Historic Places Trust: Category I; Signal Box and Water Vats; or Category II; Station, and Goods Shed.

In 1961 a signal box was built, it opened on 27 May. Chislet Colliery closed on 25 July 1969, and the halt was renamed Chislet Halt in that year. The halt closed on 4 October 1971. The signal box was permanently switched out on 28 July 1984 and closed on 14 September 1986.

The 1891-built signal box was located off the east end of the Down platform. It had 20 levers. The signal box closed on 12 October 1969 when the crossing loop was removed. In 1988, the station became a Token Exchange Point in connection with the new Radio Electronic Token Block signalling system.

A later fibro sheet bridge connects the two buildings. Interior fabric of both buildings have been largely altered. An original timber staircase, cast iron columns, and timber ceiling remain intact in the RRR building. SIGNAL BOX (1925) The signal box is a simple timber structure with rusticated weatherboards and a simple gable roof.

The two mechanical interlockings were decommissioned in 1991. The station is now remotely controlled from the signal box in Titisee.

The facade and roof of the old signal box at Brügge station, which dates back to 1927 have been renovated.

However, the junction signal box and the lines past it continued to operate until dates in the 1950s and 1960s.

There continues to be a signal box at Craven Arms, to the north of the station by the level crossing.

The signal box was operated from a Siemens location in Wallisellen on a trial basis via a public data network.

It closed on 5 October 1964. The signal box closed in 1965. Most of the station has been demolished today.

"Friary B" signal box housed 45 levers and controlled movements within the passenger station. It closed on 21 July 1962.

Remains of the signal box The station was opened on 24 March 1906. The station closed on 2 May 1955.

The old signal box is now a cafe When the Cornwall Railway opened, its trains were controlled by independently operated signals; there were no signal boxes but an electric telegraph linked the stations so that the policemen who controlled the dispatch of the trains could communicate. It is unclear when a signal box was first provided at Bodmin Road, but the surviving structure is reported to have been brought into use either in 1893 with the doubling of the line, or even as late as 1897. The signal box was fitted with a new locking frame in 1912 and was rebuilt circa 1928. The next signal box to the east was at Largin, and to the west was at Lostwithiel.

Access to the yard was controlled by the signal box, which was behind the platform near its west end. This signal box was closed in the 1930s. The station closed to passengers on 10 September 1951 but the station remained open until the goods yard closed along with the line on 18 May 1964.

Crianlarich signal box, which replaced the original box on 18 March 1890, was located on the Down platform. It had 14 levers. The signal box closed on 15 November 1921 when the crossing loop was removed. The sidings were retained, access to them being controlled from a ground frame released by the single line tablet.

A signal box opened in 1954. The station closed to passengers on 7 October 1968.M E Quick, Railway Passenger Stations in England Scotland and Wales—A Chronology, The Railway and Canal Historical Society, 2002, p. 307 The signal box closed in 1980 and the station closed completely in 1986 when Comrie Colliery closed.

The former station signal box has been preserved on the Gwili Railway as a working museum exhibit after being made redundant here when the level crossing was automated.Ffairfach signal box in October 1975 Catford, Nick Disused Stations Site Record; Retrieved 24 July 2017 All trains serving the station are operated by Transport for Wales.

The station building is still preserved and has included a signal box designated Hf since 1964. This signal box was abandoned with the installation of an electronic interlocking in 2007. The island platform is equipped with a waiting room and a ticket machine. The former freight shed is still preserved south of the entrance building.

The signal box was closed & demolished and new colour light signals installed which were operated from a panel in the signal box at Pasture Street in Grimsby. In later works the platform surfaces have been rebuilt to modern specifications. Since January 2016, all signalling here is supervised from the Rail Operating Centre at York.

The building is unusual in that it appears to be composed of two different buildings with a gabled part fronting on to the platform with a cantilevered awning, and a rear kitchen wing with a brick parapet with projecting string course. ;Signal Box (1944) Two-storey elevated fibro signal box with low hipped pyramid roof clad in concrete tiles. The signal box is no longer in use. ;Footbridge (1935) A steel riveted through Warren truss footbridge on steel trestles and channel iron stair stringers with Kembla markings on steel sections.

Hardingham signal box, 2015 The original signal box was located to the north of the station's up platform, but it was demolished after passenger closure with parts of it used to construct a number of sheds and shelters in the Stationmaster's garden. The non-operational replacement is located on a new site to the south of the down platform. The signal box is private property and does not constitute an operational structure on the railway. The eight year restoration of the box was recognised through a FirstGroup Craft Skills Award.

The manual signal box and crossing gates were removed a few years ago and replaced by barriers. They are controlled by the still manned signal box at Langworth further up the line towards Market Rasen, the next still-in-use station on the line. The removal of the manned signal box has resulted in much longer waiting times for road traffic and pedestrians since the control was moved to Langworth. Up to closure the station was used by grammar school pupils to go to De Aston School in Market Rasen.

During this period, train cars allocated for the removal of the asbestos would occupy one or the other of the dead end sidings, which meant that regular use of those lines by passenger trains was not possible. After the asbestos abatement project was completed, the signal box was returned to service until 1990, when asbestos was discovered in the signal box and the sidings. From that time the signal box was not used, and the signals and siding tracks were eventually removed. The sidings were formally closed on 27 July 1991.

Instow Signal Box Instow has a famous railway signal box, which is over 130 years old and was the UK's first Grade II listed signal box. It used to control the signals at Instow Station and also the operation of the level crossing. You can see the wheel that operated the gates, pull the signal levers, one of which still operates a signal, and generally learn how the box worked. In 2003 the box was nationally recognised for its restoration and educational value by receiving the Carillion Rail Award at the National Railway Heritage Awards.

The line is controlled by Preston Power Signal Box (PSB) from where it leaves the West Coast Main Line at Farington Curve Jn by Track Circuit Block signalling regulations until Midge Hall signal box. From here until Rufford signal box, the trains are signalled by Electric Token Block regulations, and from Rufford to Ormskirk the train is signalled by One Train Working with Train Staff regulations. If at any time there is a problem with either the token machine or track circuits showing occupied, then pilotman working must be implemented.

Birkenhead North No. 1 was a 40-lever signal box, which was situated at the western end of the southern platform and opened in 1888. This signal box closed on 9 September 1994 and was demolished over the following two days. Birkenhead North No. 2 was a 25-lever signal box which was situated to the west of the station, approximately a third of the distance towards Bidston. The box was located on the northern side of the Wirral Line at the junction with the Birkenhead Dock Branch goods line.

An intermediate block section means that a train can approach the intermediate block home signal while there is a train between the intermediate block home signal and the home signal of the next signal box on the same line in the same direction of travel. Generally, all intermediate block home signals and their respective distants are colour light signals, normally showing two aspects. The signal box towards which a train travels is said to be in advance and the signal box from which it travels is said to be in rear.

The signal box was formally named Holborn Crossing in 2013 in memory of the society founding member Christopher Johnson, who during his BR career had been an area manager covering Holborn Viaduct, with the absence of a viaduct the last part was changed to 'crossing'. The signal box utilises two automatic modes of operation, which means that if there is a lack of staff, the railway line remains operational. The signal box frame has 35 levers, all of which are fully interlocked. The interlocking works with the track circuits and point detection.

The complex comprises a type 1, timber elevated coal stage signal box, erected in 1925. Externally, the Signal Box is a large rectangular elevated timber framed traditional signal box of a standard design with a hipped corrugated iron roof, lapped timber weatherboard wall cladding and timber framed sliding multi-pane sash windows. At the east end there is a recent steel framed staircase with a landing above the ground floor entry door. Internally, the signal control room's walls are clad with flat beaded edge boards with flat asbestos cement panels sheeting to the ceiling.

The station was initially controlled by disc-and-crossbar signals controlled locally. The first signal box opened on 9 November 1877, a 20-lever box with semaphore signals, but it was extended in about 1892 to 29 levers to accommodate the new goods yard at Valletort Road. The signal box was replaced by a new one in October 1899 when the line was doubled to Keyham. It closed on 26 November 1960 since when multiple-aspect signals have been controlled by the panel signal box at Plymouth railway station.

Staggered platforms were situated either side of the crossing gates, which were controlled by a signal box located on the down side of the line and to the north of the crossing. The signal box also controlled the goods yard opposite the up platform which comprised two sidings; the station dealt with a variety of goods including livestock. Opposite the signal box on the north side of the crossing was the stationmaster's house incorporating a booking office. A small brick waiting shelter was provided for passengers using the up platform.

A train going to London passes the signal box as it leaves St Erth The signal box is situated at the east end of the station between the main line and the St Ives branch. It was opened on 10 September 1899 when the main line was doubled to Hayle and replaced an earlier box that dated from around the time of the opening of the St Ives branch. Semaphore signals still control movements around the station. The signal box also controls trains on the St Ives branch.

Up to 1923 the area was controlled by two signal boxes, the Station signal box controlling the station area and the Junction signal box controlling the junction between the Severn Valley line and the double track line across the Albert Edward Bridge towards Lightmoor Junction. These were replaced with a single signal box approximately midway between its predecessors in 1923. This box was subsequently enlarged to accommodate a frame containing 113 levers on 9 December 1931. The track layout was altered several times during its existence including the additional CEGB sidings opened in 1932.

Previously controlled by the Sydney Signal Box (near Central Station), this area is now controlled by the Rail Operations Centre in .

Date revised: 1903. A second signal box was located nearby on the line towards Drybridge Platform.Banffshire Sheet VIII.NW. Publication date: 1905.

The signal box located to the east of the station has been preserved at the Barton House Railway (BHR) in Wroxham.

Chipping Norton railway station served the town of Chipping Norton, Oxfordshire, England. The station had two platforms and a signal box.

Wrawby Junction signal box closed in December 2015 as part of the re-signalling of the line between Scunthorpe and Cleethorpes.

The Whipsnade Central station has an old-fashioned signal box which can be seen when leaving or approaching the station platform.

The station closed in 1905, 21 years earlier than the others on the line, and the signal box closed in 1925.

Of utilitarian brick construction it remains in place today underneath the William Barak Bridge, but is unused as a signal box.

A toilet and Attendant's Room completed the plan. It continues also to be used for non-overnight purposes, for meals and locker accommodation. Also on the Lithgow-bound platform is an elevated signal box. It was constructed in 1911 and continues in service (2009). It is built to the typical elevated signal box design dominant between 1910 and 1920.

The branch was mostly single track and Bungay was one of the locations where trains could cross. It had two platforms, one serving eastbound and the other westbound trains. A signal box was located at the east end of the station opposite the goods yard. A new signal box was provided by the GER in 1891.

Lyttelton railway station signal box. The station building which opened in 1963 still exists and is now owned by KiwiRail through Tranz Scenic. The Lyttelton Port of Christchurch owns the land behind the station building, access to which is restricted to authorised personnel. The original Lyttelton station signal box also survives, and is now sited near the station building.

The station closed to passengers on 16 September 1957 and for goods on 20 February 1961. There was a signal box which was removed when Rugby Power Signal Box was opened in 1964. The station buildings, platforms and sidings have disappeared, though the entrance road is still present with a barrow crossing which leads to nowhere.

The station opened on 1 July 1852 by the St Andrews Railway. The signal box was on the west side of the stone cutting. It became a terminus when the southern part of the line closed in 1965. The signal box closed in 1967 and the station closed, along with the line, on 6 January 1969.

The station opened on 12 March 1861 by the Portpatrick and Wigtownshire Joint Railway. To the northwest was the goods yard and to the south was the signal box. The signal box was replaced in 1942 by a building when they doubled the line to . The station was closed to both passengers and goods traffic on 14 June 1965.

Dudweiler station is located in the centre of the Saarbrück district of Dudweiler. It used to be a connecting track to Grube Dudweiler (colliery). The only parts of the building that are still used are the pedestrian underpass to the platform and the signal box; it is badly run-down. The signal box is remote controlled from Neunkirchen.

Queenborough Signal Box closed on 25 May 1934. The station was used by the Admiralty during World War II. Whiteway Crossing Signal Box closed on 15 December 1946, and the branch was then worked as a siding. The station closed and was demolished in 1956. The branch was open as far as Whiteway as of 1993.

The main line closed, along with the station, in October 1970. During the 1980s and early 1990s the old LSWR signal box was operated as a small museum for the L&B; and the station building was in use as a restaurant. The signal box is now (2007) empty but the station building is now used as a school.

The signal box and the station are actually in Aiskew by Parish boundary definitions (the traditional parish boundary was Bedale Beck). However, the signal box was given Grade II Listed Status in February 1993 and as such, it is now in the Bedale Conservation area. The box is believed to have been designed by G T Andrews.

Dalmally signal box, which replaced the original box on 17 June 1896, was located on the Up platform. It contained 24 levers. Dalmally lost all its semaphore signals on 9 February 1986, in preparation for Radio Electronic Token Block (RETB) signalling. RETB was commissioned on 27 March 1988, resulting in the closure of Dalmally signal box, amongst others.

The site is now occupied by the Kent Woodware Company. The main station building was demolished in the mid-1960s. The engine shed, goods shed and signal box all survive in decent condition. The proprietor of the site has the signal box regularly repainted in Southern Railway colours and it retains its green and white "Hawkhurst" sign.

From its opening in 1894, the West Highland Railway was worked throughout by the electric token system. Banavie Junction signal box (as originally named) opened on 6 August 1894.The Register of Scottish Signal Boxes, F Alexander & E S Nicoll (1990). The signal box is located in the vee of the junction and remains operational today.

However, in 2012 the signal box was closed and the crossing gates were renewed with automatic barriers and warning lights. The signal box is due to be relocated to Wymondham Abbey railway station on the heritage Mid-Norfolk Railway. In 2015, the Government nationalised Network Rail so only the Train Operating Companies (TOC’s) and Rolling stock companies remained private.

The station opened on 1 July 1887 by the St Andrews Railway. It originally had one platform but another was later added in 1898 and the original signal box was replaced with one to the east. The goods yard was to the south. The signal box closed in 1926 and the station closed on 22 September 1930.

The station opened on 7 November 1859 by the Glasgow and South Western Railway. The goods yard and the signal box, which opened in 1878, were to the east. The signal box closed in 1946, being replaced by a ground frame. The station closed to passengers on 2 January 1950 and closed to goods on 1 July 1959.

In 1934, the building of a new signal box at Tonbridge station resulted in the discovery of more bones from the priory.

No trace of the halt remains today, but the signal box still exists to control the level crossing to St Mary's Mill.

A Midland Railway signal box, dating from 1892, and designed to add character to the station, was opened on 6 February 2008.

A signal box was opened to control interlocked gates at the Gaffney Street level crossing, until boom barriers replaced them in 1965.

A signal box and a level crossing on the line still remain at St Fagans, but the station itself is long gone.

This is supervised from the nearby signal box, which also controls the only passing loop on the otherwise single track branch line.

It was closed to goods on 13 July 1964. The station featured a single platform, a signal box and a goods loop.

The privately owned red brick and sandstone Gatekeeper's cottage built in 1867, weatherboard signal box and platform all survive in good condition.

In October 1994, the signal box was decommissioned and since then the station has had only two running lines with a crossover.

The yard, the sidings and the passing loop were controlled from a signal box at the north end of the up platform.

Devynock & Sennybridge railway station was a station in Defynnog, Powys, Wales. The station closed in 1962. The station had a signal box.

It now extends only to the rear of the second platform and the signal box, which was secured with a new base.

As a result of a local government reform in North Rhine-Westphalia, the formerly independent towns of Steinfurt and Borghorst were merged as the town of Steinfurt on 1 January 1975, but the station was not renamed Steinfurt-Burgsteinfurt until the timetable change on 12 December 2004. The dismantling of the Rhenish line between Steinfurt and St. Arnold started on 30 September 2005. Of the four former signal boxes, two have already been demolished, the Bn signal box on the Rhenish line and the Bmf signal box, which was located on the former middle platform. The two signal boxes on the Enschede line (the Bf signal box to the south and the Bw signal box to the north of the station) are still standing, but are out of service.

Northenden Junction signal box in 1979 taken from Longley Lane over-bridge Northenden Junction signal box is 200 yards (183 metres) to the east of where the main station buildings were, on the north side of the line, adjoining Longley Lane. The signal box was built using CLC's standard dark brick construction and utilised an unusually tall design, sufficiently high to enable the signalman on duty to readily see above Longley Lane road bridge over the line and on to Northenden Junction, 200 yards (183 m) away to the east, where the London & North Western Railway's line from Stockport (Edgeley) station joined the Cheshire Lines Committee line from Stockport Tiviot Dale. The signal box controlled sets of signals protecting the junction and also operated the powered railway switching points.

The station housed an important signal box, located at the station's eastern end, which controlled the entire length of the Newcastle railway line from Newcastle to Hamilton, where the signal box at Hamilton Junction takes over. The original signal box was built in 1928, and replaced in 1965 with a two-storey fibro signal box that was recognised as Australia's first television-equipped level crossing, being equipped with a closed-circuit television link between the box and the level crossing at Stewart Avenue, located at the station's western end. The station's structure remained largely the same for the rest of the 20th century. In 1992, a footbridge connecting the two platforms across the tracks, also located at the station's eastern end, was built, allowing access between the platforms.

The 12 August 2020 derailment, in which three people died, happened nearby, and was reported by a crew member at Carmont Signal Box.

The connection from the main line into the exchange siding is operated by a lever frame under the supervision of Lostwithiel signal box.

The 1848 original low level platform, the 1859 station building, and the 1875 signal box were all Grade II listed in early 2015.

Exceptionally in New South Wales home and distant signals controlled from the same signal box would be installed, especially on outer home signals.

That signal box was itself closed in 1992, with control passing to Yoker Signalling Centre (IECC), which controls the whole North Clyde Line.

Borough Market Junction signal box, a South Eastern Railway Type design on display outside the station hall at the National Railway Museum, York.

Thirsk signal box itself, after various alterations over the course of its life, eventually closed around 1989 under the York IECC signalling scheme.

In the same year the signal box was taken out of use and demolished. The up side booking office was rebuilt in 1988.

The line was electrified with automatic colour light signals controlled from a signal box at Wembley Park and opened on 9 December 1932.

Smith and Yardley (also known as E.S. Yardley & Co.) were a firm of railway signalling and signal box contractors based in Manchester, England.

The SVR Kidderminster's name plate was recovered from another signal box that formerly stood on the up end of the down platform at Kidderminster station (Network Rail). The lever frame from the same signal box was reused at Arley, which has an LNWR signal box, originally from Yorton after the original was demolished. The replica name plate at Bridgnorth is made of fibre glass, although it is not known if it was moulded from the original or even if the original still exists. The SVR trains new signalmen at the Kidderminster Signalling School, located above the carriage works.

The complex comprises a series of station buildings including a type 4, standard roadside station, erected in 1875; a type 11, station building, duplication, erected in 1913; a type 3 signal box, with a timber skillion roof building on platform, completed in 1913; an out shed, completed in 1913; and a per way shed of corrugated galvanised iron, that is no longer extant. Other structures include brick platform faces, erected in 1875 and 1915; and a dock platform. Artefacts include closing keys for signal frame, (AA08), signal box - the signal box was decommissioned (prior to 2004, date unknown).

The 1959-built signal box The first signal box was built between the main and branch lines in 1875 and from 1887 had to control the entrance to the engine shed which was in front of the box. The line from Yeovil to Exeter was already double track but the Exmouth line had only one until 31 May 1908. The lever frame had to be extended in 1927 to accommodate the extra levers for track alterations to serve the enlarged engine shed. On 15 November 1959 a new brick-built 64-lever signal box with flat roof was brought into use.

On weekdays, there are trains approximately every 30 minutes between London Waterloo and Alton and between Ascot and Aldershot. On Sundays, trains run every 30 minutes between London and Alton and every 60 minutes between Ascot and Guildford.GB eNRT 2015-16 Edition, Tables 149 & 155 (Network Rail) Train movements in the Ash Vale station area and the junction beyond were controlled by Ash Vale Junction signal box. The signal box, complete with its four residents and cover staff, operated 24 hours a day 364 days a year from a traditional signal box on the junction itself.

A line of railway is controlled by signalmen in a series of signal boxes. Typically each signal box is equipped with a home signal, which controls the exit of an absolute block section, and a section signal which controls the entrance to an absolute block or intermediate block section. Both of these are stop signals, and are capable of showing clear or stop. The extent of the line from the rearmost home signal to the most advanced starting signal controlled from the same signal box is called station limits at that signal box (this does not necessarily refer to a passenger station).

Typically, a signal box with an intermediate block section will have a home signal (and associated distant signal), starting signal and an intermediate block home signal which has its own distant signal. The line from the starting signal to the intermediate block home signal is called the intermediate block home section. The line from the intermediate block home signal to the home signal of the next signal box on the same line in the same direction of travel is the absolute block section. To clear the intermediate block home signal a "line clear" is required from the signal box in advance.

Coal Stage Signal Box is of aesthetic significance as an excellent and intact example of the traditional larger timber elevated signal box. The place has potential to yield information that will contribute to an understanding of the cultural or natural history of New South Wales. The Signal Box has a high level of both technical and research potential for its ability to demonstrate characteristics and design requirements of standard elevated timber boxes of the 1920s as well as changing technology in the signalling system. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales.

Former signal box "Buf" in 2007 Until 2012, the station had a relay interlocking of the SpDrL30 class built by Standard Elektrik Lorenz. Since 2007, the control and monitoring of turnouts and signals has been carried out by the "Of" signal box in Oberhausen-Osterfeld. In addition to the old signal box, an area computer was installed that controls not only the station but also the Marl CWH siding on the Gelsenkirchen-Buer Nord–Marl Lippe railway as well as the operating points of Gladbeck West and Westerholt, which are located on the adjacent Oberhausen-Osterfeld Süd–Hamm railway.

The cast iron nameplate on the signal box read "IRON BRIDGE & BROSELEY SIGNAL BOX" (Iron and Bridge being separate words without hyphen). Although thought by some people to have been closed as part of the Beeching axe in 1963 its planned closure pre-dated his report. Prior to its closure rationalisation took place in the form of closure of the signal box, removal of the upper portion and relocation of the token instruments to the Station Master's office in the main station building. thumb Virtually all traces of the station platforms, station building and goods shed have been swept away.

Runcorn signal box Runcorn signal box is a railway control building sited at the south end of Runcorn railway station in Cheshire, England. It is located to the west of the West Coast Main Line and the branch line to Folly Lane. The signal box is recorded in the National Heritage List for England as a designated Grade II listed building. It was built by the London, Midland and Scottish Railway (LMS) in the early years of the Second World War incorporating the specifications of the Air Raid Precautions (ARP), and was one of the first of such signal boxes to be operational.

Maggs says that this took place on 17 June 1930 and Mitchell and Smith say that the signal box and the northern points were removed in 1930 and the loop became single ended. On 27 March 1960, the signalling system on the line reverted to "one engine in steam", with the Lyme Regis signal box being reduced to ground frame status.

The Nf signal box is located south of the station building and was used exclusively for the Main-Weser Railway. It is built to the design known as Sp Dr S60. The Aar–Salzböde railway also had a small signal box in the station building. This, however, has not been used since the abandonment of all traffic on the line in 1995.

The station opened on 20 September 1847 by the Edinburgh and Northern Railway. To the northwest was the goods yard and at the north end of the southbound platform was the signal box. The station closed to both passengers and goods traffic on 15 September 1958. The signal box stayed open until 1965 and the station buildings survived until the 1980s.

Kensington Vicsig The Platform 1 station building was constructed in 1886, as was the signal box. The gates at the level crossing were replaced by boom barriers in 1966. The signal box is located at the Up end of the station, just past the level crossing. A siding is also located at the Up end, used for the nearby grain silos.

In 1892 the Great Western Railway added a signal box next to the station building, very similar to that at . A large Cotswold stone goods shed stood at the Fairford end of the platform, a few yards from the signal box. The station had a goods yard that handled significant goods traffic. It had two sidings (later three) and a 1-ton crane.

1168 yards away on the Manchester Lines (Up and Down Manchester) was Sydney Bridge signal box. As on the WCML, Track Circuit Block was operated on these lines. The train describer for these lines can be seen to the right. On 5 June 1959, Sydney Bridge was closed and replaced by Sandbach Power Signal Box (PSB) (4 miles 869 yards away).

Doncaster station with the PSB to the left of the line Doncaster PSB (Power Signal Box) is a signalling centre on the East Coast Main Line (ECML) railway in the United Kingdom, principally covering the line from London to Edinburgh but also encompassing other lines diverging and converging to the ECML. The signal box celebrated its 25th birthday in 2006.

Two local dispatchers control operations on the Tiefenbroich–Duisburg-Wedau and the Duisburg-Mannesmann–Mülheim (Ruhr)-Speldorf sections. In the summer of 2008, the Mathilde signal box took over control of the departure yard from Duirburg-Ruhrort port station. All other DB signal boxes there are now closed and replaced by electrically operated points. A signal box at Duirburg port remains in operation.

Deal's rare art deco signalbox dates from 1939 Deal retains its semaphore signals at the station and at Victoria Park. The signal box moved from the platform to the Western Road level crossing in 1939. It is a good example of a Southern Railway odeon/art deco ‘glasshouse’ signal box (a Type 13). One siding remains, occasionally used for infrastructure trains.

RETB was commissioned between Crianlarich and Taynuilt on 27 March 1988. Taynuilt signal box did not close until 24 April of that year, when the RETB spread west to Oban. The redundant signal box was later relocated to the opposite end of the station, where it is currently in a semi-derelict state. The Train Protection & Warning System was installed in 2003.

Planning began in the 1970s, not just for rationalisation, but also to set out the requirements for the planned high-speed railway to Munich. Shortly before the signal box was opened, a new, million deutschmark, departure board went into service in the Mittelhalle, that was controlled by the new signal box using computers.Meldung Zentralstellwerk and rechnergesteuerte Abfahrtstafel für Nuremberg Hbf.

From opening North Wootton had a single track but in 1885 a passing loop and second platform were added. A signal box was provided at this date. However, further increases in traffic saw the line doubled in 1899 and a new signal box was provided in 1901. In 1923 following the grouping North Wootton became a London and North Eastern Railway station.

The station opened on 1 May 1889 by the North British Railway, opening after the second Tay Bridge was built. On the eastbound platform was a signal box that has 'Tay Bridge North' on it, replacing the old one. This signal box closed in 1928. To the east were a group of sidings on the north and south sides of the station.

A signal box remains to control Station Road level crossing and a passing loop on the long section of single track railway between and . A 1912 Railway Clearing House Junction Diagram showing (centre) railways in the vicinity of Chard Junction (lower centre) Although no longer a station nor a junction, the name 'Chard Junction' still appears on the signal box and official maps.

The station was then rebuilt as a branch point. The mechanical signal box was replaced by the relay interlocking in Rosenheim station in 1977.

Nearby, new commercial premises have been built, including a large Tesco Extra supermarket. To the west of the station is Foley Crossing signal box.

It closed again to passengers on 3 October 1921 but remained open as a goods depot until 1967. The signal box closed in 1959.

From 1890 until 2 November 1979, situated at the southern end of the Wrexham-bound platform, a 20-lever signal box was in use.

On the southwest side a small signal box house was built in 1920. There is architectural evidence that it was designed by Heinrich Metzendorf.

A second signal box is used as part of a signalling display in the yard and was formerly used on the S&DJR; at .

The original Great Southern & Western signal box remains extant, being used to house operator of the adjacent manual level crossing on the R706 road.

The signal box closed on 14 April 1984. The station is unmanned; a PERTIS 'permit to travel' machine is located on the up platform.

Although the wooden buildings on the platforms have gone the platforms, and some other buildings such as the station house and signal box remain.

Meanwhile, the switchman from the signal box in Stéblová informed the station dispatcher that train 608 had just passed him, leaving the station area.

A Melton Constable concrete works product that is Cromer Beach signal box (the base blocks) is now grade II listed and a working museum.

Some shots of Shrewsbury station and the signal box in 2010. Severn Bridge Junction signal box, at the south end of the station and built by the LNWR, is the largest surviving mechanical signal box in the world, with a frame accommodating 180 levers, and is a listed building. Whilst the line beyond Abbey Foregate signal box to Wolverhampton has been updated to electronic signalling, Shrewsbury itself is set to remain lever operated for the foreseeable future. As a result of Shrewsbury's joint (GWR/LNWR) history, and having been transferred at different times between the Western and London Midland regions of BR and more recently Network Rail - it is now in the Great Western territory again - the signalling is a diverse mixture of lower-quadrant and upper-quadrant semaphore signals, with a few colour lights too.

The advent of such technological advances gradually led to the provision of an enclosed workspace known as a signal box, signal cabin or interlocking tower.

The disused station platforms remain at the site, but all station buildings have been demolished and the signal box will be demolished in October 2020.

By the river mouth, the former north signal box from Stratford was relocated to Waitara in 1960 as a clubhouse for the Waitara Boating Club.

The signal box closed in 1946 and was replaced by ground frames. The station closed to both passengers and goods traffic on 3 May 1965.

The line to Wadebridge was truncated at the road just beyond the signal box in 1981, and the line closed completely on 3 October 1983.

Freight facilities were withdrawn on 7 October 1968. The signal box closed on 14 April 1984. A refuge siding was located on the down side.

In 1885, hand-operated railway gates were added at Lydiard Street, along with the "B" signal box used to operate it on the western side.

Trefeinon railway station was a station to the south of Trefeca, Powys, Wales. The station was closed in 1962. The station had a signal box.

The old signal box Opened on 20 January 1857 by the Great Western Railway with the section of their route from to . This completed the Wilts, Somerset and Weymouth line from , the first part of which had opened in 1848. The station consisted of two platforms with a flint station building and goods shed at the south end. A signal box was added later.

The block signal in Marl CWH allows higher utilisation of the single-track line. Since 2007, both interlockings have been remotely controlled by electronic interlocking "Of" in Oberhausen- Osterfeld station, the existing systems were replaced by Bereichsrechner (area computers). Marl Lippe Junction initially had its own signal box of DrS2 class. After 1986, it was controlled from signal box "Hf" at Haltern am See station.

From the time of its opening in 1894, the West Highland Railway was worked throughout by the electric token system. Shandon signal box, which had 15 levers, was situated at the south end of the island platform. The signal box and crossing loop were taken out of use on 2 April 1967. The single line was subsequently realigned through the site of the island platform.

The brick platform also dates from 1884. The asphalt surface is modern. ;Signal Box (1938) The signal box is a simple square structure with a hipped roof clad in corrugated iron and timber framed walls clad in fibro. ;Goods shed (1884) The goods shed is a large rectangular structure with a gabled roof clad in corrugated iron extending to form awnings on either side of the building.

The station opened on 11 August 1857 by the Leven and East of Fife Railway. To the north was a good yard and to the east of the eastbound platform was the signal box. It was replaced in 1894 and was situated at the east end of the westbound platform. The station closed on 6 September 1965, with the signal box closing in the same year.

At the end of the station, there was a signal box that was used up until the mid 1980s. The box was damaged by the salt air coming from the nearby sea and the box was dangerously unstable, therefore Seaford signal box was demolished in February 2002. Only Platform 2 remains in operation. Platform 1 is still visible but the tracks have been removed.

The line is controlled from the signal box at ; only one train is allowed to operate on the line at any time. Trains travelling towards St Ives are described as 'down trains' and those towards St Erth as 'up trains'. There are three public crossings on the line. 'Western Growers Crossing' is a crossing at St Erth which the signaller can see from the signal box.

Bidston had four signal boxes in 1899. These signal boxes were situated alongside the Dee, West, East and North junctions. The nearest to the station was the Bidston Dee Junction box. The second Dee Junction signal box was built in the 1930s by the London, Midland and Scottish Railway, and was much larger than the earlier signal box which had been built by the Wirral Railway.

Coal Stage Signal Box is relatively rare as an operating box of this vintage. The place is important in demonstrating the principal characteristics of a class of cultural or natural places/environments in New South Wales. The Signal Box is a representative example of traditional timber elevated signal boxes of its design. Other examples at Homebush, Parramatta, Mount Victoria, Hamilton, (brick) Lithgow Yard, Katoomba, Newnes Junction (weatherboard).

Milngavie signal box was situated to the south of the station, on the east side of the railway. It opened in 1900 when the line was doubled. A new lever frame with 35 levers was installed in 1959. The signal box was closed on 21 October 1990 under a resignalling scheme that saw control of the whole North Clyde Line transferred to Yoker Signalling Centre.

The station opened on 2 March 1891 by the Caledonian Railway. The signal box, which opened with the station, was to the west of the westbound platform and the goods yard was to the south. To the north were sidings as well as Lanarkshire steel works. The station closed on 4 January 1965 and the signal box was replaced by Lanarkshire Signalling Centre in 1972.

The station opened on 9 December 1847 by the Edinburgh and Northern Railway. It was a short lived terminus of the Newburgh and North Fife Railway, until opened five months later, with a siding that served a loading bank to the west and a signal box also to the west. The station closed on 17 May 1848. The signal box outlived the station, closing in 1904.

The signal box on the main line platforms was replaced in 1982 but it continues to be known as 'Chard Junction', despite the lack of any kind of junction since 1966. Adjacent signal boxes are now located at eastwards, and westwards. As part of signalling modernisation the signal box is due to close as it will be controlled remotely from Basingstoke (info sourced 2012).

Other special trains at public events run at up to . Typically, UK heritage railways are limited to a maximum speed of . In 2004, a new signal box at Quorn opened, at that time the only preserved box in the UK with a double track on either side. With this new signal box, a train can, in theory, be dispatched from Loughborough every 10 minutes.

Until this time, access to the two platforms was controlled from the original Eastern Counties Railway signal box still sited on the southbound platform to this day. Until this occurred, North Weald was the last section of the Underground network to be signalled using mechanical semaphore signals. Although disused, the illuminated track diagram in the signal box continued to show the progress of trains until its closure.

All signalling control was centralised in the Quedlinburg-Ost (east) box (Qo, on the Frachtstraße level crossing). This was a mechanical signal box of the E/GS II type. The third signal box in Quedlinburg was located in the area of Quedlinburg-West (Qw) and was responsible for the Quäke marshalling yard. Qw had reduced responsibilities with the abandonment of the Blankenburg–Quedlinburg railway and its station.

It had a stop in Running Creek called Dulbolla station (). The Glenapp railway signal box is located on the eastern side of the Brisbane-to-Sydney railway line at Running Creek (). The hut was established in 1930 and is only one of a few remaining intact in the country. Having been made redundant due to automation, it was proposed to demolish the Glenapp signal box in 2007.

The second eastern platform was not added until 1906, together with a connecting foot bridge. The standard- pattern GWR medium-scale signal box was also added at the end of the platform, operated via a 25 lever stud-locking frame. On 10 June 1936 the line was doubled from here to Norton Fitzwarren, resulting in the signal box being upgraded to a 32 lever frame.

The Loftus Junction railway signal box is a heritage-listed disused railway signal box on the Illawarra line at Loftus in the Sutherland Shire local government area of New South Wales, Australia. It was built during 1886. The property is owned by RailCorp, an agency of Government of New South Wales. It was added to the New South Wales State Heritage Register on 2 April 1999.

There were two signal boxes for Llanymynech, one immediately to the north, and one on the loopline junction south of the station, where the CR mainline became single track to , just before crossing the River Vyrnwy. As part of the agreement for the Potts deviation, the GWR rebuilt the northern signal box in 1895. There were two road bridges north of Llanymynech, making visibility of trains approaching from Oswestry potentially difficult from a standard height signal box. They hence built a customised signal box with a floor height of just above rail level, enabling a signal man of average height to see the complete station view.

The station was opened as Bridge End in June 1872. From 1885, the station had a signal box towards the southern end of the Wrexham-bound platform, which was named Caergwrle Castle Station signal box from 1898 until 1972, On 1 January 1899, the station itself was renamed to Caergwrle Castle, with the & Wells suffix being included from 1 October 1908. By 1912, the station had a lengthy siding, extending to the north-west, to the Lascelles and Sharman brewery. The station was renamed from Caergwrle Castle & Wells to Caergwrle on 6 May 1974, and the signal box was closed on 28 November 1982.

The first Goulburn Junction signal box was at 95.4 kilometres from Spencer Street. Just south of the Goulburn River bridge, it was opened in October 1886 to control the points and signals at the end of the double line from Melbourne. The double line was not continued further north into Seymour due to the cost of duplicating the river bridge. In August 1925 the signal box was abolished when remote control was provided from Seymour 'A' signal box, and the junction itself was eliminated in May 1942 when the double line was extended over a new bridge into Seymour, to the west of the existing bridge.

As such, the signal box has strong associations with the surrounding industrial history of Lithgow, and remains as an important element in the evolution of railway operations in the area. Lithgow Coal Stage Signal Box was listed on the New South Wales State Heritage Register on 30 August 2013 having satisfied the following criteria. The place is important in demonstrating the course, or pattern, of cultural or natural history in New South Wales. Lithgow Coal Stage Signal Box is of historical significance as one of the largest and most intact traditional timber signal boxes remaining in the State and continues in operating condition dating from 1925.

The station opened on 9 May 1910 by the Great Western Railway. The station was closed to passenger traffic on 22 March 1915 as a war-time economy measure, and to goods traffic in 1918 along with the station signal box. However the station and signal box were re-opened on 9 July 1923 to both passenger and goods traffic - the resumption of activity lasted a little over two years, and the closure of the signal box on 21 September 1925M E Quick, Railway Passenger Stations in England Scotland and Wales—A Chronology, The Railway and Canal Historical Society, 2002, p. 154 marked the final closure of the station itself.

A mechanical lever frame inside the signal box at Knockcroghery in Ireland Mechanical railway signalling installations rely on lever frames for their operation to interlock the signals, track locksWolfgang Fenner, Peter Naumann, Jochen Trinckauf: Bahnsicherungstechnik: Steuern, Sichern und Überwachen von Fahrwegen und Fahrgeschwindigkeiten im Schienenverkehr, John Wiley & Sons, 2011, , p. 89 and points to allow the safe operation of trains in the area the signals control. Usually located in the signal box, the levers are operated either by the signalman or the pointsman. The world's largest lever frame (191 levers) is thought to have been in the Spencer Street No.1 signal box in Melbourne, Australia, which was decommissioned in 2008.

The old signal box St Austell was a passing place from the opening of the Cornwall Railway and rudimentary signalling was provided operated, as was usual at the time, by men who had to walk between the different signals and points, and the level crossing at the west end of the platform. A signal box was eventually provided at the west end of the station on the south side of the line. The line was doubled towards Par on 15 October 1893 and towards Burngullow on 26 March 1899. Around 1905 a new Great Western Railway Type 7C signal box was built on the opposite side of the line.

Ascot had four signal boxes until the 1960s - "A" and "B" boxes controlled the main station, West box controlled the racecourse station and "Drake & Mount's Siding" the carriage sidings east of the station.Ascot 'A' Signal Box diagramSignalling Record Society; Retrieved 13 April 2016Ascot 'B' Signal Box diagramSignalling Record Society; Retrieved 13 April 2016Ascot West Signal Box diagramSignalling Record Society; Retrieved 13 April 2016 The line through the station is now under the control of the panel box at . When BR sectorised itself in the 1980s, the station was made part of Network SouthEast. In 1982 a fire severely damaged the station buildings on the "up" (London-bound) side.

The Mantle Lane Signal Box has stood for more than a century overlooking the railway bridge on north side of Memorial Square. Opened in 1910, this is a 'Midland Railway Type 4c box', fitted with a 28 lever frame. Another signal box, dating from 1907, and which had stood at the crossing on Hotel Street, was dismantled several years ago and re-erected in the grounds of the Snibston Discovery Park.Information board in front of the signal box in Snibston Discovery Park Marlborough Square Methodist Church, built 1903 The Market Hall, housing the town's general market, was constructed in 1975 at a cost of approximately £300,000.

The signals were initially controlled by "policemen" who walked to each signal to change it, but from 1894 they were controlled from a wooden signal box at the west end of the westbound platform. This was replaced in 1923 by a brick-built signal box towards the opposite end of the eastbound platform. From 17 December 1973 this was a "fringe box" to the Panel Signal Box at Plymouth railway station, when the signal boxes at Brent and other intermediate locations were closed. Totnes itself was closed on 9 November 1987 when new multiple-aspect signals were brought into use, controlled from the new signalling centre at Exeter.

In some cases, physical changes in the work environment also followed these studies, including changes in the design of signal box lighting, seating and signalling equipment.

This saw the end of one of the few remaining sections of single-track main line controlled by tokens. The Cromer signal box has been preserved.

The signal box opposite the platform remained in use until 1969 when Alveley colliery closed and freight traffic ceased. The station site was disused until preservation.

The station closed on 1 January 1917 but reopened on 1 April 1919 before closing permanently on 16 June 1947. The signal box closed in 1952.

1880s track workers at Kimberley, showing the station, signal box and goods shed. Kimberley Park station, 1998. Kimberley Park station, 2008. Kimberley's Ballast Pit Yard, 2019.

The former signal box building has been preserved, but is no longer used. The Merode block post was established at line-km 46.5 in 1965/1966.

The sealed entrances and windows of the station's upper floor The distinctive signal box overlooking Norwood Road and a similar signal box at the northern end of the station were demolished in 1956 and replaced by a single signal box adjacent to the north junction. The replacement signal box was in use from June 1956 until December 1981, when its functions were transferred to Victoria; the building still exists and is used by railway staff. The signalling at Herne Hill was upgraded from semaphores to colour lights on 8 March 1959 as part of the Kent Coast electrification plan. By 1959, the pattern of commuter services at Herne Hill had taken the shape it held into the 21st century: all-stops trains from Victoria to Orpington and from the City of London to Wimbledon and Sutton (but, unlike the modern Sutton Loop, via West Croydon).

The signal box was put out of operation until 21 March 2016 by a fire in the control room in the early morning of 4 October 2015.

The station consisted of a substantial brick station building and a signal box. It was demolished in the 1980s, you can still see some of it today.

The building was demolished in 1972. The immediately adjacent signal box and crossing keeper's house was demolished in 1991. These buildings were replaced by a parking area.

The signal box remained in service until 21 October 1988 when automatic half barriers were introduced on the level crossing at the west end of the station.

Originally built as a double line, it was singled in 1969 when Gloucester Power Signal Box took over control of the main line south of Barnt Green.

Former Signal box Vlt in 2015. Velten (Mark) is a railway station in the town of Velten which is located in the Oberhavel district of Brandenburg, Germany.

In 2012 Abellio Greater Anglia took over operating the franchise. The former Berney Arms signal box is preserved at Mangapps Railway Museum in Burnham-on-Crouch, Essex.

Dumfriesshire LXII.7 (Annan; Cummertrees) Publication date:1931. Revised:1929 The 1938 OS map shows a signal box on the northern side of Newbie Junction.Dumfriesshire Sheet LXII.

T.C. on Down Line as blocked (twin red lights). In the UK, the interrupter is shown on signal box diagrams as two closed triangles inside the points.

The passenger station closed in 1951 when the railway became a goods-only line.Hall 2009, p. 89 After this, the signal box also closed down.Chapman 1984, p.

The goods yard was closed to traffic in 1964, but was used for coal deliveries for another year. In 1966 the signal box was closed and demolished.

The forecourt and landscaped approach to the station entrance, the weighbridge, signal box, goods shed and water reservoir are also heritage-listed. All structures were reported to generally appear in good condition as at 18 July 2013, apart from the disused subway, which was in poor condition. The station group including the station buildings, platforms, stationmaster's residence, signal box, and other structures have a high level of integrity.

Rear of the station in 2009 The complex comprises a type 2 brick station building that was completed in 1877. The building was restored in the early 2000s. A signal box was completed in 1878; and a separate signal box constructed , timber with skillion roof, removed . The type 3 brick station master's residence was completed in 1877 and was sold in November 1994 and is now privately owned.

Timber sash windows have moulded surrounds and sills. ;Signal Box (1917) The signal box is a simple square structure with a skillion roof clad in corrugated iron and timber framed walls clad in fibro. Some signalling equipment is still evident. ;Goods Shed (1884) The goods shed is a large rectangular structure with a gabled roof clad in corrugated iron extending to form awnings on either side of the building.

In 1992, the signal box at Aynho Junction was closed and replaced with modern signalling controlled from Banbury South signal box; the box was demolished in 2002. As part of these renovations, BR installed the advanced Automatic Train Protection (ATP) system, mainly as a trial with a view to rolling it out nationwide. However, privatisation intervened, and the Great Western Main Line was the only other line to be so equipped.

The station was rebuilt in 2007 as a Premium station, as part of the extension of the electrified line from Broadmeadows, with a signal box, stabling sidings and crossover between lines also provided.Craigieburn Signal Box Vicsig Former train operator Connex began electrified train services to the station on 30 September 2007. In April 2009, the building on Platform 1 was demolished, and rebuilt to a similar design to Platform 2.

In common with other SVR stations Kidderminster Town is comprehensively signalled. The Signal Box reuses the sign from the former Kidderminster Station Signal Box whilst the lever frame is from Acton Yard. Most lines under the signal box's control are track circuited, the notable exception is No. 1 engine line. The line between Kidderminster and Bewdley South is worked by acceptance lever, thus avoiding the need for physical tokens.

The signal box built in 1919 is a good example of an elevated timber signal box, representative of other similar structures in the network. Picton railway station was listed on the New South Wales State Heritage Register on 2 April 1999 having satisfied the following criteria. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales. This item is assessed as historically rare.

Electronic interlockings were installed in Eisenach and Neudietendorf and another was later installed at Erfurt Hauptbahnhof. The Neudietendorf electronic interlocking controls all signals and turnouts on the section from Erfurt- Bischleben to the approach to Wandersleben and the Eisenach electronic interlocking controls the Wandersleben–Gerstungen section. The section from Gerstungen is supervised by the track plan signal box in Bebra. In exceptional cases, the unstaffed signal box in Hönebach is staffed.

Shildon Railway Station The Grade II listed signal box at Shildon believed to have been designed by Thomas Prosser. Shildon Station is an unstaffed railway station managed by Northern. The signal box was built in 1887 (with alterations made in 1928 and 1984) and was possibly designed by Thomas Prosser is grade II listed. The station is served by the Bishop Line which runs between Bishop Auckland and Darlington.

Rail traffic in the Homebush area has been controlled from the adjacent Strathfield signal box since 1983. From 1893 to 1928, a large mechanical signal box controlled traffic through Homebush. This building, situated to the south west of the station, opposite Homebush Public School, still stands. From 1928 to 1983, a pistol grip power box situated immediately to the west of platforms 1 and 2 was in use.

Maidstone West has a signal box — located at the southern end of the station — which is used as the point at which the mileage measurements and the "Up" and "Down" directions to London change.Marsden, Colin J. Route Recognition: 1 — Southern Region (1985), pages 124-125. Ian Allan Ltd, Shepperton. South of the signal box, the distance from London is measured via Paddock Wood, and the Up (towards London) direction is southbound.

Banavie signalling centre opened on 14 June 1987 when it replaced the old Canal Bridge signal box. The Radio Electronic Token Block signalling was commissioned on 6 December 1987. The control centre covers train movements as far south as Helensburgh and Oban and Mallaig to the west. Local train movements in Fort William and the nearby freight yard at Inverlochy are controlled by the mechanical signal box at Fort William Junction.

Elgin West signal box was the most northerly manual box on the UK railway network (all those to the north of having been closed back in the 1980s when the station area was resignalled and RETB working introduced on the Kyle and Far North lines),Railscot - Elgin West signal box www.railbrit.co.uk; Retrieved 2013-12-22 until it closed along with other boxes on the line on 7 October 2017.

The signal box adds significance to the group and is itself a good example of a later elevated signal box. The Muswellbrook railway station was listed on the New South Wales State Heritage Register on 2 April 1999 having satisfied the following criteria. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales. This item is assessed as historically rare.

The seventh steepest main line bank on the British mainland, with a constant initially between 1 in 45 and 1 in 70 before easing to 1 in 90 and then increasing to 1 in 65. Leaving Totnes station, the line immediately climbs past the site of Tigley signal box and on to the site of Rattery signal box, a distance on 4 miles and 50 chains (7.44 km).

The line is controlled by 2 signal boxes. The eastern part of the line up to and including Wennigsen station is controlled by the Weetzen relay interlocking and the section from Egestorf to Bantorf is controlled by the signal box in Barsinghausen station. Another signal box, located in Haste station, controls only the area of the local station. H/V light signals are used throughout the line, some of compact design.

Site of the disaster photographed in 2014. Left to right: up loop; up main (where the first collision occurred); down main; down loop. The signal box was on the outside of the up loop. The disaster occurred at Quintinshill signal box, which was an intermediate box in a remote location, sited to control two passing loops, one on each side of the double-track main line of the Caledonian Railway.

A signal box at Camborne station had been built on the eastbound platform next to the level crossing in 1895 and but closed on 8 June 1970, since when the signalman at Roskear Junction has monitored the level crossing at Camborne by CCTV. The reason for retaining this signal box was that it also controlled the goods branch line to North Roskear, but this closed in July 1983.

Habrough railway station serves the village of Habrough and the town of Immingham in North East Lincolnshire, England. It was built by the Great Grimsby and Sheffield Junction Railway in 1848. Up until 1988 there was a signal box at the station on the south side of the track and east side of the road with manually-operated gates. It was of typical Great Central Railway signal box design.

Clients of the hydro were met by the hydro's horse-bus, and later by motor-bus, up until some time after the first world war. The station was opened to goods traffic in 1888, and trailing access sidings were provided on the down side for this purpose. A new signal box was opened in 1901, situated at the Ilkley end of the northern platform. The signal box closed in December 1965.

A replica signal box was constructed for this crossing but has now been installed at Pen y Mount to control the junction with the Welsh Highland Heritage Railway.

Diagram of a Bahnbetriebswerk Key: 1 - Water crane, 2 - Coaling point, 3 - Signal box, 4 - Roundhouse, 5 - Locomotive repair shop, 6 - Washout equipment, 7 - Inspection pit, 8 - Turntable.

The signal box is now managed and run by volunteers of the Bideford Railway Heritage Centre and is open to the public on occasional Sundays and Bank Holidays.

A typical signal box layout. The crossover and level crossing are protected by the home signal, while a starting signal guards the entrance to the next block section.

Since the Bodmin Road Signal Box was closed, the sidings at Bodmin Parkway connecting to the Bodmin and Wenford Railway are controlled by the box here at Lostwithiel.

Selside lies on the Settle to Carlisle railway line. The Selside signal box, built in 1907, was moved in 1976 from the line to Steamtown Carnforth in Lancashire.

The station had a signal box set back from the platform, and a combined waiting room and ticket office. The goods yard had a weighbridge and several sidings.

The station was controlled by a signal box situated by the level crossing at the end of the platform, which lasted until the final closure of the line.

Meanwhile, in 1998 and 1999, a new signal box was constructed on behalf of the SBB CFF FFS. The architects of this striking building were Herzog & de Meuron.

The Lowestoft Train by Malcolm R White The bridge is operated from the 1904 Reedham Swing Bridge signal box. In a typical year, it is opened 1,300 times.

Holmes was charged with manslaughter and found guilty, but was given an absolute discharge – a decision strongly supported by both the jury and by public opinion. The railway company was criticised for its cavalier treatment of Holmes, and there had been contributory negligence; by the Otterington signalman who knew of Holmes' condition and took no action when there was silence from his signal box for nearly a quarter of an hour, and by the crew of the goods train who remained halted outside Holmes' signal box for several minutes without sending a crewman to the signal box in accordance with Rule 55 to ensure that their train was properly protected by the signals and block instruments.

The signal box at the station exit, autumn 2015 Leipzig-Wahren station did not receive a central signal box, only a signal box at its exit with a track-diagram relay interlocking of the GS II DR type. Also, colour- light signals were not installed throughout the station and were essentially only used as entry signals and on the passenger tracks. Electrodynamic track brakes were installed on the marshalling-yard hump. In the middle of the 1970s, a workshop for the training of electric signal mechanics was set up in the rooms of the former station restaurant in the entrance building by the vocational school of the Reichsbahndirektion (Railway division) of Halle.

Auburn railway signal box is significant as the first of a series of four elevated power signal boxes needed for track amplification works from Auburn to Blacktown during the 1950s, designed as a cohesive group in a post-World War II period functionalist style. The signal box is a good example of this last group of signal boxes to be built to a standard railway design in NSW and it remains in operation in 2009. It has a high degree of intactness and retains its original operational equipment including the CTC panel, desk and illuminated panel. Auburn Railway Signal Box was listed on the New South Wales State Heritage Register on 2 April 1999 having satisfied the following criteria.

The signal box pictured in 2009 Built in 1904, Princes Risborough North Signal Box, located towards the northern end of Platform 3, is the largest surviving Great Western Railway signal box in the country. It closed in 1991 when modernisation of the line moved signalling operations to Marylebone and became a Grade II listed building after a successful public campaign to save it from demolition. The Chinnor and Princes Risborough Railway Association were granted an agreement with National Rail allowing them to maintain the box and undertake restoration work after a period of neglect left the box damaged by weather and vandals. Work had previously ceased in 1998 due to safety concerns but was resumed in 2013.

The signal box located here has long since vanished, but traces of the third platform are still visible and a run-round loop is available for loco-hauled trains.

Publication date: 1871. In 1902 the Knockdhu Distillery is shown with sidings, goods shed, signal box and two platforms with a footbridge.Banffshire Sheet XV.NW (includes: Grange). Publication date: 1905.

Tributes to rail expert Robin, 50 Frizinghall signal box, which was removed in 1971, is preserved in working order at Damems Junction, on the Keighley and Worth Valley Railway.

The Cambridge signal box now controls the modern electronic interlockings which operate the lightweight LED signals, while the level crossings have been fully automated with barriers and warning lights.

The entrance building of Mücke station is a two-storey building. It now houses a signal box and offices, from which the rail operations in the station are controlled.

Nearby can be seen the foundations of Delph Junction signal box, where trains used to receive the token giving them authorisation to enter the single line section to Delph.

The prominent signal box on top of the island platform was removed at the same time. In 2011, the station building was demolished and replaced by a waiting shed.

The station has been controlled from the Mülheim-Styrum signal box since 1967. In addition to Styrum station, it also controls Mülheim (Ruhr) West station, Mülheim Hauptbahnhof and the subsequent sections of open line. The signal box controls a relay interlocking of the SpDrS59 class, the remotely controlled interlocking at Mülheim Hauptbahnhof is of the SpDrS60 class. The open line to Essen is equipped with an automatic block signaling interlocking of class Sbk60.

In early 2009 an overhaul of the technical infrastructure was completed. In addition to rectifying shortcomings on the running line which had become increasingly urgent since the 1990s, the station was given an automatic train detection system (automatische Gleisfreimeldeanlage) and new colour light signals. One of the two signal boxes became redundant as a result. The train director (Fahrdienstleiter) (signal box "Vf") is now based in the former pointsmen's signal box "Vo".

New automatic signalling with trainstops was also commissioned, although Waterloo signal box was retained. The City signal box was abolished, and fully automatic working implemented there; the lay-by sidings there were abolished. The new stock did not require travelling conductors, and tickets were issued at the terminals. When the line reopened as normal on 28 October, the City station was renamed Bank in conformity with the usage of the LPTB there.

The sidings in front of New Street signal box have also been removed. Still in existence is the "Royal Mail tunnel" which connected the station to the former sorting office (now called The Mailbox) in Broad Street. All signalling is controlled by New Street power signal box at the Wolverhampton or b end of the station; it can be seen at street level on Navigation Street. The station is allocated the IATA location identifier QQN.

The station circa 1900 The station was designed by Francis Thompson and opened by the Northern and Eastern Railway in 1844. The main station building was abandoned by British Railways in 1978 and remained unoccupied until being converted into a restaurant. The station was given Grade II listed status on 30 April 1971. The station's signal box, built in 1876, is one of only two surviving examples of the GER Type I signal box.

Just under a mile to the east of Royston station lies the boundary between the Network Rail London North Eastern Route and Anglia Route. All signals between King's Cross and this point are controlled by Kings Cross Power Signal Box, whilst those from here to are controlled by Cambridge Signal Box. The signalling system for the whole Cambridge line is Track Circuit block, with all main signals being multiple-aspect colour light signals.

The station had an island platform with a station building that it shared with the GNoSR. The HR had a two bay engine shed, a water tower, a turntable and two exchange sidings. A signal box was originally located on the island platform and a run round or passing loop was present. Following the cessation of passenger services the signal box was closed and one bay was removed from the engine shed.

The platform was approached from the main road by a steep footpath and the two platforms were joined by a barrow crossing. The platform contained a sizeable waiting room, and a notably tall signal box. The waiting room was fronted by blue diamond-cut setts rather than ash, whilst the area in front of the signal box was clad with wooden planks overlaying a cavity through which the rods and wires were channelled.

The signal box was situated at the east end of the station to the south of the line where there was a good view of the yard and station throat. In 1890 it had 29 levers but this was increased to 37 in 1904. It closed on 14 March 1965. A small signal box was installed at Ocean Quay in 1885 where it controlled the yard and the level crossing over Richmond Walk.

This is now the only way for passengers to cross the line at the station, since the station footbridge was taken down. The level crossing is where Aston Street becomes Aston Road. Over the weekend of 8–9 August 2015 the signal box which was located next to the level crossing was demolished. The barriers have been controlled remotely from the South Wales ROC at Cardiff since 2013 and the signal box was deemed obsolete.

Access to the platforms was provided by subway. Improvements to the station were undertaken during the late 1980s and the 1954 station has been almost completely rebuilt. The present signal box was opened on 20 June 1954 to assist in the management of traffic between Auburn and Granville when the number of main line tracks was being increased from three to five. Specifically, the signal box controlled access to Clyde down and up yards.

Long refuge sidings were provided north of the station with a 44 foot turntable being provided on the up side in 1881 in connection with the line to Wymondham opened. The station signal box was located at the north end of the down platform. A short distance to the north a second signal box called Forncett Junction was located controlling access to and from the Wymondham line some 30 chains to the north.

The signal box, which had 15 levers, was situated on the island platform. From its opening in 1894, the West Highland Railway was worked throughout by the electric token system. In 1967, the method of working between and was changed to the Scottish Region Tokenless Block system. The Down loop at Tyndrum Upper was signalled for running in either direction and the signal box was able to 'switch out' when not required.

The new Signal Box retains some original features and designs of the old one with a traditional/modern look. The old platform to the station which is largely intact marks the boundary line between both the station and the signal box. The old goods shed which sat behind the station was converted into 6 flats (St James Court). This also retains some of the original features including part of the original platform.

Block working was in force on the line; one train was allowed to occupy each section of track. The section including the station was controlled by Slough East signal box; the previous section was controlled by Dolphin signal box. Both sets of signals were set at danger behind the Windsor train. A "warning arrangement" allows Slough East to accept a train from Dolphin by giving the "Section clear but station blocked" signal to Dolphin.

The signal box is of a select non- standard elevated electric power operated type and is only the second to be built at the station. It was constructed in 1942 to provide signal and track control on the main line and the then new branch line serving the wartime munitions factories at Dunheved and Ropes Creek. The signal box was the only example built during World War II to have a flat roof.

Culgaith level crossing and signal box. The Settle- Carlisle Line is open however and the nearby level crossing and associated semaphore signalling are at present still operated through the Culgaith signal box. The station was built by the Midland Railway and opened in 1880. The station was designed by the Midland Railway company architect John Holloway Sanders. It closed when local stopping trains over the Settle-Carlisle Line were withdrawn in May 1970.

The station opened on 7 November 1859 by the Glasgow and South Western Railway. To the west was a signal box, which opened in 1878, and a siding were to the west. In 1940, ICI Nobel opened a factory at Southwick Ammunition Factory which was served by two sets of sidings in the west: Southwick Factory Siding and Maidenholm Sidings. The signal box closed in 1961 and the station closed on 14 June 1965.

With the development of signalling systems by the GWR, a signal box, with a 30-lever frame, was built to the west of the station and goods shed in 1877. At the same time another signal box, controlling the Greenland Mills level crossing to the east of the station. Although the station was conceived in the gauge wars of the 1840s, the line was finally converted to standard gauge between 18 and 22 June 1874.

The station had a single platform with a station building, a goods shed, a goods yard including cattle pens, and a 34-lever signal box. The freight service was withdrawn on 4 October 1965; the goods loop and signal box were closed on 7 December 1966. All the station buildings were demolished in 1968. Electrification of the Wickford to Southminster line using 25 kV overhead line electrification (OLE) was completed on 12 May 1986.

The entrance building is almost the same as in Burkhardswalde and Bärenstein. The sgraffito on the gable represents a peasant couple that was typical for the area. The signal box was built in a contemporary style. Niederschlottwitz was reclassified in 1999 after the extension of the second station track as a halt with block post. The elevated signal box served until the 2002 flood to protect the signal block and the neighbouring level crossing.

National award for Hardingham signal box renovation The cabin is an original Great Eastern Railway structure, recovered from Snettisham, Norfolk and restored by the owner of the private station site.

The station buildings, signal box and goods shed have survived in private ownership, but the platforms have been filled in.The Friends of the National Railway Museum, Briefing 26, June 2002.

The signal box opened in 1893. Lavernock was well-used until the mid-20th century. In 1922, it saw 14 passenger trains each weekday. Five of these were railmotor services.

It consisted of short side platforms on each of the mainlines. The signal box survived for a time after the platforms were demolished, little trace of the station now survives.

The signal box is still operational and is manned 24 hours a day 7 days a week. The station is now privately owned. The station and footbridge are both listed.

The Alsfeld signal box was built to a E 43/50 design in 1968. It is still operated by a train dispatcher and is designated with the abbreviation of "Af".

Stadtbahn trains to Pforzheim start on track 50. Mühlacker station is classified by Deutsche Bahn as a category 4 station. The signal box in Mühlacker has an interlocking of class SpDrL30.

Nowadays only the derelict platforms remain, along with the former station buildings (which are a private residence) and the signal box, which remains in use to operate the adjacent level crossing.

A ticket office based on a historical prototype, a ticket printing press, the training signal box "Frohnau" and the MKB's 'signal garden' give a glimpse behind the scenes of railway operations.

The signal box at the station was closed in 1989 when the junction of the North East and Goulburn Valley lines was moved to Seymour, and the two lines worked independently.

South Morang Rail Extension, Australia Railway Technology The signal box was damaged by fire on 1 September 1973. The current station building was provided in 1983, replacing an older wooden building.

The Wenvoe tunnel is one of the longest railway tunnels in South Wales. Traffic ceased through the tunnel on 31 March 1963 due to a fire at Tynycaeau Junction signal box.

A small wooden building served the single platform. The station also had a signal box and engine shed, and a small goods shed. The station closed with the branch in 1965.

An express train passes Bedminster in 1963. The signal box is visible in the background. The station was rebuilt in the early 1930s to enable the line to be four-tracked.

The signal box was Grade II listed in 2013 as it is one of only two of its type still standing in good condition. In 2019, it was repainted and refurbished.

A non-operational signal box building is located nearby the station. The building is largely devastated, lacking even doors or windows. No bridge or tunnel was ever present at this station.

The station opened in 1847 by the Edinburgh and Northern Railway. The goods yard, closed in 1965, was sited to the west opposite the signal box. The station closed in 1967.

This was reduced to a single track shortly afterwards. The signal box at Quainton Road was abandoned on 13 August 1967, and the points connecting to the goods yard were disconnected.

After rationalisation in the 1980s and 1990s, the signal box now controls Hamilton Junction, Beaumont Street level crossing and entry to and exit from sidings used for storing track maintenance vehicles.

Lębork station building. The station building is an old brick building, still fully operational. The ticket office is present and working. Lębork station has two water towers and a signal box.

The railway is controlled by lower quadrant semaphore signals. Access to the Network Rail mainline at Bodmin is controlled by a lever frame, under the supervision of NR's Lostwithiel signal box.

As with most stations on the Taunton to Exeter line, the platforms were moved apart in 1932 to accommodate new loop lines, and the branch was given its own side of the up platform so that trains could run on to the branch while a train stood in the up loop. It was closed to passengers on 13 June 1960 but goods traffic continued until 3 May 1965. The station signal box closed at this time, but the earlier signal box, built by the Bristol and Exeter Railway before 1876, had been retained to operate the level crossing and was not closed until 9 December 1985 when control of the level crossing was transferred to the new panel signal box at , which is the next station southwards.

The signal box disappeared after closure and the footbridge was eventually removed for use on a heritage railway. Under Peak Rail auspices, a signal box (originally at Bamford but relocated from the erstwhile Buxton steam centre) was sited at the southern end of the Up platform (see pictures), with a level crossing (Station Road) just beyond it. This signal box was merely of cosmetic use, with the crossing controlled by a crossing keeper's hut at road level (located on the Down side, and across the road from the station). In March 2008, the crossing keeper's hut was replaced by a more extensive new structure built in a traditional style, required as part of the increased signalling equipment on the railway.

Each station (not including halts) has a signal box, with Bewdley having two boxes (North and South), due to the size of the layout there (Bewdley originally being a junction station). Bewdley North signal box interior during operations All sections between Bridgnorth and Bewdley North operate using the Tyer's Electric Train Token. Both Arley and Hampton Loade signal boxes can be switched out when not required by the service, reducing wear on the mechanics and reducing the number of signalmen required to operate the line. Arley yard may be accessed with the signal box switched out due to the presence of an intermediate token instrument, which also enables a train to depart from or terminate in the yard when the box is switched out.

When the box was built in 1885 this was before the general use of electricity, and at a time when toilet facilities were considered unsanitary and placed outside of dwellings and offices. Ledbury signal box was built with an open fireplace and chimney, oil lamp lighting, and a separate outside toilet. The fireplace, now blocked off remains as does the chimney and two cast iron oil lamp ventilation ceiling roses, a "modern" toilet has been added in a square wooden extension on the balcony (see second photograph above). Note that a further signal box named Ledbury Branch Signal Box, was located on the 17.46-mile single line Gloucester-Ledbury branch, 506 yards from the main line junction west of Ledbury station.

A small signal box stood at the end of the platform, but was demolished in 1926 when this was extended. In 1934 a new signal box at the opposite end of the station, brought second-hand from Maerdy, was put into use when the line from Dunster to was doubled in 1934. The GWR was nationalised into British Railways in 1948 and from 1964, when goods traffic was withdrawn on 6 July, the line was run down until it was eventually closed on 4 January 1971. The line was reopened as a heritage railway operated by the West Somerset Railway on 28 March 1976. The signal box was moved to Minehead in 1977 but the goods yard is now home to the railway’s civil engineering team.

Works plate from a locomotive that once worked at Mauchline Colliery. The OS maps of 1895 shows only a signal box and signals at the location. By the 1920s only minor infrastructure was present as might be expected at such a remote location with the double track main line, one siding running off to a loading dock to the west, a weighing machine, small buildings and an access off the B744 road to Crosshands with a road over bridge. The signal box or cabin was situated on the eastern side of the main line with several semaphore signal posts and cross over points were present with runaway points located in the up line about towards Hurlford from the signal box.

External: A large two-storey face-brick and timber signal box with a corrugated iron gabled roof featuring simple bargeboards, turned timber finial and boxed eaves. The gable end is clad with rusticated weatherboards and has a timber vent. The signal box is located on the Platform 2 (Down side) with the floor level raised above platform level. It has 6-pane horizontal sliding band windows on the upper floor some with internal steel security mesh.

Sixteen trains per day stopped at Stanley in the 1920s. Main freights were coal and rhubarb, the latter was conveyed as far as London. Originally equipped with a Saxby and Farmer signal box, the station gained a Great Northern Railway Type 1 signal box with a 30 lever frame in 1884. In 1961 Stanley was served by passenger trains running between Leeds Central and Castleford, with some of then continuing to and from Pontefract Baghill or Goole.

The Torbay and Brixham Railway was taken over by the Great Western Railway on 1 January 1883. The lines had been built using the broad gauge, but on 21 May 1892 were closed for the weekend to be converted to standard gauge. The following year saw the platforms lengthened and a new signal box constructed. The platforms were further lengthened and a new signal box opened on 9 February 1913 to control the now extended crossing loop.

The station used to have a 14-lever signal box to the north of the Bidston-bound platform, and a goods yard adjacent to the western side of the station. The signal box was in use until 1945 and the goods yard closed on 14 May 1964. The station became unstaffed in 1969, but the main building on the northbound side has survived and is now privately owned.The Borderlands Line - The View from the Train Penmorfa.

The 1957 signal box In 1924 two neoclassical halls were added on each side of the main hall, increasing the number of platforms to 24. During World War II, the building was partly damaged (most notably the windows in the halls covering the platforms). In 1956 the station was fully electrified. One year later, Europe's then-largest signal box was commissioned, which, having been built in a contemporary style of the time has now become a listed building.

This was followed by a period of prosperity for tourism in the Black Forest, benefiting Freudenstadt in particular. In 1954, the Hochdorf guard signal box on the line towards Eutingen was closed and a central dispatcher's signal box was built. This was accompanied by a simplification of the track layout. The popularity of long-haul destinations and the shift of traffic to road transport, among other things, led to a sharp decline in passenger numbers in the 1960s.

Par signal box The signal box is located at the southern end of Platform 2 and opened in 1879. When it was first built it was less than half its current length. The original box only contained 26 levers, but the frame was replaced in 1913 when 57 more levers were added. A panel has since been added to control the section through to and as far west as the now closed Probus and Ladock railway station.

Nothing now remains of the station, signal box or siding however the entrance and car park area is still present and the line remains open.Geograph - Tauchers Halt railway station (site), Moray The distillery branch was operated by a signal box located near the road overbridge on its western side with two short sidings and associated points lying parallel to the main line. The single track branch to the distillery had sidings that supplied the loading dock area.Banffshire XIII.

In 1932, the London Midland and Scottish Railway (LMS) constructed a new signal cabin, used jointly with the Great Western Railway (GWR), which was installed on the western side of the tracks, just beyond the end of the platform. This replaced the earlier signal box in the same place. This signal box was closed on 17 September 1994 and demolished a week later. There was an active freight depot, until 1964, on the eastern side of the station.

The semaphore signals at the station were replaced with coloured lights in December 2011. The elevated signal box remains but is no longer in use, with signalling on the line operated from a control room at Gillingham. The signal box was given Grade II listed building status in 2013. Canterbury East's ticket barriers were removed in early 2011, as they were the only ones of the kind in the country and spare parts were no longer easy to obtain.

British semaphore stop signal (lower quadrant type) A stop signal is any signal whose most restrictive indication is 'danger' (which compels a stop). Stop signals are used to protect junctions, points (US - 'switches'), level crossings, movable bridges, platforms or block sections. A particular signal box may control one or more stop signals on each running line. In a traditional mechanically signalled area, it is most common for a signal box to have two stop signals governing each line.

The Lithgow Coal Stage Signal Box is a heritage-listed former railway bridge and now railway signal box at Gas Works Lane, Lithgow, City of Lithgow, New South Wales, Australia. It was designed by New South Wales Government Railways and built from 1885 to 1925 by NSW Government Railways. The property is owned by RailCorp, an agency of the Government of New South Wales. It was added to the New South Wales State Heritage Register on 30 August 2013.

The signal box is located at the Down side of Platform 1/2 of Penrith Station and is accessible from the platform side elevation of the tower. Internal: The signal box is relatively intact with its equipment including CTC panel, communication and control desk, and staff instruments. A narrow timber stair with carpet finish provides access to the control room. The internal finishes are of typical 1950s design with plasterboard panelled ceiling and timber cornices for hidden lighting.

Mount Barker Junction station opened in 1883, and consisted of a main platform with a timber station building identical to the one at Balhannah, with a tall signal box next to the building. An island platform was built as well. The timber building and signal box were replaced with the current brick building in 1943. The island platform was demolished around the time the station closed to passengers by 1984 when the passenger service to Victor Harbor ceased.

The third steepest main line bank on the British mainland, with 2 miles varying between 1 in 36 and 1 in 57. Leaving Newton Abbot station, the line is near level until Aller Junction, where the line to Torbay diverges to the left. The climb proper begins at Stoneycombe, where there was a signal box and quarry siding, and continues through Dainton tunnel to Dainton signal box, a distance of 2 miles and 17 chains (3.56 km).

Track-plan push-button interlocking (2013) The Weilheim station originally had three mechanical signal boxes. Signal box 1 controlled movements between different parts of the station precinct and was located at the northern end of the station west of the tracks. Signal box 2 was operated by the train dispatcher and was situated south of the entrance building between the local loading tracks and the station building. Both were mechanical interlocking of the Krauss class of 1902.

This allowed the reversible operation of the Down Chislehurst Loop. The 1959-"power box" remained the primary control point for these lines in this area until 12 June 1983. This date saw the expansion of Victoria Signalling Centre's scope of control as far as the boundary of Rochester signal box. Chislehurst Junction signal box retained control over the South Eastern Main Line until 1993, when it was taken over as part of the gradual implementation of Ashford Signalling Centre.

The building is square in plan and is of brick construction with a corrugated iron hipped roof. Access is by a door in the eastern wall, while the northern wall features a small window. A storage box for a wheelchair ramp is attached to the northern wall. ;Signal Box (1898) Hamilton Junction signal box is located adjacent to the main Sydney to Newcastle railway line and Beaumont Street at the Sydney-end of Hamilton railway station.

Hamilton Junction signal box forms an important element of the greater Hamilton railway precinct, controlling the main lines, level crossing gates, and (until 1924) access to the Hamilton locomotive depot. The Hamilton Junction signal box retains much original fabric, including the signal lever frame, and has been in constant use for over 110 years. The place is important in demonstrating aesthetic characteristics and/or a high degree of creative or technical achievement in New South Wales.

The Thirsk rail crash happened at Manor House signal box on 2 November 1892, on the North Eastern Railway about north of Thirsk railway station in the North Riding of Yorkshire, England.

The signal box at Crow Nest Junction (along with the signal boxes at Atherton Goods Yard & Walkden High Level) closed in March 2013 with control passing to Manchester Piccadilly signalling control centre.

The siding was controlled by a 19-lever signal box named "Belle Vue". The siding was used again during the Second World War for ammunition storage.Mitchell, V. and Smith, K., plate XXIV.

Signal box with a view. Chapter 17 In: Cameron (2006). Signal installation commenced in October 1907; the west side was commissioned on 5 April 1908 and the remainder on 3 May 1908.

Hohen Neuendorf West is a railway station in the western part of the town of Hohen Neuendorf which is located in the Oberhavel district of Brandenburg, Germany. Signal box How in 2014.

Luib signal box, which replaced the original box on 18 March 1890, was located at the west end of the station, on the north side of the line. It had 14 levers.

Since it has been used by excursion steam locomotives. The brick, elevated signal box was opened in 1956. It was among the last brick signal boxes constructed on the NSW rail system.

Cardiff-Portsmouth express passes through Lawrence Hill in 1962. The signal box is visible on the left. The station in 1964, looking south towards Church Road. This is the western two platforms.

Nearby is the type 13 signal box dating from 1938, which is also Grade II listed. It closed in 2005 when its controls were transferred to Three Bridges Integrated Electronic Control Centre.

The signal box took control of the line between the stations of Hockenheim and Neulußheim and the new line between Mannheim and Bauersbach (almost 60 km of the new line) in 1986.

A "pay and display" car park now occupies the site. There is also little or no trace of the signal box, there now being an electricity supply transformer at its former position.

Although the station is now closed, the signal box here remains in use to supervise a level crossing and passing loop on the single track section of the route between and Kirton Lindsey.

The station temporarily closed as a wartime economy measure on 1 January 1917 and reopened on 1 June 1919. The signal box closed around 1921. The station closed permanently on 28 February 1966.

As at 10 December 2009, the condition of the building and equipment is good. The Signal Box retains a high level of intactness, and its integrity is excellent due to its operational status.

Throughout its existence, the Ballachulish Branch was worked by the electric token system. Kentallen signal box was located on the Up platform, on the east side of the railway. It had 24 levers.

Throughout its existence, the Ballachulish Branch was worked by the electric token system. Ballachulish signal box was located west of the platforms, on the north side of the railway. It had 21 levers.

Throughout its existence, the Ballachulish Branch was worked by the electric token system. Benderloch signal box was located on the Up platform, on the east side of the railway. It had 24 levers.

Throughout its existence, signalling on the Ballachulish Branch used the electric token system. Appin signal box was located on the Down platform, on the west side of the railway. It had 24 levers.

To remedy the problem a 29-lever signal box was opened in 1877 to control new interlocked signals, and block signalling was introduced throughout the Bedford line, which had been extended to Cambridge.

The station has two tracks with external platforms. The lines to Ober-Roden and Dietzenbach branch south of the station at an at-grade junction. The mechanical signal box was closed in 2000.

The station is owned by the council, but Friends of Hadlow Road Station, a community organisation, has helped to restore and maintain the site. FHRS has installed a model railway of the station as it was in the 1950s in the signal box, viewable from the signal box platform. There have been various plans to restore and upgrade the facilities and as of 2018 FHRS have expressed interest in placing carriages at the station from which themed meals could be served.

A small gabled timber panelled relay room with brick base and concrete steps is located just off the west elevation of the signal box. Internal: The internal finishes of the signal box are similar to the main station building with timber board ceiling and wall linings and timber skirtings. A 40 lever type A PL interlocking machine with associated signalling equipment is the major element in the space and is still in operation. Access to the relay room is prohibited.

Carrum railway station is located on the Frankston line in Victoria, Australia. It serves the south-eastern Melbourne suburb of Carrum, opening on 1 August 1882.Carrum Vicsig A signal box is located on Platform 1, which controls a crossover to allow trains to terminate here. The interlocked frame at this signal box was abolished in 1976, replaced by a control panel, with boom barriers replacing interlocked gates at the level crossing, at up end of the station, in 1977.

Adjacent to the station building was a gentlemen's toilet and the signal box, and beyond a characteristic corrugated iron pagoda shed. Between the signal box and the station building there was also a small wooden office for the stationmaster but this was hidden by the bushes and shrubs of the station gardens. The only structure on the Down platform was a basic wooden shelter. As Witney was the principal intermediate station on the line, water columns were provided on both platforms.

After World War II and following nationalisation on 1 January 1948, the station fell under the auspices of British Railways Southern Region. The goods yard closed to general traffic on 28 December 1964 and to coal on 25 March 1968. Colour light signalling was introduced between Ladywell and New Beckenham on 4 April 1971 with signalling being controlled by the signal box at New Beckenham. The small SER signal box which was located on the up platform was closed as a result.

Eastern area of Frankenstein station with signal box in 1899 Next to the two through tracks, there was a dead-end track in the northern part of the station and another freight track in the southern part. In the eastern railway station area, there was a signal box on the north side of the railway tracks. In the meantime the facilities have been dismantled and the station has been reclassified as a Haltepunkt (halt). Remains of the northern dead-end track still exist.

West of the station a road underpass was built between Königsberger Straße and Oberhofer Weg, along with a compact, four storey-high signal box built of reinforced concrete covered with clinker bricks. The station with its pedestrian underpass and the signal box are heritage-listed as national monuments. After the incorporation of Groß- Lichterfelde into Berlin under the Greater Berlin Act of 1920, the station was renamed Lichterfelde Ost in 1925. It has been called Berlin-Lichterfelde Ost since 1936.

Later, after the government assumed control of the line, the station had a signal box built at the north end of the platform, a second loop and a back shunt. By 1947, there was only one loop and the second platform had been installed with its own passenger shelter. The back shunt and signal box were removed more recently, possibly when the WMR station building was replaced in 1967. In January 2019 a SUV was accidentally driven onto the station tracks.

Up services generally terminated at Ipswich.Bradshaws July 1922 Railway Guide Tables 274 and 286 (reprint David and Charles 1985) In 1923 the Great Eastern Railway amalgamated with other railway companies to form the London and North Eastern Railway. Two years later the signal box (1912) was abolished being replaced by a new signal box located at Sproughton Sidings some 46 chains closer to Ipswich. On nationalisation in 1948 the station and its services became part of the Eastern Region of British Railways.

Armathwaite signal box built by the Midland Railway in 1899 and restored in 1992; also traditional telegraph post The Armathwaite signal box was built by the Midland Railway and placed in service on 16 July 1899. It was equipped with a 16-lever tumbler frame. The box was decommissioned on 15 January 1983. During 1992 it was restored by the Friends of the Settle to Carlisle Line and furnished with original Midland Railway block instruments and painted in original colours.

The 1957 signal box which has since been demolished. A signal box was built in 1875 at the Exeter end of the station on the south side of the line. This was replaced by a new building on 16 June 1957 which was on the opposite side of the tracks. On 11 June 1967 the line from to was reduced to a single track but a loop line was retained at Honiton to allow trains to pass midway on this section.

The signal box, which had 16 levers, was situated at the south end of the island platform. From the time of its opening in 1894, the West Highland Railway was worked throughout by the electric token system. In 1967, the method of working between and was changed to the Scottish Region Tokenless block system. The Up loop at Bridge of Orchy was signalled for running in either direction and the signal box was able to 'switch out' when not required.

When built, the lever frame consisted of 132 levers, whilst later, 5 more levers were added at the left hand end (A,to E inclusive). Wrawby Junction was the largest manual signal box in the world to be worked by a lone signaller. Most other large signal boxes require two or more signallers. Wrawby Junction signal box is a grade II listed building, and closed on Christmas Eve 2015, control of the area being transferred to York Rail Operating Centre.

The signal box at Heighington Station The grade II listed signal box was opened 1872 and was originally commissioned by the North Eastern Railway Central Division. It is one of the earliest signal boxes in the country still in existence and it is believed that at the most only four pre-date it. The design was possibly by Thomas Prosser, the company's architect. The building fits the earliest Central Division design which the Signalling Study Group classified the design as Type C1.

On 5 February 2012, the station and most of its services were transferred to Abellio Greater Anglia. Wooden level crossing gates adjacent to the station used to be opened and closed manually by a signaller in the local signal box. However, in 2012 the signal box was closed and the crossing was renewed with automatic barriers with warning lights. On 18 August 2019, all services operated by East Midlands Trains were transferred to East Midlands Railway upon the expiry of the former's franchise.

Wymondham railway station, built in 1844, retains much of its atmosphere, including a timber signal box for semaphore signalling from 1877, in use until 2012. Almost derelict by 1988, the site was transformed by the local businessman and railway enthusiast David Turner, who restored the buildings and ran a Brief Encounter-themed restaurant on Platform 1 before retiring in 2011. The station was voted Best Small Station in the 2006 National Rail Awards. Both station and signal box are Grade II listed buildings.

Kangaroo Flat Victorian Station Histories From 1889, the station was a block point, under the Winters Block system, but it could be 'switched out' in times of quieter traffic. That status remained until 1980, when the signal box was only 'switched in' when required. In 1987, the signal box was closed, and all points and signals removed. After a fire in 1990 that caused extensive damage, the station building was left unused, and only two trains per weekday stopped at the station.

The signal box is still in use and is a block post with the adjacent signal boxes being Peterborough and Ketton, Stamford signal box having been abolished in 1983. Unusually, the level crossing gates are still opened and closed manually by the signalman. Between 1867 and 1929, Barnack was also served by the Barnack station on the Great Northern Railway line between Stamford East and Wansford. The station was more conveniently sited, but Uffington & Barnack provided the more useful services.

Moreton station opened for regular service on 2 July 1866, on the Hoylake Railway, between Hoylake and Birkenhead Docks. By 1898, the station had a small signal box towards the eastern end of the westbound platform, and a siding to the south of the station. West of the station, sidings for Moreton brickworks were added around 1903. The signal box was replaced in 1932, and moved to the north side of the tracks beyond the eastern end of the platform.

However the loop was relocated to the station in 1986 by British Rail as part of the signalling modernisation scheme that centralised control at Pantyffynnon. The level crossing being converted to train-crew operation at the same time, whilst the signal box was closed. The redundant No. 2 signal box was also relocated to the station in 1990, after closure, and restored to working order as a museum. It stands on the southbound platform and opens to the public at certain times.

In its heyday, Polegate had three signal boxes, Polegate 'A' or West, Polegate 'B' or East and Polegate Crossing. Polegate 'A' signal box was situated at the western end of the station and controlled the junction for the Cuckoo Line to Hailsham and Eridge and the goods yard. Polegate 'B' signal box, situated at the eastern end of the station controlled the junction for Eastbourne and Hastings based services. Polegate Crossing which controlled the level crossing was abolished in February 2015.

Kostheim junction: the Mainz rail bypass is on the left and the Taunus Railway is on the right Mainz rail bypass meets the Taunus railway at Kostheim junction (line-kilometre 30.8). The associated signal box building has been preserved. It stands side-gabled to the south of the tracks and was put into operation in 1904 together with the Mainz rail bypass. A few metres east of the signal box was a listed building pedestrian bridge, also from 1904, that crossed the tracks.

Staffel station: southern signal box Staffel station: northern signal box The station building was built in 1870 during the construction of the Limburg–Westerburg section of the Limburg–Altenkirchen railway (also called the Upper Westerwald Railway). The architect of the two- storey plaster building was probably Heinrich Velde. The neo-classical building is east of the tracks and originally had five parallel portals, but it was subsequently extended to the south. On the side facing the town it has a gable dormer.

Hackney Downs railway station in 1993 On nationalisation in 1948 responsibility for operating the station fell to British Railways (Eastern Region). The lines through Hackney were electrified in the late 1950s with electric services commencing operation on 21 November 1960. The original 1872 signal box was replaced by a new signal box located on platforms 2 and 3 in May of the same year. The ticket hall was rebuilt in the early 1980s along with changes to the roofs on the platforms.

The change from coal generated gas to North Sea gas saw rail traffic to the gas works cease on 22 April 1969 with the connection being removed as part of the 1971 re- signalling. Colour light signalling was introduced between Ladywell and New Beckenham on 4 April 1971 with signalling being controlled by the signal box at New Beckenham. The original SER signal box closed as a result. In 1972 the timber structure was replaced by a modern “CLASP” type structure.

Hamilton Railway Station is considered to be rare within the metropolitan north region as a relatively intact example of a late nineteenth century railway junction. Hamilton Junction signal box, in particular, is considered to be historically rare at a State level. Signal boxes are (or were) exceptionally important installations as far as railway operations are concerned. Safe and reliable handling of passenger and goods trains was paramount and the signal box and its operators were a major part of that task.

The station opened on 7 March 1864 by the Glasgow and South Western Railway. To the west was the goods shed as well as its respective sidings and a cattle dock which was built in 1894. To the north was the signal box, which opened in 1889, and a siding for the engine shed which was situated at the north end of the platform. In 1955 the engine shed closed and the signal box was replaced with a ground frame.

The old station building at Hele and Bradninch Originally named "Hele" when opened on 1 May 1844, from 1867 it was known as Hele and Bradninch A siding to the Hele Paper factory was laid in 1919 and used up to the 1980s. Passenger services were withdrawn on 5 October 1964 but public freight facilities were kept until 17 May 1965. The old Bristol and Exeter Railway signal box was closed on 9 December 1985 when control of the level crossing was transferred to the new panel signal box at Exeter. The station is recognisable today, with the empty signal box still remaining at the north end of the southbound platform, one of the buildings still on the platform, and the goods shed opposite (which is now in use by a motor engineering company).

Crow Nest Junction signal box stood by the Down Branch line alongside the road overbridge carrying the road between Higher Barn Farm and Lower Barn Farm on the outskirts of Hindley, Greater Manchester. The signal box was a London Midland Region of British Railways Type 15 design (of timber construction) which opened on 1 October 1972, fitted with a 25-lever London Midland Region Standard lever frame. It replaced an earlier box which was located in the 'vee' of the junction, as part stage C of the commissioning of Warrington power signal box. That box also previously controlled the now- closed line that connected the line from Hindley & Wigan northwards to the Bolton - Chorley & Preston main line south of and that was formerly used by Wigan to Blackburn trains until January 1960.

The 1909 OS map shows that Copmanthorpe Gates has been renamed as Copmanthorpe Moor, and the level crossing covers all four tracks and is controlled by a larger signal box. The headshunt of the goods yard extends up to this crossing. The entrance to the goods yard is controlled by a new signal box, called Copmanthorpe, located to the south of the island platform and between the two new tracks. This box was sited adjacent to the south east corner of the modern Dikes Lane housing estate, a field at the time of the 1909 OS map. Copmanthorpe signal box opened on the 12 June 1904,Ken Appleby, Britain's Rail Super Centres: York, Ian Allan Limited, Shepperton, 1993, , page 73 probably the same date as the new island station opened.

The signal box was located to the north of the passenger platforms, and controlled the junction with the Solway line. The down main line home signal was at the converging junction there, and there was a down main line distant signal on the approach side. There were several sidings in the Solway part of the station, controlled from the signal box, but the sidings in the main line were located south of the station and were not operated from the signal box; moreover they were on the approach side of the home signal. Although the electric telegraph system of signalling had been installed on the Solway line, there was no block system on the main line and the signalman had no means of communicating with other main line signalboxes.

In 2003, after the cessation of freight traffic, the entry and exit on the line to Geithain were also closed. At the same time, signal box 4, which controlled these routes, was closed and control of the remaining set of points at the transition to single-track operations towards Liebertwolkwitz was taken over by Leipzig Ost (east) electronic signalling centre. The task of controlling connecting lines 17 and 108, which had previously been in the signalling area that was controlled by signal box 4, was no longer controlled from Engelsdorf station. In 2012, the previously mechanical part of signal box 1 was replaced by track display technology of the GS II DR class, using Siemens axle counters, in preparation for S-Bahn operations on the former Leipzig- Engelsdorf–Leipzig-Connewitz railway.

Although it braked to a halt, it could not be cleared from the main line in time to avoid the collision. As a contributory factor to the crash, it was found that the signalman, in clearing the express, had disregarded a standing order known as Regulation 4A, governing the safe operation of signals in sections of track where the minimum stopping distance for trains was shorter than the distance between signals. He had given "line clear" for the express train to the preceding signal box before receiving the required clearance from the following signal box. Instead, he should have sent a "blocking back inside home signal" message to Bentley Heath, the preceding signal box, so that the express train could have been slowed in plenty of time by the Bentley Heath distant signal at caution.

It is similar in concept to a passing loop but is connected to the main line at only one end, rather than both ends. On the Japanese railway network, 8 refuge sidings (known locally as a form of switchback) remain in day-to-day use - Obasute Station, Hatsukari Station, Nihongi Station, Tsubojiri Station, Shingai Station, Kuwanaohara Signal Box (:ja:桑ノ原信号場), Takiyama Signal Box (:ja:滝山信号場) and Nakazaike Signal Box (:ja:中在家信号場) - while 48 former refuge sidings, now converted into conventional passing loops or abandoned, are attested. They are mostly used by stopping passenger trains and freight trains, especially in cases where express trains are scheduled to pass. Sometimes refuge sidings were needed where there were steep ramps on the line.

This was a particularly hazardous occupation. With a total length of over 1¼ miles, between Wath Central railway station and Elsecar Junction, and with over 36 miles of track this was two yards in one: Eastbound traffic was received in 8 reception sidings feeding 31 departure sidings and controlled by "B" Box, whilst for westbound traffic there was a fan of 9 reception sidings, again feeding 31 departure sidings and controlled by "A" Box. The western entry/exit to the yard was under the control of Elsecar Junction signal box whilst the eastern end was controlled by Moor Road signal box, with additional control from the Wath Central signal box, which controlled the main lines through the yard and was situated by the station. The yard could handle as many as 5,000 wagons per day.

Opened in August 1868 as Medstead, it changed to its present name on 1 October 1937. The passing loop was removed, signal box closed and station destaffed in January 1967. It closed in 1973.

Tay Bridge and Signal Box Wormit Video showing view from northbound passenger train crossing bridge towards Dundee. Camera pointing primarily eastwards. (Contains some flickering). Video showing train approaching the Dundee end of the bridge.

The original signal box was also replaced at this time. The station closed to passengers on 7 July 1930 but remained open for goods traffic, serving Kincardine Power Station when it opened in 1962.

This level crossing is a CCTV level crossing controlled by Norton Signal Box. On Thursday 26 February 2009, at around 1 pm, an HGV lorry smashed into the barriers, causing delays to freight services.

The rail track at Helmshore was subsequently lifted. Today, Station Road occupies part of the abandoned railway track north of the erstwhile level crossing. The signal box has been converted to a dwelling house.

Passenger services were withdrawn on 19 September 1955 but goods traffic continued to be handled until 2 October 1961. The signal box was closed in 1973 when the level crossing was given automatic barriers.

Another siding branched off the loop and served coal drops. The crossing and the goods sidings were controlled by a signal box which was located on the up side northwest of the level crossing.

Some stations, e.g. the historic station built of wood in Gittelde, were renovated. In the medium term the line should be controlled from an electronic signal box in Göttingen which is currently under construction.

The signal box was dismantled after closure and rebuilt at on the Settle-Carlisle Line. The former station building survives but no longer forms part of the station itself (now in private commercial use).

Clayton Bridge station became a victim of the Beeching Axe, closing on 7 October 1968. Nothing now remains of the station buildings, platform or signal box. The level crossing barriers are now remotely operated.

There the railway left the immediate vicinity of the river and ran in a mostly straight line until Wurzen station where it joined the Leipzig–Dresden railway from the southeast at signal box 2.

The place has representative significance for its collection of railway structures including the signal box, goods shed, which are representative of similar items that are found in many other railway sites across the state.

It closed on 22 September 1930.M E Quick, Railway Passenger Stations in England Scotland and Wales—A Chronology, The Railway and Canal Historical Society, 2002, p. 176 The signal box closed in 1945.

Freight services were withdrawn from Bodmin General on 1 May 1967 and the signal box closed later that year. The line officially closed on 3 October 1983 following the demise of freight traffic from Wenford.

The signal box was removed following closure and the ground level buildings were subsequently converted into domestic use.Pallant, N., op. cit. p. 23-24. The platform buildings remained intact until the mid-1960s.Kent Rail, "Rosherville".

The $28 million bus-train interchange and concourse was completed in October 2016 and was opened on 29 October 2016. The decommissioned signal box has been retained as a historic feature of the new station.

The station opened on 8 January 1866 by the Caledonian Railway. To the west was the Langloan Weights signal box and to the north was the goods yard. The station closed on 5 October 1964.

NE (includes: Annan; Cummertrees) Probable Publication date: ca. 1949 In 1947 the signal box is still shownDumfriesshire Sheet LXII.NE (includes: Annan; Cummertrees) Publication date:1952. Date revised:1947 and it is marked again in 1956.

A footbridge was constructed in 1959 by the local Council. In 1965 the parcels room was enlarged, and the signal box incorporated into the main structure. The wheat stacking siding was removed in .Forsyth, 1992.

To the north passed the freight-only lines to the NER coaling staiths, Blyth gas works, Blyth Harbour Commission and shipyard. The station originally had two signal boxes: Blyth Signal Box at the end of the passenger platforms and Blyth Crossing Box controlling the level crossing near the engine shed on Renwick Road (previously Alexandra Crescent). Blyth Signal Box was destroyed by a German parachute mine on the night of 25 April 1941, killing the signaller instantly. Thereafter only Blyth Crossing Box was used.

However, the original floor layout including a waiting room, ticket office, parcels office and signal box and ladies room are still present in addition to early double panelled timber framed windows and timber doors. Light fittings and carpet finish are relatively new. The 1902 extension to the southern side of the building is clearly apparent forming a corridor along the building. The 1935 signal box within the station building's envelope survives with its signage and no longer operates (lever frame and CTC panel removed).

Internal: The former lamp room is currently used as a storage area and features face brick walls with exposed roof truss structure within the corrugated metal roof. The timber boarded door is in the form of a sliding loading door with a fanlight above. ;Signal box (1910) The signal box was originally built in 1910, constructed with three storeys, two in brick with the upper level constructed in timber cladding. The building was accessed via an external timber stair, on the western side of the building.

The line to Selsdon once again closed in 1983, this time permanently, and the signal box at the south end of the down platform closed in 1984. The station building, situated over the platforms at street level, was de-staffed from 1993 and boarded up. In 1996 the signal box at burned down and single-line working was introduced, with all trains using the down line; the London-bound platform fell into disuse. The station closed in 1997 in preparation for the construction of Tramlink.

Wiesbaden-Erbenheim station () is located about 400 metres west of the town hall and the church square of the district of Erbenheim. Until 2005, there were two mechanical signal boxes in Erbenheim, which were demolished with the dismantling of infrastructure, including points, meaning that the station is now classified as a Haltepunkt (halt). The signal box at the exit to Wiesbaden Hauptbahnhof served as a guard signal box. The single-storey former station building formerly had a ticket office as well as a baggage handling office.

This junction, along with Hest Bank South Junction and Bare Lane Junction forms a triangular junction with the WCML. This junction is controlled from Preston Power Signal Box, although the former signal box remained until recently to supervise a pair of level crossings here and at Bolton-Le-Sands. The box was finally decommissioned in the spring of 2013Network Rail - Improvements at three level crossings in MorecambeNetwork Rail website Press Release; Retrieved 2012-12-23 and control of the crossing transferred to the PSB using CCTV.

In 2015 the station building and signal box were in use as a private residence. The station building was converted to a holiday home during the early 1970s when it was rescued from complete dilapidation.The station after closure, via Forgotten Relics Initially the signal box was converted and the local council agreed that 2½ people could sleep in it. The main station had a small extension added to the end to house a bathroom and the goods warehouse was demolished to make way for several homes.

The signal box is located at New Barn Station, which is the larger of the two stations on the line. During the first year of the railway, a signal box was created to help control the points and signals around the station area. The signalman can see where the trains are by using the track circuits which are installed throughout the line. The track layout has been changed several times, all of the major changes are recorded to the left of the track diagram.

Signal box 1 at the west of the station controls scheduled train services towards the port of Duisburg-Ruhrort, Duisburg-Meiderich, Duisburg-Ruhrtal and Stw 2 and Orw signal boxes at Oberhausen West. From 1998 to 2006 the "Oberhausen node" was completely transformed. The four-track entry and exit from Oberhausen West Oro signal box to Walzwerk junction was reduced to two tracks and connected to the Oberhausen–Arnhem railway (Holland line). The link to Oberhausen Hbf Obo was reduced to a single track.

Since its opening on 1 July 1880, the single line between and Oban was worked by the electric token system, this being the first ever application of that system in everyday service. Oban originally had two signal boxes, namely Oban Station signal box (the larger of the two), and Oban Goods Junction signal box. The latter was situated about further south, where the line to the goods yard and engine shed diverged from the single line. The original signal boxes contained 21 and 5 levers, respectively.

The site also contains a number of ground level and sub-ground relics relating to past site activities and in particular steam railway activities. They include remains of the horse dock, loading banks, tracks and points and communications structures. The signal box at Eskbank was opened in the same year and is the oldest signal box in use in NSW. It was built as a component of the provision of new passenger and goods facilities for Lithgow in the first half of the 1880s.

The former station complex consists of two station buildings: a brick second-class station building of type 3 design (1870) on platform 1 and a timber skillion roof building with return canopy of type 7 design (1867 with 1873 and 1915 additions) on platform 2, both with brick-faced platforms. The former refreshment rooms (1873) are also located on Platform 1. The station has two one remaining signal box: a type 3 timber skillion roof platform level box (1919). A junction signal box was removed pre-2000.

Hof Hauptbahnhof The branch line to Bad Steben leaves the main line from Nuremberg to Dresden at Hof Hauptbahnhof, the main station in the city of Hof. Immediately next to the historic 'Signal Box 8' it climbs steeply uphill to the station of Hof-Neuhof in the city district of the same name. This station is operated remotely from the signal box at the Hauptbahnhof and is equipped with colour light signals. Many of the former sidings to factories and warehouses can still be made out.

The passing loop was present at this time.The Signal Box - Newbie Junction The line had a passing loop close to the junction and another just after the level crossing near the boiler works. A metal girder bridge with two main supporting piers crossed the Old Mill Burn (NY183659) and an embankment carried the line up towards the junction with a pedestrian underpass near the aforementioned bridge. The 1929 OS map shows a signal box located opposite Newbie Junction on the northern side of the line.

One of the semaphore signals removed in 1982 From the time of its opening in 1901, the Mallaig Line was worked throughout by the electric token system. Mallaig signal box was situated south of the station, on the east side of the line. On 14 March 1982, the method of working on the section between and Mallaig was changed to One Train Working (with train staff). Mallaig signal box was closed as a token station, but retained as a ground frame with four levers.

From its opening in 1901 the Mallaig Extension Railway was worked throughout by the electric token system. Glenfinnan signal box, which had 15 levers, was at the east end of the Down platform, on the south side of the line. Glenfinnan signal box On 13 November 1983, the method of working from Glenfinnan to became One Train Working (with train staff). Electric token block was reinstated to on 29 April 1984, but One Train Working continued to be used when Arisaig token station was switched out.

North Thoresby signal box is a 7 lever Eastern region ground frame that has been installed to operate the track and signalling layout at North Thoresby. It operates two main line signals, two shunting signal for access to and from the siding, a facing point lock and a facing point for access in and out of the siding. With No.1 lever being released by the annetts key making up the final lever in the frame. North Thoresby signal box was commissioned on 7 August 2009.

The track was lifted in 1961 and the bridge over the road was demolished sometime during the following 12 years. The signal box had been demolished sometime between 1953 and 1958,"History of South Willingham Railway Station", Photo of Goods Yard with no signal box, The Parish of South Willingham - The Life & History of South Willingham, South Willingham History Group website. Retrieved 19 January 2020 whilst goods traffic still used the line. The station building became a private residence and has since been rendered and extensively extended.

The platforms were removed before closure and the signal box was demolished in December 1970. The main station building was later restored by Mike Legge as a museum housing a collection of railwayana. The museum acquired a signal box which had controlled the crossing of the Alford and Sutton Tramway by the Mablethorpe Loop Line at a point on the edge of Sutton-on-Sea. The box had survived the closure of both lines and had remained in the middle of a field until the 1980s.

The main signal box (Befehlsstellwerk), designated by the letters Gw, was located at the western end of the station next to the level crossing; and a subsidiary or "pointsmen's" signal box (Wärterstellwerk), designated as Go, at the eastern end. In the late 1950s operations on the line were downgraded to a simplified branch line service by the Deutsche Bundesbahn. As a result, the signal boxes, signals, point drives for the remotely controlled points and barriers were removed. The level crossing has since been protected by flashing lights.

Exterior: A two-storey face brick elevated signal box with polygonal signal tower and flat roofed stepped down wing. The box presents a design more like an airport control tower than a signal box. The lower floor level of the box features regularly placed metal framed windows with three horizontal panes while the control room of the tower features multi-paned glazing to Up, Down and rail side elevations. A polygonal hipped and tiled roof with wide eaves provides sun protection to the control room.

These lengthy trains could not pass at Derby Road as the loop was too short, and the large number of these trains was causing disruption to the passenger service which was running less frequently than in the past. To resolve these issues the loop was extended in 1999. At the same time the signal box was closed and control of the line transferred to Colchester Panel Signal Box. The Derby Road bridge over the railway was rebuilt in 2003 to take the higher containers from Felixstowe docks.

The down side buildings were less extensive but contained the full range of waiting rooms, a smaller refreshment room and booking office as well as a bicycle store. The station was built by Rugby firm Parnell and Son under GER supervision and was electrically lit throughout. A signal box was provided at the east end of the up platform and some goods facilities including cattle pens were also located to the east of the station. The signal box was built by contractors McKenzie and Holland.

At the same time the platform lighting was replaced at the stations of Solms, Leun/Braunfels and Stockhausen (Lahn). The Arbeitsgemeinschaft Mechanische Stellwerke e. V. (“working community for mechanical signal boxes”) was founded on 21 February 2010 in Limburg to prevent the demolition of the historical and protective signal box Bo. The working community has set itself the goal of rehabilitating the signal box and, in the longer term, preserving it as a monument of the railway history in the Lahn valley for posterity.

The small signal box that houses the lever frame operating the loop was installed in 1935 after its predecessor was destroyed by fire - it was originally situated further down the line at Portpatrick but dismantled and moved to Barrhill after becoming redundant at its original location.Barrhill Signal Box History www.signalbox.org; Retrieved 2009-06-15 The box only houses the frame however - the tablet instruments and block bells are located in the main station building, which allows one railman to act as both stationmaster and signaller.

After World War II and following nationalisation on 1 January 1948, the station fell under the auspices of British Railways Southern Region. Three-aspect colour light signals were installed at the station in 1956 controlled by New Beckenham signal box (in the down direction) and Elmers End (up direction). The signal box at the station was taken out of use on 19 August 1962 where it presumably had been used to control access to the goods yard. The goods yard was closed on 19 April 1965.

The gantry signal box was listed as a historic landmark on 8 November 2005. In addition, it is now one of the cultural monuments listed in the UNESCO World Heritage Site of the Upper Middle Rhine Valley. After an inspection of the bridge carried out in 2006 found structural defects, access to the bridge was blocked. In April 2009, Bingen town council requested that the federal and state governments allocate funds for the preservation of the World Heritage Site towards the restoration of the signal box.

The line was doubled in 1892, a stone stationmasters house built, together with a wooden pedestrian overbridge and a signal box with a small wooden shelter located on the westbound platform. No points were present on this curved section of track.Aberdeenshire LXXXV.8 (Maryculter; Peterculter) Publication date: 1900 Revised: 1899 In 1963 the station, closed since 1937, was now on a single track section of line with the station house still standing however the old station building and signal box had been demolished by this date.

The brick station building is a type 1, sub-type 2 building dating from 1876. The platform faces are made of brick. The dock platform also survives. The timber, skillion roofed signal box dates from 1913.

Moonee Ponds Vicsig The station building was provided in 1882, with a signal box provided in 1889, to control interlocked gates at the Puckle Street level crossing, until they were replaced with boom barriers in 1969.

Santa Fe Railroad, 1943. The vertical position indicates a "clear" aspect. Worldwide, the first semaphore signals were controlled by levers situated at the signals. Some early signals protruded from the roof of the controlling signal box.

The former station building was completed in 1865. It was designed by Karel Hendrik van Brederode. The building was demolished in 1989. The signal box from the station is now at the Railway Museum in Utrecht.

Strathyre signal box, which replaced the original box on 13 May 1890, was located on the Up platform, on the east side of the railway. It had 12 levers.Photographs of Strathyre. RAILSCOT. Accessed 11 April 2012.

The station is now a single platform. The up loop was removed in 1966. The main station buildings and signal box were both located on the up side and were demolished after closure and de-manning.

The station is managed by Great Western Railway. Services are operated by Great Western Railway and CrossCountry. The Panel Signal Box at the station controls all trains between (but not at) in Devon, and in Cornwall.

Cadbury had a private siding adjacent to the station after 1956, although their freight trains had ended by 1971. The 30-lever signal box closed on 17 September 1994, and was demolished on 13 November 1994.

Goods traffic continued on the branch; Malmesbury signal box was abolished in 1956, with the yard points being hand worked. Business continued to decline and total closure of the branch took place on 11 November 1962.

There was a signal box and a turntable. A camping coach was positioned here by the North Eastern Region from 1959 to 1964. The station closed to both passengers and goods traffic on 2 November 1964.

The Colne Valley Railway is a heritage railway based at Castle Hedingham Station, near Halstead in Essex, England. The railway consists of a long running line, with a fully reconstructed station, signal box and railway yard.

The marshalling yard was opened with 26 sorting tracks on 1 July 1906. This was increased to 31 tracks after the extension of the subordinate group at signal box D. The entry group at the western end of the marshalling yard is located on the Leipzig Freight Ring with double-track connections to the south and the north. For trains arriving from Dresden, which terminate at the eastern hump (Ostberg), there is a haulage track to connect with the entry group of the western hump (Westberg). Western hump entry group from the top of the ramp, left signal box 2 14 mechanical signal boxes were built for the operation of the freight yard, mainly of the Bruchsal G design. Over the years, signal boxes B and D were abolished during the replacement of sets of points and in 1974 signal boxes 5, 7, 8 (old), 10 and 11 were replaced during the commissioning of the new central signal box B8. Signal box 4 was destroyed in an air raid during the Second World War and reconstructed in 1947 in a different style with yellow clinker brickwork and a lever frame of the Jüdel design from old spare parts.

Approximately half an hour before the accident, the signalman in charge of Wrawby Junction signal box had changed a set of points (No.89) to send a freight train into a siding, when he noticed a failure of a track circuit, which prevented him from re-setting the points to their normal position (and also meant that the signal closest to the signal box was stuck at "danger"). He thus made the decision that he and another railwayman would walk to the points and move them to the normal position manually, which they did. Upon returning to the signal box, he noticed that the indicator for No.89 points appeared to be malfunctioning - normally it would show the points set to one position or the other, but the lights that showed which position the points were set to were both extinguished.

British Railways standard block instrument showing Line One's status on top (for the departing train), Line Two's status in the middle (for the approaching train), with the handle at the bottom Close-up of the commutator, tapper and bell mechanism The block instrument consists of a small cabinet; its front face displays two indicators — telegraph needles — and has a commutator handle (some early designs of block instruments had miniature semaphore arms instead of needles). The upper indicator shows the state of the forward section, on the line leading away from the signal box. The commutator is used by the signalman to indicate the state of the section approaching his signal box, and the lower indicator repeats the commutator position. All indications are repeated on a similar instrument at the other end of the block section, in the associated signal box.

Doors have been clad with fire rated panels from inside. The former signal box within the station building is now used for storage purposes, however its interlocking 16 lever frame and the CTC panel are still extant.

The freight handling facilities, signal box no. II and several other buildings in Neu-Ulm were destroyed in an air raid on 1 March 1945. The station building and the depot were also destroyed on 4 March.

Trains pass through the site on the Cambrian Line, but the only surviving structure is the former station house. The platforms, waiting shelters and signal box have all been demolished, with the level crossing here now automated.

In 2002, GB Railfreight locomotive 66703 was named "Doncaster PSB 1981-2002", not only to celebrate the 21st birthday of this important signal box, but also to show the close working relationship between GBRf and Doncaster PSB.

That signal box, now defunct (after being reduced to a crossing box under the supervision of Three Bridges PSB) after the crossing was given obstacle detection systems. It still remains and is a Grade II Listed Building.

The signal box survived for a further twenty years but following resignalling and electrification of the line this closed. At this time the remaining station buildings were demolished although the goods shed was still extant in 1994.

The signal box closed on 5 November 1972. The ticket office is manned only during the morning peak period; at other times a PERTIS 'permit to travel' machine, located at the entrance to the up platform, suffices.

By the mid-1920s Eastgate station had been demolished and the siding removed. The signal box remained in use. During World War 2 RAF Lavenham was constructed with construction building materials and later personnel using Lavenham station.

The station group including the station building and Station Master's residence, platform, signal box, signal frame, turntable, water column and water tank have a high level of integrity. The gangers shed has a moderate level of integrity.

Jersey Marine South Junction was located nearby. A Jersey Marine North Junction was also present.Great Western Signal Box Register - Signalling Record Society The station site has been obliterated by a road overbridge however the line remains open.

The station closed on 7 May 1964. The station building was demolished after it was severely damaged in 1961 in an accident involving a runaway vehicle. The signal box closed in 1978 when Edinburgh Signalling Centre opened.

By 1973 the platform and buildings had gone, but the signal box remained until some time later; itself eventually being demolished. The site of this station is now occupied by Fawdon Metro station, which opened in 1981.

Traffic at the station had already increased to 100,000 passengers and 45,000 tons of freight per year. Branch to freight yard Neu-Isenburg freight yard In 1904, a second signal box was opened with the name If.

A train driver collects the single-line token at the signal box in 2016 Pre 1892 view of mixed gauge track The station, designed by Isambard Kingdom Brunel, was opened by the Exeter and Crediton Railway on 12 May 1851. The line to was then opened by the North Devon Railway on 1 August 1854. After 1 November 1865 additional London and South Western Railway trains ran through the station going towards Okehampton. The signal box which controls the level crossing was put into use on 2 June 1875, and the footbridge built in 1878.

The site of Somerton station today This station, opened on 2 July 1906, was officially known as "Somerton (Somerset)" to avoid confusion with "Somerton (Oxon)". It was in a cutting close to the centre of Somerton. The main building was on the eastbound platform with the goods shed at the west end of this platform. The original signal box was sited opposite the goods yard but a new signal box was opened late in 1942 to control some new loop lines installed to the west of the station to allow goods trains to be overtaken.

The depot at Valley Heights provides an insight into the workings of an important transport and freight hub at the height of its operation. The signal box is also of research significance due to its ability in providing evidence of its associated signalling equipment and very limited ability on the construction techniques and architectural character of an originally three-storey brick signal box via its remnant ground floor structure. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales. This item is assessed as historically rare.

At the weekend in summer, the second engine arrived in time to assist with the heavy traffic. Through carriages from and to London trains were marshalled at Axminster, and both locomotives operated heavier trains—up to six coaches—over the branch itself. As mentioned above, Combpyne was provided with a signal box from July 1906; Phillips refers to the station having a single platform, but also a passing loop. The signal box was closed—actually reduced to ground frame status—from 12 August 1921 and the loop became a siding.

The north signal box worked the branch line, controlling the passing loop's north end, and access to a loading bank, with the south box, standing on the west side of the tracks, controlling the lines to the engine shed and sidings from the south. In 1930 a ground frame replaced the north signal box. By 1888 the Insch to Inveramsay section of the Inverness line had been doubled however in 1969 the Insch to Inverurie section was singled. Several railway cottages stood to the south-west in 1901.

Historical & Archaeological Assement of Proposed Cycleway Edward Higginbotham & Associates March 2002 The local control panel was closed on 12 November 2006, with control transferred to Strathfield Signal Box. Control of Thornleigh was again transferred to the new Homebush Signal Box in October 2008."Signalling & Safeworking" Railway Digest February 2007 Train services running through to the city through the Epping-Chatswood Rail Link via Macquarie University and Chatswood ceased on September 30, 2018. The track closure was due to the planned introduction of the Metro North West Line which opened 26 May 2019.

The station's name was changed to Rownham in March 1891, but reverted to Clifton Bridge in 1910. In 1899 the station was flooded to a depth of several feet (one metre), as were other parts of Bristol. A new signal box with 27 levers was built at the south end of the western platform, with the original cabin taken out of use from 25 August 1907. The signal box contained three token instruments, connected to the line's other signal boxes at Oakwood, and Portishead, so that the Pill or Oakwood boxes could be switched out.

The station was lit by gas lamps, which were activated by the station staff. The signal box was situated at the far end of the Eastbound platform, and the signalmen used to hand the pouches containing the tokens for the stretch of track to Tayport from a platform situated on the stair leading up to the signal box. The strip of land between the up track and Norwood Terrace contained allotments. The land on the other side of the main tracks was taken up by a goods yard.

Adjacent to the stationmaster's house, which comprised a booking office, was a short low platform which may have been used by rail motors. On the opposite side of the line was a signal box bearing the name Aby, which may have been the shortest name for any signal box in the country. The box controlled the crossing and a goods yard with a goods shed and a 1½-ton crane. The yard, which was the largest of the three stations between Louth and , was the first to close on 11 September 1961.

Before the Second World War, there were two mechanical signal boxes in Neu-Ulm of the Bruchsal class, which were called signal boxes II and III. Signal box II was destroyed in World War II in an air raid on 1 March 1945. After the war it was rebuilt and resumed operations in mid-1946. On 31 January 1965, the mechanical interlocking in signal box II was replaced by a track plan push button interlocking of Siemens class 59 (SP Dr S59), allowing 15 staff positions to be saved.

The east to west line from Chester to Mold was lifted in 1985. The station's 24-lever signal box, which opened in 1885, controlled these and a second siding link into the nearby Castle Cement factory - this latter connection is still occasionally used by trainloads of imported coal to supply the factory kilns. The current signal box was opened on 17 December 1972. On the eastern side of the station was an adjoining goods yard which closed on 4 May 1964, and reopened on 4 October 1971 for distributing coal.

The signal box is located at the end of the yard but remains out of use. Built in 1892 and located at the station throat between the carriage shed and the workshops. The Points Box, as it was called locally, contained a 36-lever frame signal box was built by Dutton & Co., of Worcester, and supplied to the railway when the yard was further modified and the workshops were extended. The frame is a unique survivor of the 'drink-handle' type in which the handle of the lever also serves as the catch handle.

When the driver returned, both men worked on the injector, and eventually restarted it. While they were distracted by the problem, their train had passed all the signals at the Mallerstang signal box, which were at danger. The crew also missed a red lantern being waved from the signal box by the Mallerstang signalman, and another being waved by the guard of the first train. Shortly after, they looked up from their distractions to see the first train stalled not far in front of them, and far too late to stop.

Neither does the signal box which once stood high next to the bridge on the south platform. This was demolished when main building was extended to include a new signal box in 1929. The wooden stairs leading down from the footbridge to the south platform were removed in 2014 when the footbridge was refurbished. In 1995, the line from Adelaide to Melbourne was converted from Broad Gauge (1600mm) to Standard Gauge (1435mm), thus preventing any restoration of local trains to Mount Lofty and beyond, as the Adelaide suburban system remained as broad gauge.

The station building and single platform were on the south side of the track, a signal box on the north side controlled the level crossing gates on the road to Cliburn. There was also a goods siding behind the station which was used to host a camping coach from 1937 to 1939 and was possibly visited by a coach in 1933 and 1934.Cliburn www.disused-stations.org.uk After closure the station house became a private residence, the signal box also survives and has been restored as a holiday cottage as of 2012.

In 1891, a new station, named Albion, opened to the west of the previous station. In 1919, Albion station was relocated to the current site. The former Ballarat Road level crossing was grade separated in 1961, resulting in the bridge going over the railway line, just west of Albion station. The station had a signal box, for the control of the junction with the Albion – Jacana freight line, until 1961, when it was replaced by a signal panel, which was then moved to the Sunshine signal box in 1965.

In 1986, the yard was rationalised to main line and crossing loop, and in 1990, the mechanical signals and points were removed, and replaced by remotely controlled signalling, operated from the Bacchus Marsh signal box. The current northern platform (Platform 2) was not added until 1992, replacing the former short platform. As part of the Regional Fast Rail project, control of the signals was transferred to the Ballarat signal box in 2005. In March 2018, as part of Ballarat line upgrade under Regional Rail Revival project, work began on station's reconstruction.

A base station aerial for this system was built in 2008 near to the west portal of the Ledbury railway tunnel near the signal box and an additional aerial is located in the roof of the tunnel providing continuous communication inside the tunnel. A computer is located in the signal box which provides current train running information TOPS and is used to update the actual arrival and departure times of the trains at Ledbury Station, this system helps other signal boxes regulate trains and feeds information to the passenger electronic information displays across the country.

Kilmersdon in the S&DJRT;'s workshop The Somerset and Dorset Railway Trust Museum contains relics of the Somerset and Dorset Joint Railway (S&DJR;), including station nameboards, lamps, tools, signalling equipment, tickets, photographs, handbills, rolling stock and steam locomotives. The Trust's Peckett and Sons 0-4-0ST No. 1788 "Kilmersdon" is normally based here. Next to the original stone station building of 1874 is a much smaller wooden building, which originally was the Great Western Railway's signal box. This structure now houses a recreation of the interior of the S&DJR; signal-box at .

A new signal box was opened on 31 January 1931 at Onslow Sidings (to serve a china clay works), towards Largin, but closed again on 10 November 1968. The signal box at Bodmin Road was itself closed on 30 May 1985, as was that at Largin on 14 December 1991. The single track of the Bodmin branch was controlled by an electric train staff until 28 December 1950, after which an electric key token was used. Signalling on the branch was removed on 27 March 1968, after which points were operated by independent levers.

GB National Rail Timetable May 1987 Edition, Table 99 Thereafter the timetable was further reduced, leaving the branch line to be operated by a single DMU running essentially along a long siding. Rufford's Victorian signal box was demolished in October 1988 and replaced with a portakabin like structure on the site of the former station building. Over the past twenty five years, changes in the station's layout and traction have been minimal. The portakabin signal box was due to close, along with that at Midge Hall, in 2017.

The most recent Cosford signal box stood a little to the west of the station. As well as forming a block post this signal box controlled entrance and exit to up and down refuge loops and the previous rail connection into the adjacent RAF site from the up refuge loop. It has been abolished as a result of the 2006 resignalling scheme with control passing to Madeley Junction. Much of the redundant signalling equipment has been distributed to various heritage railways, the Gloucestershire Warwickshire Railway is believed to have received the majority.

On Sunday 8 July 1979, the first section of the control panel in the new signal box at Doncaster became operational, controlling the movement of all trains in the immediate area of Doncaster station. Not only was this a significant landmark in the progress of the whole resignalling and track rationalisation project, but it also represented a further major step forward in British Rail's drive towards the complete modernisation of the London - Edinburgh East Coast Main Line. The signal box was completed in 1981 and was officially opened on 8 December 1981.

The signal box is a two-storey brick building, with the upper section clad in black ceramic tiles, the signal box complex houses the ground floor relay room, telecommunications room, standby generator room and also houses the maintenance team with offices and mess facilities. On the first floor is the signalling control room. Dominating the control room is a 110 feet long illuminated signalling control panel, the wings of which are inclined towards the centre. On the near-vertical portion of the panel is depicted the track layout of the area controlled.

This situation meant that the staff was steadily reduced. When the station finally had no staff to sell tickets, passengers had to buy tickets at the station’s signal box; the exchange of ticket and change was carried out using a basket that was lowered from the signal box to the passenger. When Deutsche Reichsbahn's West Berlin-based workers went on strike of September 1980, it initially maintained services on the line, unlike on some other lines. It was finally closed on 9 January 1984 after its takeover by the Berliner Verkehrsbetriebe (Berlin Transportation Company).

Because of these problems Churchill Mill was purchased by the school and road traffic between the school and Churchill now passed over the level crossing. The price paid by the school to purchase the mill was considerably in excess of the market value and can only be explained by the importance placed on gaining unrestricted road access to Sarsden Siding. In 1893 a signal box was built but in March 1899 it was reduced to the status of a ground frame. The box continued to carry the nameboard "Sarsden Signal Box" until closure.

The station was served by V/Line Dimboola services, until the service was withdrawn on 21 August 1993. In April 2007 the station was upgraded at a total cost of $490,000.Horsham Station Upgrade for Train and Bus Passengers Minister for Public Transport 18 August 2006 However, only a small section of the platform was resurfaced, which has resulted in passengers having to move up or down the train to access the platform. The former signal box was replaced by a control panel in 1976, with the signal box demolished soon after.

Following the passing of the Railways Act 1921o 1 January 1923 the operation of Forncett station was taken over by the London and North Eastern Railway (LNER). In 1925 the LNER closed Forncett Junction signal box transferring its signalling responsibilities to the station signal box. Passenger services were withdrawn from the Forncett - Wymondham line on 11 September 1939 as a wartime economy measure. This line saw some additional traffic during the World War II but at one stage one of the running lines was being used as a siding for damaged rolling stock.

Geilenkirchen signal box Up to 5 November 2007, the dispatcher at Geilenkirchen signal box Gf controlled three crossings, turnouts and the signals in the station. On 5 November 2007, this task was taken over by the Grevenbroich electronic signalling centre at the completion of its second phase of construction. After numerous acts of vandalism at the abandoned signal boxes between Rheydt and Ubach-Palenberg, the doors to all signal boxes on the section, including Geilenkirchen, were replaced with security doors and the boxes’ windows were secured with perforated plates in November 2009.

A modern station building stands on the main platform which is on the southern side of the line. A footbridge to the west of this links the northern platform which has a small waiting shelter. The signal box is at the Exeter end of this platform and the main station car park is situated behind this, however the 1957 signal box closed and was knocked down in late spring of 2012. Honiton Railway Station has recently seen a refurbishment, providing a new booking hall, more CCTV, shelters and increased accessibility.

Originally the station provided a connection to the ferry services for the Outer Hebrides. However, as the ferry terminal at the Kyle of Lochalsh was from Stornoway, in 1970 Ross and Cromarty council voted to create a new £460,000 () ferry terminal at Ullapool which was only from Stornoway. The signal box closed in 1984, when Radio Electronic Token Block working was introduced on the line by British Rail - although no longer operational it is still intact and has been adapted for use as a holiday cottage.The Kyle Line - Signal Box Holiday Apaprtment www.kylerailway.co.

At the other end of the station the East box was closed and a new structure built, again on the north side of the line, which was brought into use on 25 June 1939. Both signal boxes were closed on 26 November 1960 when a new 'Plymouth Panel Signal Box' was opened on the west end of the new Platform 1; the West box was subsequently demolished. Multiple-aspect signals have controlled movements of trains throughout the Plymouth area since the opening of this new signal box in 1960.

A timber signal box was located at half way along the loop, to control the block, and the goods yard. The yard had three long sidings serving a cattle dock. At the road entrance to the goods yard was a weighbridge and office; a provender store (a shed on short legs to prevent access by rodents) was used for storing grain and other perishables."Wragby Station", Old Maps website, Retrieved 21 January 2020"Wragby", Disused Stations Website, Retrieved 21 January 2020 Wragby Signal Box was provided with two electric token machines.

Cumbernauld signal box, which had 35 levers, was located to the north of the station, on the east side of the line. Latterly it worked by Absolute Block to Greenfoot S.B. and by Track Circuit Block to Greenhill Junction S.B. Its primary function was to operate the crossover and reversing siding used by services that terminated & started back from here. This is still in use today. Cumbernauld signal box closed on 3 May 1999, when the line was resignalled with colour light signals controlled from Cowlairs Signalling Centre.

In the 1980s the Newmarket Railway Social Hall and many other railway buildings were demolished. By 1995 all that was left of Newmarket's railway heritage was the Fine Station, closed in 1983 and its signal box still manned, and one of the last in New Zealand to utilise the old style lever frame. The old workshop buildings on Middleton Road were demolished in that year. By the 21st century little remained of Newmarket's railway heritage other than the station, the signal box, a few items of preserved rolling stock and the Railway Lodge No 196.

Opened here as part of the original line was a single siding, or wharf, which at one time included a goods shed. Latterly the siding was gated and the controlling ground frame was in a wooden shelter which was erected in April 1943. The wharf was taken out of use on 2 May 1960 and removed in 1961. The date of the level crossing and associated signal box is a matter of conjecture, but the signal box and crossing gates probably date from 1888 when the junction at Boscarne was created.

The signal box that controlled Friary goods and the junctions with the harbour branches was replaced on 1 July 1891 with two new boxes. "Friary A" was a 55-lever box at the junction of the passenger and goods lines on the approach to the station. A new 43-lever frame was installed in 1909. The box closed on 24 April 1966 when control of trains at Friary became the responsibility of staff on the ground, with the approaches controlled by the panel signal box at North Road.

Truro signal box Signal boxes had been built to control the complex layout at Truro by 1880. These were replaced by a new Truro West signal box in 1897 and a new Truro East in 1899. These were both Great Western Railway Type 7A signal boxes. The West box, which was situated on the north side of the line near the entrance to the engine shed, was closed on 7 November 1971 when the East box, situated on the same side of the line just east of the level crossing, was renamed as just "Truro".

This currently only happens on special events and bank holidays, as it requires two signalmen, one at each end of the loop, to be stationed for the day as there is currently no signal box to control movements in and out of the loop centrally. The former Oddingly crossing box is currently being restored for use as a signal box at Shottle. Two-train operation should be able to happen more regularly once it is finished. An unusual piece of track work was installed at Wirksworth on platform 3.

The station building was completed in 1872. (dissertation) As a result of the industrial importance of Schwenningen, the station was repeatedly targeted by Allied air raids during World War II. Historical signal box of 1869 A goods yard was once located on the opposite side of the tracks, but west of the entrance buildings. After the remediation of the area and the defusing of the last known unexploded ordnance, the venue was used for the Villingen-Schwenningen state garden show (Landesgartenschau) in 2010. The station includes a historic signal box, which was built in 1869.

New coal sidings The present Kilmarnock signal box is located north of the station, in the vee of the junction. Opened on by British Rail on 12 April 1976, it is a plain brick building containing an NX (entrance-exit) panel on the upper storey. It replaced four mechanical signal boxes in a scheme that saw the track layout greatly simplified. Originally, the box worked Track Circuit Block to Hurlford signal box and Scottish Region Tokenless Block over the single lines to Barassie Junction and Lugton signal boxes.

Some effort was made post 1847 in the village to stimulate development and roads were moved and building sized plots laid out but most were not taken. The station closed to passenger traffic on 30 June 1905, although occasional holiday charters continued to call at the Station until the 1960s. Railway staff continued to occupy the building to work the adjacent level crossing over the road Weeding Gate and the signal box built of wood at the northern end of the property. The signal box was demolished in the late 1960s.

The station was opened in April 1848 (along with the line) by the Lancashire and Yorkshire Railway, linking the coalfields of West Yorkshire to the busy inland port at Goole. The station had two platforms and a signal box (to supervise nearby sidings and a level crossing) until 1985, but only one platform here is now in use (and only along part of its length) following the singling of the to Goole portion of the route.Snaith Railway station Thompson, Nigel Geograph.org; Retrieved 19 January 2017 The signal box has been demolished and the crossing automated.

However, on 5 April 1957 a fire destroyed the signal box at Cannon Street station in London, severely curtailing services operating in to and out of the station. Following the commissioning of a temporary signal box on 5 May the 6S units entered service the next day, working the 06:58 and 07:26 Hastings – Cannon Street, and the 17:18 and 18:03 Cannon Street to Hastings Services. The first three 6L units, 1011–13, were delivered in May 1957. From 17 June, the Hastings Units were in daily service.

Westerton signal box, which was situated in the vee of the junction immediately to the west of the station, opened in 1900 as "Milngavie Junction". Renamed "Westerton" on 10 May 1959, the box was provided with a new frame of 20 levers and took over control of Knightswood North Junction (about a quarter mile east of the station). Colour light signals replaced the semaphores. Westerton signal box closed by British Rail on 21 October 1990 under a subsequent resignalling scheme that saw control of the whole North Clyde Line transferred to Yoker Signalling Centre.

The OS maps of 1898 shows on the eastern side or old 'Up line' a signal box and signals at the location with a rectangular building on the western side or old 'Down line'. From 3 October 1983 all 'Up lines' became 'Down Lines' and vice versa. Road access was a 'T' junction off the main road running past the school to the depot, secured by a gate. In 1856 no signal box or signals are shown although the building on the western side exists that was most likely the goods depot office.

The line and station were opened for goods on 1 June 1889 and to passenger services on 1 October 1889 by the Great Eastern Railway. Facilities then included two platforms, both provided with buildings and linked by a footbridge; a goods yard including cattle pens; and a 30-lever signal box, reduced to 10 after 1966. The signal box was taken out of use on 1 December 1985 and demolished in February 1986. The original footbridge was replaced with a higher one prior to the electrification of the line in 1986.

The signal box was designed and built by the London, Midland and Scottish Railway (LMS) to replace an earlier timber signal box that stood on a gantry. It was opened in January 1940. In the years approaching the Second World War, and in the early years of the war, precautions were taken to protect existing signal boxes from enemy bombing. In addition, some new signal boxes were built according to the specifications of the Air Raid Precautions (ARP); these were designed to protect against damage by blast rather than from a direct hit.

Although he generally worked in and around a signal box at Zobtener Straße, where the VnK Railway meets the S-Bahn, he was often dispatched to work at various locations along the S-Bahn, always wearing his uniform.

The signal box and goods shed at the GWR station at Coleford has been converted into a museum dedicated to the railways of the Forest of Dean and the Great Western Railway: see Coleford Great Western Railway Museum.

Foxton railway station serves the village of Foxton in Cambridgeshire, England. It is from . The station is operated by Thameslink. It is located adjacent to the busy A10 level crossing, which is monitored from the nearby signal box.

The track was lifted within a year, and the Brackenhill Junction signal box closed. The A76 bridge over the railway cutting is one of the few surviving remnants. The Catrine goods yard is now a small industrial estate.

The station had a single platform, a signal box and a goods shed with a stationmaster's house nearby. A set of sidings ran towards Aultmore with a weigh machine located to one side.Elginshire Sheet XIV.NE. Publication date: 1905.

Built in 1865, the signal box controlled the freight and passenger trains running on the railway lines passing through Romsey until 1982. Rescued from demolition by Romsey and District Buildings Preservation Trust, it is now a working museum.

The station footbridge was moved to different location from that of the original one, which was towards the Stourbridge end of the platform. With rationalising of signalling, the signal box that served Old Hill was demolished in 1973.

The signal box was sited at the south end of the down platform but was closed in January 1990 when the line was resignalled. In early 2016, both platforms were extended to allow ten- coach trains to stop.

Military control was relinquished on 19 February 1945. The Elham Valley Railway closed on 1 October 1947. The station building at Barham was demolished in November 1963. Barham Signal Box is preserved at , on the East Kent Railway.

On 28 January 1933 an electric train crashed into the back of a steam freight train waiting at the signal box. The driver of the electric train and the guard of the freight train were both seriously injured.

Jerrawa station . NSWrail.net. Accessed 19 August 2009. It consisted of an island platform between the two main lines and several goods sidings. The platform has been removed and the mainlines straightened and a signal box and sidings remained.

This resulted in the closure of Tulloch signal box and others on that part of the line. The RETB is controlled from a Signalling Centre at Banavie railway station. The Train Protection & Warning System was installed in 2003.

On Platform 1, a small waiting shelter is provided. The level crossing remains at the north end of the platforms, and retains its wooden gates which are worked by the traditional 'ship's wheel' in the adjacent signal box.

Functional roofs were installed over the platforms. In 1957 the Rhine line was electrified. In 1967 a new railway station signal box was opened and in 1977 the lobby was renovated. The travel centre was opened in 1984.

S-Bahn and Taunusbahn services meeting at the station Friedrichsdorf station has four platform tracks. In the past there were 8 tracks, which were controlled by the local signal box. All platforms have a height of 76 cm.

Tinhely station was a candidate for a branch to Hacketstown but in the end this did not come to pass. It included a passing loop, signal box and goods shed. The station house survives as a private dwelling.

The adaption of equipment for computer-based interlocking technology also takes place here. Control of the Edingen signal box was transferred to the central control centre on 10 March 2011, so this station along with Schriesheim is now unstaffed.

Witney railway station served the Oxfordshire town of Witney on the Oxford, Witney and Fairford Railway line. It consisted of two stone-built platforms, a station building, a signal box, and a shed in the form of a pagoda.

At the same time, the first sets of points are at the level of the platform at the Saarbrücken marshalling yard. The junction was abandoned as the signal box of Saarbrücken Hbf was converted and control transferred to Karlsruhe.

This resulted in the closure of Spean Bridge signal box and others on that part of the line. The RETB is controlled from a Signalling Centre at Banavie railway station. The Train Protection & Warning System was installed in 2003.

The base of the signal box was constructed out of slate blocks salvaged from derelict buildings in the Bryn Eglwys quarry. On 6 May 1991, a toilet block was opened just to the north-east of the station building.

Between 1932 and 2000 an Italian hydraulic system, developed by Bianchi and Servettaz, was used to control points switching and signalling. Part of this system is now on display at the Railway Museum, Madrid, in a replica signal box.

Since 1840 Howden railway station on the Selby Line has been located here. The station and associated station master's house was designated a Grade II listed building in 1987. The signal box was also designated Grade II in 1989.

The signal box was officially closed on 11 July 1990 (although it had been permanently "switched out" for several years prior to this) when the absolute block section was extended to between Culgaith and Low House Crossing signal boxes.

The signal box was built in 1907 by the London and North Western Railway to replace three smaller boxes. It was originally built with 60 levers and is one of the largest preserved signal boxes in its original location.

The complex comprises a type 1 brick combined residence and station building, completed in 1876; an open frame signal box set on a platform, completed in 1918; a corrugated iron outshed; and a brick platform face, completed in 1877.

Meanwhile, the 15.02 freight train from Drax power station to Lindsey oil terminal, composed of a Class 47 diesel locomotive (47299) and nine empty 100-ton oil wagons, had drawn up to the signal which was stuck at danger, and received a green hand-signal from the signal box. At this point, the driver of the freight train should have drawn up to the signal box to receive instructions, but on seeing the next signal clear, started to pull away. At the same time, the 17.32 Cleethorpes to Sheffield local train, composed of a 2-carriage diesel multiple unit, had left the nearby Barnetby station. The driver stopped at the Wrawby Junction home signal, which was at danger, but then he too saw the green hand-signal from the signal box and started to pull forwards slowly to stop at the signalbox for instructions.

Relaying Thuxton loop, May 2009 The completed loop, January 2015 Work to relay the lifted up formation and restore the second platform at this station, in order to provide a passing loop for trains running between Dereham and Wymondham, was completed in time for the September 2010 diesel gala. The loop is intended to be controlled by a signal box built using components from the box from East Winch railway station on the Dereham to King's Lynn line, and includes provision for an eventual restoration of a section of double track railway south of the station potentially to Kimberley Park. The McKenzie and Holland lever frame recovered from Seven Sisters signal box was installed in the signal box at Thuxton in August 2014 with plans to commission it during 2015. The crossover to the south of the station was completed by volunteer staff during January 2009.

In April 2006, as part of the total renewal of the railway from Crewe to near Stockport, the large 1959 signal box was demolished. Large-scale resignalling of the line through Wilmslow was completed behind schedule in the Autumn of 2006.

Date revised: 1902. By 1928 and on to 1938 the slaughter house had enlarged, explaining the cattle dock and a signal box is shown on the Portgordon side of the station building.Banffshire Sheet II.SW. Publication date: 1931. Date revised: 1928.

Yerong Creek is a closed railway station on the Main South railway line in New South Wales, Australia. The station opened in 1880 Yerong Creek station. NSWrail.net. Accessed 8 August 2009. and consisted of a weatherboard station building and signal box.

The halt had no freight facilities. A platform does not appear to have been provided and as a request stop passengers had to clearly indicate that the train should halt. A single storey signal box was present with home semaphore signals.

A signal box was established at the site of present-day Mochimune Station on December 21, 1902. It was rebuilt as a station for both passenger and freight services on November 1, 1909. Regularly scheduled freight service was discontinued in 1974.

This junction along with Hest Bank North Junction and Bare Lane Junction forms a triangular junction with the WCML. This junction is controlled from Preston Power Signal Box. The section to Bare Lane was double track until the late 1980s.

On 24 August 1952 the signal box at Washford closed, and the one at Kentford remained open until 7 May 1964 when it also closed. Freight traffic was withdrawn on 6 July 1964 and passenger trains on 4 January 1971.

The station opened on 8 October 1838 by the Dundee and Arbroath Railway. To the west was the goods yard and the signal box, which both closed in 1965. The station closed on 4 September 1967. Only the railway cottages remain.

The office (converted to a cafe in late-2013) by the main road was used to operate the weighbridge, and the old goods shed can be seen near the railway line. Between this and the platform is the disused signal box.

Where a signal box communicates with more than one other box (in either direction along the line, and possibly along a branch line too), each bell would have a different tone, so that the signalman could tell them apart by ear.

A separate Liskeard Branch signal box was opened with the loop line to control trains going to Coombe Junction. It was closed on 15 March 1964, since when the connection to the main line is operated from a ground frame.

Marshfield had two platforms, each with a brick building. The buildings had wooden awnings to provide shelter. There was a 39-lever signal box which opened in 1897 and closed in 1963.Mitchell, V. and Smith, K. Gloucester to Cardiff.

This service ceased when the line closed to passengers in 1972. In 1970, the station was converted to a Parcels Concentration Department. Much of the trackwork was removed, the north signal box was demolished and the platforms were greatly modified.

In 1907, a small tank engine (no. 546) and a Toad Brake Van crashed into the West Signal Box. The Brake Van was severely damaged, and the engine became derailed. The rails were taken up by the force of the locomotive.

The substantial station building still stands and both it and the signal box are now private houses. The station building was unusual as, originally, it had a 60,000 gallon water tank on top of it, where the pitched roof is now.

This section is steeply graded in parts, with southbound services having to negotiate a climb of at 1 in 67-70 upon departure . A signal box remains in operation to supervise the station area and control the single line stretch southwards.

The narrow gauge Leadhills and Wanlockhead Railway, which is also a light railway, has been built on the track formation, west from Leadhills. Some terracotta bricks from the demolished viaduct were used to clad a signal box at Leadhills station.

Nationalisation followed in 1948 and in 1978 the station became part of the Merseyrail network's Northern Line (operated by British Rail until privatisation in 1995). The signal box adjacent to the station, built in 1905, is a Grade II listed building.

The North Curve was also removed, in spite of much local opposition. The route of Fields Farm Road now uses the trackbed of the former curve. The name Trent remains however, perpetuated on the Power Signal Box built in 1969.

In 1938, a signal box was added to the precinct, south of the goods shed and in-between the bifurcated main line and the lines of the marshalling area. The construction of the signal box represented the modernization of the 19th century railway station and yard and a new mechanized system of signalling to better cope with the increased number of trains travelling through Orange. Over time, the arrangement of the rail precinct at Orange has changed as a result of the development of Orange as a major regional centre, and due to changes in railway technology and practices.

Disused railway tracks run into the shed and there is a diesel tank sitting aloft iron stilts to the southern end of the eastern side of the structure. The type and condition of the materials used in the rail motor shed would suggest the provenance of the rail motor shed to be mid 20th century. Currently, the shed is part of the Australian Native Landscapes lease but is not being used for any function. ;Signal box, 1938 The signal box is a two-storey timber board building located between the crossing loop track and the Main line south of the Orange railway station.

Stallingborough railway station serves the village of Stallingborough in North East Lincolnshire, England. It was built by the Great Grimsby and Sheffield Junction Railway in 1848. The station, and all trains serving it, are operated by Northern Trains. The manually operated level crossing gates seen in the photo and the wooden Great Central Railway signal box that operated them have both since been replaced by a modern brick structure and lifting barriers respectively - the new signal box is on northside of the line, and is one of a few little boxes to be built in recent years.

Marley Hill Signal Box The majority of the houses in this area were very basic, and were in an extremely poor condition by the time they were demolished. Some were of a similar design to the houses in the pit village at the nearby Beamish Museum, and others were built as back-to-backs, a type common in Yorkshire (large numbers remain in Leeds), Lancashire and the Midlands but rarely seen in the north-east. The Bowes Railway ran through a cutting east of the signal box, and the Stanley road crossed it on a bridge.

The track was removed and the station only required a single platform and the footbridge was moved to the East Anglian Rail Museum where it is in operation today. Sudbury Goods Junction signal box was retained despite the fact that all of the track bar a single line into the platform remained. This was to control the level crossing and it was not until 15 February 1981 that the level crossing and signal box were closed. The station building was unused between 1966 and 1974 but then housed the Sudbury Museum until a fire in 1985.

The station remained more or less intact (although increasingly forlorn and run-down) for more than 20 years thereafter, though by the early 1980s only the former platform 3 was in use (along with the former Bishop Auckland East signal box). It was eventually replaced by the current structure on 6 June 1986. This stands on the site of the former Crook branch platform, on a siding off the now single 'main' line which continues on towards Stanhope & Eastgate. The signal box was abolished at the same time, with neighbouring Shildon box assuming control of the much-simplified layout.

The above-ground viaduct and Circular Quay railway station were finally completed in 1956, allowing trains to make a single circuit through the city and return to the suburbs without having to terminate. As a result of this, St James's terminating facilities were no longer regularly used. The signal box remained in use until 1990 with the occasional train continuing to terminate at St James to keep the siding tracks usable for emergencies and railway staff familiar with the procedures. In 1985–86, the signal box was taken out of service for an asbestos abatement project.

Blythe Bridge had at one time two signal boxes, Blythe Bridge and Stallington, both of which controlled level crossings, which was a common feature across the former NSR. Blythe Bridge signal box was opened by the NSR in 1884 on their Derby to Stoke line. The box was built to a standard McKenzie & Holland design and under the S.R.S. designation system is referred to as a MKH Type1. The signal box was equipped with a standard McKenzie & Holland lever frame and a gate wheel for operating the level crossing gates which controlled traffic on the busy former A50.

A quarry once lay nearby and a narrow gauge railway crossed the line bringing stone into the Killochan goods yard for loading into standard gauge goods trucks. In 1965 the signal box was still present as was the second platform and the old toilet block. A 1970 photograph shows the station substantially intact despite closure in 1951 although only a single platform remains. By 2011 the station buildings had been much altered with the signal box gone, toilet block demolished, waiting room converted into a garage and the substantial chimneys removed from the two storey station house.

The goods yard was to the south of the original platform and accessed from the eastern end. The 1876 signal box was on the north side of the line at the west end of the station, but a new box was provided as part of the 1937 alterations and situated at the west end of the main station building on the south side of the line. The goods yard was closed from 3 June 1963 and the passing loop and signal box were taken out of use at the same time. The station building and goods shed are both now used as houses.

The goods shed was in a small yard on the north side of the line, but further sidings were added on the south side of the station, where there was also a small turntable. The first signal box was at the west end of the south-side sidings; it was replaced in 1908 by one on the eastbound platform next to the goods shed. Goods traffic ceased from 6 July 1964. The signal box was closed on 31 July 1966 and the old eastbound platform was then used for trains in both directions for the remaining two months before the line closed.

There were two signal boxes at Gerrards Cross station, one on the east side of the station and one on the west side. The east signal box was closed in 1923. The west signal box was renamed 'Gerrards Cross' and was located on the Down line and remained in use until 11 August 1990 when a total route modernisation was carried out by British Rail and signalling was passed to the new Marylebone Integrated Control Centre. The new line and station effectively created the present Gerrards Cross; the original settlement lay for the most part along the Oxford Road.

The station complex includes the type 14 platform building (1887), the out of room ( 1887), the signal box (1925), the platform canopy (modern), the platform (1887), and the signals in the signal box. The station is located on the eastern side of the Princes Highway, just east of the ocean beach at Bombo. The site has views in all directions, including of the ocean, ocean beach, Bombo escarpment to the west, southern headland of Kiama to the south. The station is entered from the south via a ramp off the Princes Highway footpath which skirts the station.

This station was situated where the line passed close to Littleton Panell on an embankment but was named to reflect two larger communities: Market Lavington and West Lavington. The main building was on the westbound platform and a waiting room was built on the eastbound. The goods yard (in use from 29 July 1900) was at the southwest of the station and the West signal box was opposite. A second East signal box on the south side of the line was open from about 1903 to 1914, when it was removed to allow the platforms to be lengthened.

The 1887 Platform 2 building is of aesthetic significance as a rare weatherboard awningless design station building. The 1891 milk shed (aka Out- of-room) is a rare early structure which has later extension and conversion to a new use. The platform structures show expansion of the station over time. The 1925 signal box is a good example of a simple signal box of this period. Dunmore (Shellharbour) Station Master's residence is of aesthetic significance as a vernacular Victorian Georgian style dwelling of the J2 Station Master's residence design, purpose-built for accommodation of the Station Master.

Broad-gauge trains ceased operation on 20 May 1892. Due to its being built on an embankment, lightweight building materials were used for the station: the platforms originally rested on timber supports for most of their length. Station buildings, including a goods shed and a combined ticket office and waiting room, were built on the eastbound platform in the 1860s. There was a signal box on the eastbound platform by the 1880s which controlled a crossover between the two tracks; sidings at the west end of the station were controlled by a second signal box, and had a connection to the Nailsea Colliery.

Following the passing of the Railways Act 1921 on 1 January 1923 the operation of the line and Ashwellthorpe station was taken over by the London and North Eastern Railway (LNER). Rationalisation at Forncett Junction followed with the abolition of the signal box and responsibility transferring to Forncett station signal box. The July 1939 timetable showed six passenger trains each way along the line on a weekday with the first up and last down operating from/to Dereham. However, the outbreak of World War II saw the passenger service withdrawn on 10 September never to be restored.

When Sectorisation was introduced in the 1980s, the station was served by Regional Railways until the privatisation of British Rail. The station's level crossing was controlled by a signal box until the early 1990s,Bescar Lane level crossing and signal box in June 1991 Railwaymedia.co.uk; Retrieved 19 December 2016 but this was closed and demolished after automatic barriers were installed and the fixed signals removed. The platform layout has also been altered, with the westbound platform moved to the opposite side of the crossing - previously both platforms were sited on the eastern side (the redundant one can still be seen).

Two goods lines ran to the north of the station, connecting the shipping shed yard with the main line near Inglis Street, where a signal box was located to control the points and signals. The signal box at Inglis Street was abolished in October 1971 and replaced by a signal panel at Graham station down the line. The shed operated in conjunction with the H.M. Customs Department for the handling of freight that arrived by sea at Port Melbourne's Princes Pier. This continued for five decades, until containerisation saw the end of conventional cargo handling at Port Melbourne.

Exeter is one of the best small station complexes in the State and demonstrates all of the elements of a turn of the century rural station group. In particular it has a rare on-station two level signal box (another is located at Katoomba railway station) and excellent planting on and around the station. The combination of station buildings dating from both periods of construction, signal box, signals and station details contributes to the high significance of the site. This is one of the best small country examples of station planting which was an important part of most station complexes.

Due to local efforts, however, Magdalen Road station was reopened in 1975, and in 1989 returned to its original title of Watlington. The signal box at the station, in active use today, still bears a Network SouthEast sign with its post-1875 name. The current southbound platform, behind the signal box, dates from the early 1990s; the original station buildings on the southbound side have since been converted into a private residence. The original wooden waiting room on the northbound platform was replaced around the same time, though the original platform still survives as part of an extended platform.

Little demolition took place at Highley after closure, the station buildings and the signal box remained intact, however the footbridge was dismantled in the early 1970s for safety reasons. In 2009 Severn Valley Railway erected a new footbridge to ease congestion on the station after the opening of the Engine House. The new footbridge Between April and mid-May 1974, Highley was the southern terminus of the Severn Valley Railway. The single platform and the signal box interlocking prevent two trains carrying passengers from passing here; although it is possible to pass one passenger train and that of another type i.e.

The place is important in demonstrating the principal characteristics of a class of cultural or natural places/environments in New South Wales. The platform buildings at Homebush Station are in a largely intact condition externally and they are good representations of the "Standard Eddy" building. The Homebush signal box is still able externally to demonstrate the essential design qualities of a late 19th-century elevated signal box of the NSW Government Railways. The design was widely used throughout the system from 1883 until 1911, and some twenty boxes of either full timber or mostly brick load-bearing wall construction were built.

Aberthaw (High Level) station was permanently closed and its platform tracks lifted some years ago and in March 2013, Aberthaw signal box which controlled main line traffic and rail coal traffic access to Aberthaw power station(s) was taken out of use, and all remaining pointwork and signalling was transferred to the Wales Railway Operating Centre (WROC) at Cardiff. When Aberthaw West signal box controlling the Aberthaw Cement Works exchange rail traffic closed in September 1980, Aberthaw East 'box was simply named 'Aberthaw'. In December 2019, the remaining Aberthaw "B" power station was closed and was being decommissioned in 2020.

Already at that time, the Borna–Großbothen railway was planned, although it was only opened in 1937 after a long construction period. After the commissioning of the Borna–Großbothen line, there were four mechanical signal boxess in the station. For the Borsdorf–Coswig line, signal box 1 was located on the western end (towards Borsdorf) and signal box 3, which was also controlled the whole station, was located at the eastern end. Großbothen station now After the Second World War, Großbothen lost importance because of a break in the line to Wurzen and the dismantling of the Borna–Großbothen line.

Signal box 2 was closed by 1980; the western end on the Mulde Valley Railway side received electrically-actuated, remotely-controlled points and colour light signals; these were connected to signal box 1. Shortly after 1990, the middle of the three railway platforms of the Mulden Valley Railway was closed. Traffic on the Colditz–Großbothen section of the Mulden Valley Railway was discontinued on 27 May 2000. In the rationalisation of the facilities, in preparation for the construction of the electronic interlocking system, the connections between the Mulde Valley Railway and the Borsdorf–Coswig railway at the eastern end were omitted.

The station was opened by the Lancashire & Yorkshire Railway in 1872 and closed by British Railways in 1958. When the line was reopened as far as Clitheroe in 1994, Daisyfield remained closed; however the station signal box is still in operation to supervise the adjacent level crossing. It also acts as a fringe box to Preston power signal box, controlling the line towards Clitheroe and the single line via slotted signals, requiring both the signalman at Preston and Daisyfield, to give a release before a train can use the single line. The disused platforms are still visible from passing trains.

The station was opened by the London Midland and Scottish Railway (LMS) on 28 March 1932 for excursion traffic only with three platforms supplied on the Up Main and two platforms on a loop to the south also on the up side of the layout. A new signal box named Southend East was provided with the 1896 signal box being renamed Southend Sidings. The opening day was marred by a minor derailment and according to local newspaper reports usage was fairly low. In early 1933 a fourth platform was supplied on the Down Main to better cater for down stopping trains.

The station offices were on the platform and a goods shed was opposite, while an engine shed was provided behind the platform. In 1905 a second track was added on the opposite side of the platform and a new signal box was brought into use. An iron hut was added to provide more accommodation but was removed in the 1920s when the main building was extended towards the town. The next major alterations came in 1934 when the original single track line was replaced by a double line to cope with the heavy holiday traffic, and a new signal box built.

Passenger trains resumed in 1987, and in 1994, the layout was rationalised again as part of the programme of works associated with the building of the current Morecambe station. The last portion of double track on the branch from Holt Bank Junction to the former ICI sidings at Heysham Moss was singled, redundant trackwork was removed, and the old signal box dismantled (it was subsequently donated to the heritage Dean Forest Railway and has been restored and rebuilt at )."The Signal Box " forum - Heysham Harbour www.signalbox.org; Retrieved 2014-03-11"Steaming Around Britain's Railways - Forest of Dean, Part 1" www.crjennings.

Herzogenrath is one of the few stations in the Aachen region that is not yet controlled by an electronic signalling centre. Since 1985, operation is regulated by a relay signal box of type SpDrS600 with the code Hf (where the f stands for Fahrdienstleiter, German for train dispatcher), at the northern end of the station. This signal box also controls the station of Kohlscheid, which is the following stop in direction Aachen. From 1915 to 1985, Herzogenrath station had a two mechanical signal boxes, besides Hf there was a second one, code Hs, at the southern end.

The Quintinshill rail disaster was a multi-train rail crash which occurred on 22 May 1915 outside the Quintinshill signal box near Gretna Green in Dumfriesshire, Scotland. It resulted in the deaths of over 200 people, and is the worst rail disaster in British history. The Quintinshill signal box controlled two passing loops, one on each side of the double-track Caledonian Main Line linking Glasgow and Carlisle (now part of the West Coast Main Line). At the time of the accident, both passing loops were occupied with goods trains and a northbound local passenger train was standing on the southbound main line.

At that very > moment when the signal was given, there was before the very eyes of the men > in the signal box a local train which was obstructing the line on which the > troop train was to run. One man in the signal box had actually left the > train a few minutes before, just at the time when it was being shunted on to > the up line. The other man had a few minutes before directed the local train > to leave the down main and go on to the up main. > That is the staggering fact that confronts you.

To compensate for this loss, slip coaches were shed from some down trains at Ashurst. Upon the completion of the Cuckoo Line in 1880, the line between Eridge and Groombridge was doubled. At the same time, a crossover was constructed on the western side of Groombridge station, together with associated signalling equipment, and later the Groombridge West signal box. A second signal box, "Groombridge Junction", was provided on the opening of the Cuckoo Line, and a third, "Groombridge West" (the first signal box's name was changed to "Groombridge East"), was added in 1888 after the opening of the Oxted Line.

Velbert-Langenberg station was opened by the Prince William Railway Company (Prinz-Wilhelm-Eisenbahn-Gesellschaft) north of the centre of the then independent municipality of Langenberg together with the Wuppertal-Vohwinkel–Essen-Überruhr railway on 1 December 1847. Since Langenberg was incorporated into Velbert in 1975, the name of the station was changed in December 2003 from Langenberg (Rheinl) to Velbert-Langenberg. In 1986, Deutsche Bundesbahn replaced the two mechanical signal boxes "Lf" and "Ln" with a relay signal box, which was given the name "Lf" (Langenberg Fahrdienstleiter—dispatcher). This signal box has been remotely controlled from Essen-Steele since 2004.

There were originally highlight windows to the carriage shade, but these have also been removed. The railway platform has a concrete upstand, and originally was finished with hexagonal concrete tiles similar to the verandah, but these are no longer extant. The platform has been trenched in front of the signal box, which is situated on the southwest side of the station building fronting the former ticket and parcels office, creating a pit for control rods which has been covered with timber boarding. The signal box replaced the original free- standing structure which was located on the southwestern side of the carriage shade.

The signal box protrudes from the station building on a raised concrete base, and has sliding multi-paned windows to three sides. The former ticket and parcels office has much of its original joinery, including benches to the ticket windows, and shelving. The raised signal box, which protrudes from the southwest side of the room, contains control levers and is accessed via timber steps to a platform with timber handrail. The adjacent former station masters office contains some early fittings including a timber screen fronting the southwest door, a corner basin, and a corner zinc coated shelf.

To the west of the station there had been a signal box, crossover and siding but these had gone by 1931; the signal box was opened on the Up side in 1898 and was known as Gellavalln. As a result of decline in the local industry and the costs of working the line between Abergavenny and Merthyr, passenger services ceased on 4 January 1958. The last public service over the Merthyr line was an SLS railtour on 5 January 1958 hauled by GWR 6959 No. 7912 Little Linford Hall and LNWR Coal Tank No. 58926. Official closure came on 6 January.

The actual signal tower is 15 metres long and in addition it has operating rooms and a pedestrian bridge. The interlocking system, which it housed, was a 10-metre- long electro-mechanical interlocking system of class E 43 made by the Siemens company. At its peak, the signal box was staffed by five people who were particularly responsible for the marshalling and operation of trains at the freight yard. In 1996, after 60 years of operations, the signal box, together with the other signal boxes, was removed from service and replaced by the central interlocking Bf on the Nahe bridge.

Shortly after 9pm a local train from Warrington, destined for Wigan and drawn by 2-4-2 tank engine No. 6632, entered the section. It was due to be turned off onto the Earlestown branch line, but Signalman Bloor at the Winwick Junction signal box was already busy with no fewer than seven other trains, and probably engaged on the telephone to Warrington, discussing a necessary change to the running order to cater for an express freight train carrying perishable goods (fish). The local train therefore came to a halt at the Winwick Junction home signals, and Fireman Hayes left the train to walk to the signal box away to carry out Rule 55, by which he was to remind the signalman of the train's presence and ensure that it was protected. Before Hayes could reach the signal box, the signalman at Winwick Quay to the south rang Call attention for an express train from Euston to Blackpool.

The 1890s overhead booking office is aesthetically significant as it has characteristic features of this type of station building namely the use of brick for construction, the small size of the building and the location of the building on the footbridge. The 1890s signal box is an in-operational signal box, with no signalling equipment and deteriorated interiors but it retains a number of features which typify this type of signal box, including inverted corrugated galvanised iron awnings above the operating level windows and landing and the full building width second floor landing which has a small timber compartment for a toilet at its rear. The place has a strong or special association with a particular community or cultural group in New South Wales for social, cultural or spiritual reasons. The place has the potential to contribute to the local community's sense of place and can provide a connection to the local community's history.

The station buildings, located at the center of each platform, have been described by the New South Wales Office of Environment and Heritage as ones of a "Federation character", unique to Wickham and Civic stations, which were built much later than most other stations in the Hunter region. Inspectors from the Office of Environment and Heritage, evaluating the station in 2009, described the buildings as such The station's original signal box, described as a "Type EO", was replaced with a "Type O" design signal box in 1966. Accessible from Station Street to the station's north, and through a metal staircase at the eastern end of Platform 2, the signal box was a two-storey high brick building, with a "terracotta tiled hipped roof and aluminium framed windows". The lower floor was primarily used for surveillance of the level crossing at Stewart Avenue, using a closed-circuit television link between the box and the level crossing.

Inside the waiting room of the main station building. It has been derelict since the 1960s, and is boarded up. Flax Bourton signal box in the 1970s. The station closed to passengers on 2 December 1963, a victim of the Beeching Axe.

The station opened on 1 February 1846 by the Symington, Biggar and Broughton Railway. The goods yard was to the north. A temporary signal box was built in 1906 to accommodate extra traffic for the Royal Highland Show. The station closed in 1950.

The station consisted of a single platform with a substantial weatherboard station building and signal box. The platform buildings were demolished in the 1980s and only the platform and a replacement brick signalling facility remain. Passenger trains no longer stop at the station.

Mitchell, V. and Smith, K., plate 39. The signal box had already closed on 2 November 1985, and was demolished the previous month in August 1987.Mitchell, V. and Smith, K., plate 35. Electrification to East Grinstead was completed in October 1987.

The station opened on 1 July 1889. It was situated on the extension of the Elham Valley Railway from to Harbledown Junction, on the Ashford to Ramsgate line. A 17-lever signal box was provided. Initially, there were six passenger trains per day.

The station opened on 1 July 1889. It was situated on the extension of the Elham Valley Railway from to Harbledown Junction, on the Ashford to Ramsgate line. An 18-lever signal box was provided. Initially, there were six passenger trains per day.

The station opened on 1 July 1889. It was situated on the extension of the Elham Valley Railway from to Harbledown Junction, on the Ashford to Ramsgate line. An 16-lever signal box was provided. Initially, there were six passenger trains per day.

In the 1960s, an electro-mechanical lever frame of a 1907 design was installed in the previously mechanical signal box A and, in addition, the approach track received three beam retarders. In 1971, colour light signals were installed on the western hump.

Glassaugh station had two platforms, a passing loop, a bay platform and one signal box. The 1902 OS map shows a station agent's or stationmaster's cottage sat near to the site and two sidings with a goods shed.Banffshire, Sheet 003.11. Publication date: 1904.

Its northern exit no longer exists. The existing signal boxes were replaced by a push-button signal box in 1973. The current entrance building was built in 1998 to the north-west of the remaining tracks. Tracks 1 and 2 were built over.

The goods yard, which was on the north side of the line opposite the signal box, was closed on 5 April 1965 and the station was downgraded to an unstaffed halt from 6 October 1969 under the Western Region of British Railways.

Goods traffic continued until 1 October 1964. The line was maintained as a possible relief route until April 1967 when the tracks were lifted.Western (1990), pp.68–69 The station had a weighing machine and signal box located beyond the up platform .

Its signal box was taken out of use in 1965 Passenger closure followed in 1968 when the line was truncated at Penarth . No trace of the station survives. The site is now occupied by a telephone exchange.Hutton, J. Taff Vale Railway Miscellany.

Fisher states this was a sand pit whilst Adderson and Kenworthy state a chalk pit This location also had a signal box called "Lime Works" which closed on 26 June 1968 presumably when, or soon after, rail traffic to the sidings ceased.

The station building was destroyed by fire on 16 November 1898.Thomas (1990), page 194 The red sandstone building and signal box are a Category C listed building as being a 'well detailed example of a small through station in the area'.

The platform has been shortened and widened to meet the former passing loop. The old tracks and sidings have been largely abandoned. Behind to the left is the empty signal box. A station named Wattenscheid has been at this location since 1874.

The station has retained its L&YR; signal box, which operates the adjacent barrier level crossing. In 2005 the railway station underwent a £250,000 restoration project which saw the ticket office restored to its former glory and new fences and CCTV installed.

The nearby Llandenny railway station building still exists though half demolished. It includes a ground frame signal box on the platform, a cattle dock and small goods sidings. It stood on the Coleford, Monmouth, Usk and Pontypool Railway line and closed in 1959.

Rainbow Hill Junction was at the western apex of the Worcester triangle. In the 1970s the signal box and junction trackwork were abolished, and the line to Henwick station worked as two single lines, combining into a double line west of Henwick.

The signal box has rendered external walls. Internally, the building has painted plaster walls, painted joinery of a high quality and ceilings of ripple iron or fibrous plaster sheeting. The floors are all wooden. The waiting room retains its original fitted timber seating.

The station has two platforms joined by a bridge, with Permit to Travel Machines on both platforms. Newhaven Harbour's signal box was demolished on Sunday 15 March 2020, several months after the Seaford branch resignalling project transferred signalling control to Three Bridges ROC.

Adjacent to the railway station is Ryde depot: the Island Line's traction maintenance depot, where the maintenance and storage of the Island Line's Class 483 trains takes place. Since 1989, signalling for the Island Line has been centralised to the station's signal box.

The fourth steepest main line bank on the British mainland, with a constant 1 in 42 for 2½ miles. The climb begins at Plympton and climbs all the way to Hemerdon signal box, a distance of 2 miles and 50 chains (4.22 km).

The station opened as Grant's House on 22 June 1846 by the North British Railway. The goods yard was to the west which had a goods shed. The station's name was changed to Grantshouse in 1915. The signal box opened in 1918.

The station opened on 17 July 1856 by the Jedburgh Railway Company. To the east was a locomotive shed and to the north was a goods yard. To the northeast was the signal box. The station closed for passengers on 13 August 1948.

West sheetRailScot - Maryville In 1910 Maryville is no longer present, the northern platform having been replaced by three sidings and later four, entered from the west where the signal box is located.Lanarkshire Sheet XI.NE (includes:Bothwell;Old Monkland). Publication date:1914. Date revised:1910.

After the fall of the Berlin Wall in 1990, this was no longer needed. Since 22 June 2003, the station has been controlled by the electronic signal box of the main station. In June/July 2014, extensive track renewal work was carried out.

Mount Pleasant is a small village in the south of Merthyr Tydfil, Wales. It is also known as "The Black Lion" after the old signal box, controlling, passenger and coal lines from Merthyr Vale Colliery to Cardiff on the Taff Vale Railway.

In preparation for Stage 2 of the electrification, the lines between Charing Cross and Metropolitan Junction were remodelled. Semaphore signals were replaced by colour light signals, with a new temporary manual signal box provided at Charing Cross. The lines serving Cannon Street were electrified.

The 8:50 diesel multiple unit train from to collided with the rear of a ballast train at about . The latter had been working in the vicinity of Singleton Bank signal box and was about to leave to clear the section for the express.

The original 1881 platform face is constructed of stone with later brick extensions. ;Signal box (1925) Small precast concrete drop slab building with timber framed windows. The roof is gabled and clad in corrugated sheet metal. The station building retains a high level of intactness.

"Memories of Thorne" History of Thorne website; Retrieved 20 January 2017 There was also a signal box - this was abolished when the line was resignalled in the early 1980s. The other station in the town is Thorne North, which is served by trains towards Hull.

During the First World War from 20 September 1915 the station closed being used as a halt but unstaffed. It reopened in 1919. The signal box was removed in the 1920s, and the station closed in 1952.Stainmore Railway Company - Photographs : Smardale Halt www.cumbria-railways.co.

A signal box controlled the single-line sections to Dolgellau in one direction and Drws-y- Nant in the other. The box also controlled the adjacent level crossing. Today, the brick platform remains. The station-master's house across the road remains and is still occupied.

Railway Signal Cabin and Turntable is a heritage-listed signal box at Ellenborough Street near the Ipswich railway station, Ipswich, City of Ipswich, Queensland, Australia. It was built from 1881 to 1895. It was added to the Queensland Heritage Register on 27 May 2005.

The station opened on 1 September 1870, and closed to passengers on 4 January 1943. The signal box was still operational in 1963 to control the passing loop; both platforms were also in situ. Today this line is still open as a freight line.

Revised: ca. 1902 In 1930 one signal box had been removed.Banffshire, Sheet 002.04. Publication date: 1930. Revised: ca. 1903 The line was predominantly single track apart from a double track section between Buckie and Portessie. Track lifting took place shortly after closure in 1968.

View SW with distinctive signal box Knaresborough railway station is a Grade II listed station serving the town of Knaresborough in North Yorkshire, England. It is located on the Harrogate Line west of York and is operated by Northern, who provide all passenger train services.

The station opened on 15 October 1849 as Killylung. Within a year it was renamed as Holywood. The station is now closed, although the line through the station is still open. One platform still exists and a level crossing controlled by a signal box.

Thus a new marshalling yard needed to be built. This was opened in 1942 as Germany's most modern yard. This was controlled by 11 electro-mechanical interlockings, which had been reduced to eight in 2000. One of these is now a museum signal box.

The station opened on 5 October 1887 by the Girvan and Portpatrick Junction Railway. On the southbound platform was the signal box, which was replaced in 1905. The second platform was added in 1937. To the east was a siding which served a cattle pen.

The station did not have a goods yard; it just had two lines straight through. Nonetheless, freight did pass through the station from the nearby Cadbury factory, also in Moreton. The 8-lever signal box was in use until 24 July 1994, and demolished afterwards.

The station comprised side platforms linked by a footbridge. The main building and goods yard were on the southwest side. On the northeast side was a platform shelter and the Cornsilloch Colliery siding. The signal box was immediately southeast beside Stonehouse Junction (renamed Dalserf Junction).

In 2002, the last three were replaced by an electronic interlocking built by Siemens. The raised signal box Ff, which is heritage-listed but threatened by demolition, is still preserved and the Fn and Fs signal boxes are heritage- listed by the municipality of Finnentrop.

Burston railway station was on the to line and served the village of Burston. Only the station building remains; very little evidence of the platforms exist. The railway line still passes through it on a level crossing. The original signal box is no longer there.

The station was built by the Banbury and Cheltenham Direct Railway, which was taken over by the Great Western Railway before its opening. The station had two platforms, a passing loop and a signal box of Gloucester Wagon Company design.Hemmings Vol.1, p.106.

Porta Marghera is a major port of the Venetian area. Railways enthusiasts can visit the Signal Box A (Cabina A), preserved by the "Società Veneta Ferrovie" (a society named after the former public works and railway company, based in "Piazza Eremitani" in Padua) association.

In 2019, the passing loop was opened and the footbridge donated from Brigg Station in Lincolnshire, was refurbished by Cleveland Bridge in a not-for-profit scheme. The signal box is from the Furness Railway and was previously located on the Cumbrian Coast line.

Ordnance Survey (1999). OS Explorer Map 230 - Diss & Harleston. . The station is unstaffed and has two platforms, adjacent to a level crossing. Wooden level crossing gates used to be opened and closed manually by a signaller in the local signal box, which is dated 1883.

Castledare has extensive facilities, including over of track, railway station, signal box, turn table, storage sheds and workshops. There are toilets, a kiosk, and limited picnic facilities. "Run days" are usually on the first and third Sundays of the month and during school holidays.

The station building at Hawick was also substantial but displayed a more dour appearance; the station's main feature was the tall brick Hawick South signal box which, from the north end of the Down platform, overlooked the line curving south away across the Teviot.

The entrance building was opened in about 1900 on the Beienheim–Schotten and the Friedberg–Mücke railways, which were opened in 1897. There is a service room in the building, but there is no waiting room. Beienheim, along with Nidda, has a mechanical signal box.

On the left: the new platforms and the old station building. Behind: the former embankment of the suburban railways in 1940. On the right: a former signal box and the tracks to the GVZ. The station building of 1868 is located west of the tracks.

The station opened on 1 June 1878 by the Dundee and Perth Railway. The station building was on the eastbound platform but there was no signal box until 1925. It closed to both passengers and goods traffic on 11 June 1956. Only the footbridge remains.

Two were established, the other for bridging the Lady Windsor lock. Along with its control building (often referred to as a signal box) it is now a listed structure. During World War II (1939–45) the Barry Docks were used to import war material.

Before this work, it was via the road overbridge. Prior to its demolition, the signal box (a short distance to the south of the station) was known as Kidderminster Junction. This controlled the junction to the Severn Valley Line until its closure in the 1970s.

The Department for Culture, Media and Sport listed 26 signal boxes across the country as part of a joint project between Network Rail and English Heritage to secure the nation's railway signalling heritage. Downham's signal box was built in 1881 for the Great Eastern Railway.

The track was lifted in 1961 and the signal box demolished. The station building became a private residence but has generally retained its original appearance. The platform mostly remains, and a farm track uses the course of the railway to both sides of Panton Road.

Revised: ca. 1897. In 1941 a mineral line branched off towards Kingshill Colliery and a complex arrangement of sidings, a passing loop and running lines were present on this, the LNER Morningside Branch. A signal box is located at the station site.Lanarkshire 013.14 (includes: Cambusnethan).

The station has two platforms, a signal box and a level crossing at its northern end. It is located at the southern end of a double track section of the line, which runs north as far as Kennethmont before reverting to single track once more.

The signal box was situated at the southern end of the Bidston-bound platform.Flickr - 92057 Upton Stn. 19.7.67 Accessed 2014-06-07 Iron ore freight trains also passed through the station. These freight trains operated from Bidston Dock to the John Summers steelworks in Shotton.

The main station building, the signal box and an engine house to the south of the station are all Grade II Listed buildings. All three were originally built in or shortly after 1882 to the designs of Thomas Myres, the railway company's staff architect.

The station signal box was retained to supervise the single line section to what was now the terminus of the branch – this remains in operation today and is now the only one left on the line. The station was renamed Rainford on 7 May 1973.

In automatic mode, the signals will automatically change depending on where trains are detected and the points are locked in the normal position. In controlled mode, the signals and points can be controlled from Campbelltown Signal Box or the Rail Operations Centre at Alexandria.

On 7 December 1964 British Railways withdrew passenger services from Challow and all other intermediate stations between Didcot and . The last passenger train ran on 5 December. The station closed to freight traffic on 29 March 1965. The signal box closed on 30 May 1965.

The station opened on 7 November 1859 by the Glasgow and South Western Railway. To the east was a goods yard and to the west was the signal box which opened in 1878. The station closed to both passengers and goods traffic in 1959.

In September 1965 Bledlow level crossing was converted to automatic half-barriersMitchell and Smith, 2003, plate 72 enabling the signal box to be closed.Potts, 2004, page 231 Freight traffic was withdrawn and British Rail closed the line between Thame and Princes Risborough in October 1991.

A signal box was provided in 1892 but was downgraded to a ground frame by 1907. On 7 January 1963 British Railways withdrew passenger services between Princes Risborough and Oxford, closed all intermediate stations including Tiddington, and dismantled the track between Thame and Morris Cowley.

The signal box which was at the south end of the Lincoln platform was removed to Great Central Railway (heritage railway) at Quorn and re- erected in 1987. Nowadays it is on the "Grimsby - Lincoln - Newark" line and is managed by East Midlands Railway.

The station closed to both passengers and goods traffic on 22 September 1930. The signal box remains. Despite being closed the station was host to a LNER camping coach from 1936 to 1939, campers were advised to take the bus from either Arbroath or Montrose.

The concrete location huts are likely to have been constructed between 1917-1924 with precast panels manufactured at the Auburn cement works.Dawbin & Love, 2005 After closure in 1991, most of the internal equipment was removed from the signal box and the windows boarded up.

In this revised mileage, the site of Copmanthorpe Station is at 184 miles 59 chains."Colton to York Line Mileages" Railway Codes, Engineer's Line References, Retrieved 18 January 2020 The Copmanthorpe Signal Box at Moor Lane crossing was closed in the same year, with control of the line passing to York signal box. To close the Moor Lane level crossing, Moor Lane itself was diverted through the site of the old goods yard to join the bottom of the 1904 bridge approach road. As part of the electrification of the East Coast Main Line in 1988, the overbridge was replaced at a higher level to provide clearance to the overhead wires.

A signal box that controlled the level crossing was located on the opposite side of the road to the station building, in the corner of the goods yard. A second level crossing was located 33 chains () further along from the Copmanthorpe station level crossing, where Moor Lane (then called Moor Road) crossed the railway. This crossing was called Copmanthorpe Gates, according to the 1853 OS Map, and was operated by a crossing keeper who lived in the adjacent, G. T. Andrews designed, single storey house. The 1892 map appears to show a small signal box the other side of the road to the house.

As a terminating station, St James was equipped with a small signal box and two dead end sidings, located in the tunnel stub at the north end of the station.St James Tunnels Neety The St James signal box, equipped with pistol grips, was the smallest such box in New South Wales. Trains arriving at St James would disembark passengers on one of the outer platforms, then the train would move to a siding and reverse direction, coming out at the opposite outer platform. During non-peak hours the driver would simply move to the other end of the train while the train was on the siding.

Each distant signal had its own battery, operating at 12.5 V or more; the resistance if the power came directly from the controlling signal box was thought too great (the locomotive equipment required 500 mA). Instead, a 3 V circuit from a switch in the signal box operated a relay in the battery box. When the signal was at 'danger', the ramp battery was disconnected and so could not replace the locomotive's battery current: the brake valve solenoid would then be released and a horn sounded in the cab. The driver was then expected to cancel the warning and apply the brakes under his own control.

The Engineer's siding at Eardington is controlled by a ground frame. No intermediate token instrument is provided, with the Highley-Bridgnorth token directly unlocking the two lever frame. This means that Hampton Loade signal box must be switched out when Eardington siding has to be used, and also that a train cannot terminate or depart from there - unless the token is taken by road between Eardington and Highley or Bridgnorth signal box. Bridgnorth also has a ground frame at the northern end of the layout allowing movements from the Hollybush siding (which also serves as the headshunt for locomotives running round their trains) into and out of the Boiler Shop.

It remained a single-platform station through 1876 and 1902 capacity improvements along the line, but on 20 June 1937 was given a passing loop and second platform, although no shelter was provided for this. The original signal box at the east end of the original platform was replaced at the same time by one in the goods yard. The goods yard was closed from 3 August 1964 and the signal box and loop likewise on 6 September 1964. After closure to passengers the station building was used as a house until it was demolished when the North Devon Link Road was built through the site.

Departure Platform, 2007 Rationalisation of the station took place in two phases, the first in 1979/80, followed by a partial redevelopment of the site in 1998/9. Prior to 1979, the station had two island platforms and full length canopies and a four road goods yard, controlled by the signal box provided by Dutton in 1892. Behind (south) of the signal box stood a four road carriage shed that had been built in 1893 to replace a smaller shed of 1875. The northern "Peel" island platform served trains to Peel and Ramsey, and was largely disused after 1968, except as a parking area.

In May 2011, Auckland Transport and KiwiRail started work to lengthen the platform to accommodate longer passenger trains. The platform area around the signal box was raised and further platform installed around the base of the pedestrian over bridge to Walmsley Road. In July 2011, the signal box at the station was one of the last to be decommissioned in Auckland, as part of a project to upgrade the signalling of the Auckland suburban network in preparation for electrification. Mainline signalling in the Ōtāhuhu station limits will be operated from the National Train Control Centre (NTCC) in Wellington, along with the rest of the Auckland network.

Early signalling equipment within the signal box (signal levers, staff instrument) are of research significance as historical railway operational technology. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales. The collection of weatherboard station buildings including lamp room, out of room and signal box at Albion Park dating from 1887 to 1890 are rare, being one of a few Illawarra line railway stations to retain late 19th century weatherboard station buildings (along with Dapto, Thirroul, Bulli, Shellharbour, Bombo and Berry). The platform building is one of only four 3rd class weatherboard platform buildings on the Illawarra line.

In 1934 a new signal box at the opposite end of the station, brought second-hand from Maerdy, was put into use when the line from Dunster to was doubled in 1934. The GWR was nationalised into British Railways in 1948 and from 1964, when goods traffic was withdrawn on 6 July, the line was run down until it was eventually closed on 4 January 1971. The line was reopened as a heritage railway operated by the West Somerset Railway on 28 March 1976. The signal box was moved to Minehead in 1977 but the goods yard is now home to the railway's civil engineering team.

Jewell railway station is located on the Upfield railway line in Victoria, Australia, and serves the northern Melbourne suburb of Brunswick. It opened on 9 September 1884 as South Brunswick and was renamed Jewell on 1 February 1954, honouring a long-serving member of the State Parliament, James Jewell, who represented the Brunswick electorate from 1910 to 1949.Jewell Vicsig Disused goods shed is located next to the Platform 1 entrance, whilst a disused signal box is located at the northern end of the station, next to the Union Street level crossing. The main station building, signal box, and level crossing gates are listed on the Victorian Heritage Register.

The current 1885 signal box was built by MacKenzie & Holland of Worcester, as their 'type 3' box design under contract to the Great Western Railway. It has a striking feature in that it is unusually tall, providing good visibility over the goods yard to the east and rear (south) of the 'box. A balcony was also provided on the east side to allow the signalman to communicate with drivers and other personnel working in the goods yard. Ledbury signal box was designed to be operated by one person and has always provided all the essential modern hotel services such as an office area, heating and cooking.

The signal box was reduced to a ground frame when the station ceased to be a block post on 1 December 1922. A steel girder footbridge was installed in 1902; this was the first of its type on the LSWR. The station master's house was to the south east of the station, close to the signal box. Goods traffic was served with a cattle loading dock on the up side accessed by a lead to the north of the station and a small number of sidings for other goods, also on the up side, and served by a lead to the south of the station.

The northern part of the track to the west of Canning Street North signal box and to the east of Wallasey Bridge Road level crossing, was owned by Mersey Docks and Harbour Company. It is presently understood to be in the ownership of Peel Holdings. The main part of this section runs parallel, on the northern side, to Corporation Road, across Duke Street, parallel Beaufort Road. The sections of the branch between and inclusive of Rock Ferry railway station, Canning Street North signal box, and the section west of Wallasey Bridge Road level crossing are understood to have been in the ownership of Railtrack and, subsequently, Network Rail.

Charlbury station on 9 January 2011, showing concrete sleepers newly laid for the restoration of double track and platform 2 The Oxford, Worcester and Wolverhampton Railway opened the station in 1853. It is notable for the original station building, a wooden chalet-type structure in the Italianate architectural style of Isambard Kingdom Brunel; together with the early station nameboard this is a Grade II listed building restored in 1979. Until 1970 the station had a goods shed, a 30 cwt crane and a 34-lever signal box. The signal box was demolished when the line through the station was singled on 29 November 1971.

The station was opened along with the line in September 1858 by the Crewe and Shrewsbury Railway. Prior to resignalling of the line in 2013, the barrier level crossing at the south end was controlled from an ex-LNWR pattern signal box, which operated manual semaphore signals. The station also has a small single storey main building (now disused) on the same side of the line but north of the crossing.Wrenbury station (image 41) Images of Wrenbury website gallery; Retrieved 2 August 2017 The signal box has since been removed and the crossing is now remotely supervised from the South Wales Rail Operating Centre in Cardiff.

The signal box was also closed, replaced by a signal panel in a new station building, located on the Down platform. The Bridge Street level crossing and signal box had been replaced by boom barriers by 1964, and the Graham Street level crossing, at the Down end of the station, was abolished by October 1970, when grade separation was carried out. Only two lanes of the four lane road were completed, with the other two completed the next year. The last passenger train ran through the station on 10 October 1987, after it was announced that the line would be converted to light rail.

The existing (third) station arrangement with its extant platforms, station buildings and signal box dates from the 1891 quadruplication of the line represents the expansion of the railways in the late 19th century to accommodate increasing rail services. The existing 1890s platform buildings are historically significant as they are able to demonstrate the first use of island platforms in NSW. In addition the signal box, footbridge and brick store rooms collectively demonstrate a former era of travel, communication and trade. The place has a strong or special association with a person, or group of persons, of importance of cultural or natural history of New South Wales's history.

The stone building on the left is the old goods shed, while sidings for coal traffic were situated on the opposite side of the line. The disused signal box on the eastbound platform was unusually tall to allow the signalman to look over the footbridge to see trains approaching up the steep gradient. The train now descends this to reach Torquay railway station opened in 1859, although today's large stone buildings and old signal box date from 1878. Unlike the original Torquay station (now Torre), this one is right by the beach at Abbey Sands and a level promenade links it with the harbour and town centre.

Bedale signal box in service during 2014 The Wensleydale Railway Company took over the station after leasing the branch from Railtrack in the spring of 2003, with services returning to Bedale in 2004 for the first time in 50 years. The WRC use the surviving station building and the adjacent brick-built signal box. Trains currently operate between Leeming and Redmire, but the company hopes to eventually rebuild the currently derelict section of the line west of Redmire and run services all the way from Northallerton to Garsdale. The Class 31 D5584 diesel locomotive shown in the heading image was operating a Sunday evening special.

At the location where the signal box had to be located to allow the signalman to observe the passage and location of trains, there was inadequate space for a conventional box. The solution adopted was to build a master-and-slave system: a manned signal box was placed where visibility of trains was convenient, and a dependent box with full interlocking was placed in a convenient space, but where visibility was poor. The latter box was normally unstaffed, and it was operated by hydraulic power from the staffed box, which contained the block instruments. The innovation was not a success, and in 1909 it was replaced by a conventional signalbox arrangement.

The swing bridge with signal box and station beyond From the time of its opening in 1901, the Mallaig Extension Railway was worked throughout by the electric token system. A signal box, named "Banavie Canal Bridge", was located at the west end of the station, on the north side of the line. It did not become a token station until 4 February 1912, but originally existed to control the nearby level crossings and the adjacent swing bridge over the Caledonian Canal. Because of the continuing requirement to operate the swing bridge locally, Banavie was chosen as the location for the control centre for the West Highland Line's new radio signalling system.

Carmont Signal Box, seen in 2006 The railway employee who had been travelling as a passenger, despite being injured herself, walked back along the track to Carmont Signal Box to raise the alarm. Following the initial incident thick smoke was visible from the crash site. Three people died: the driver, the conductor, and a passenger. This was the first railway accident involving the fatality of a passenger on a train in the United Kingdom since the Grayrigg derailment on 23 February 2007, and the first major accident involving an HST in the United Kingdom since the Ufton Nervet rail crash on 6 November 2004.

It is believed that the Warren Hill Junction–Snailwell Junction probably closed on this date as well with the cessation of passenger traffic although by this time Snailwell Junction signal box was only opened in the morning at this time and the evening Ely-Newmarket service had to reverse at Chippenham Junction as the direct route was not available. However the line may have survived (for freight?) until 2 February 1966 which was when Warren Hill signal box closed, although with the line being singled at this time, whether any trains actually ran via the Warren Hill Junction to Snailwell Junction curve is unknown.

A passing loop and second platform was installed at Pewsey after a couple of years, and the line was converted to double track in 1899 in preparation for the opening of the Stert and Westbury Railway at . A signal box was situated on the west end of the eastbound platform; it was replaced by a larger signal box in 1933 but this was closed in 1966. In 1969, the footbridge was replaced with a secondhand one brought from . By 2015 this bridge was in poor condition and was itself replaced by Network Rail with a new, taller, structure incorporating a rainwater drainage system and costing £465,000.

A pedestrian overbridge stood near the station building and a small shelter stood on the second platform. A second signal box stood on the platform to the east overlooking the passing loop and a siding. The level crossing and gates stood just to the west of the stone built platform on a straight section of track with the signal box close by and a small goods yard with a small head shunt and a loading bay with a crane. Timber was often loaded here and a link with the Monadavan Diatomite Works via a narrow gauge railway may have existed up until circa 1919.

A collision occurred near Lawrence Hill on 8 January 1930, approximately north of the station. At 5:41am, an express train from to ran into the back of a minerals train which had stopped to pick up the brakes after descending Filton Bank. The express locomotive, GWR 4000 Class number 4063 "Bath Abbey", was derailed and badly damaged, with several coaches also being damaged. The incident was blamed on signalman A. H. Toop of the Lawrence Hill signal box, with contributing factors including lax working standards and the driver of the goods train, W. G. Atkins, failing to pull up to the signal box as required.

The goods yard was closed on 13 July 1964, but the abolished signal box remains in situ as a shed and garage. The next station, located 16 miles from Norwich, was formerly known as North Walsham Main railway station to distinguish it from North Walsham Town railway station on the rival Midland and Great Northern Joint Railway, but is now simply referred to as North Walsham. The station was also formerly used to serve trains working on the Norfolk and Suffolk Joint Railway route to Mundesley. The station is equipped with a passing loop, although the original station buildings and signal box have been demolished.

The station is now owned by Network Rail and managed by East Midlands Railway, which provides all rail services. A local road crosses the line at the western edge of the platforms, where a signal box and manually operated crossing gates can be seen. The main Grantham to Sleaford road runs to the north of the railway station and crosses the line about a quarter of a mile north east of the station, where automatic barriers are used. Rauceby still has a working signal box at west end of the station, however the station is unstaffed and offers limited facilities other than two shelters, bicycle storage, timetables and modern 'Help Points'.

This layout dates from the closure of the former terminus at and its associated signal box in February 1994, with Bare Lane signal box taking over control of all signalling on the line thereafter (other than that controlling the junctions with the main line at Hest Bank). As mentioned above however, it was closed in December 2012. The structure remained intact for another year and had been used for several months by Northern staff as a manned help point for travellers due to the absence of digital passenger information screens at the station. It was eventually demolished in January 2014 after the PIS screens were installed and finally brought into use.

Little Salkeld or Dodds Mill viaduct lies near to the mill and just north of the village is the Eden Lacy or Long Meg Viaduct across the River Eden.Settle & Carlisle Railway Retrieved : 2012-09-08 South of Eden Lacy viaduct and north of Little Salkeld station was Long Meg Sidings signal box. A British Railways London Midland Region Type 15 design fitted with a 40 lever London Midland Region Standard frame, it opened on 3 July 1955 replacing Long Meg Sidings Ground Frame which only connected with the Up line. A Midland Railway signal box had been at this location until 13 March 1915.

The signal box to the north of Dee Marsh Junction remains in use to control access to the remnants of the former Shotwick Sidings for the dispatch of finished steel products. The sidings were once used by heavy trains of iron ore from Bidston Dock in Birkenhead bound for the sidings Shotwick. An industrial park and rail-connected paper mill now occupy part of the old Shotwick works site, whilst the rolling mill there is still operational receiving steel coil for processing from South Wales by rail. The signal box also acts as the 'fringe' to the Merseyside Integrated Electronic Control Centre at Sandhills.

The ground floor contains interlocking levers and rodding, a separate relay room and signal control wiring. The upper floor (operating level) contains a large mechanical lever frame with 56 large-type signal / point levers, track / signal diagrams, telephones and other equipment necessary for the functioning of an important signal box. Control equipment for the adjacent level crossing gates and warning lights are located at the Newcastle-end of the signal box. Sliding, timber-framed 6 pane glass windows are located in the front (northern) wall and both end walls to assist with natural lighting, although the windows at the north-east corner have been replaced with aluminium framed single panes.

Passenger facilities consist of a single rail-level platform, a large car park, toilets (near the car park), and the ground floor of a formerly redundant signal box moved from Swainsthorpe to Wells, wherein a souvenir shop and tearoom are now situated, together with waiting room facilities.

Over the next few years, the line came under the control of a signal box in Schriesheim. Single track in Großsachsen In the 1960s, continuously welded rail began to be installed. The remaining semaphore signals were replaced by colour light signals, which are easier to maintain.

The northern routes were increasingly unprofitable. In the politically troubled area there were repeated attacks and acts of sabotage. 1952 began with the planning of an automated signal box in Medan. The DSM as the last private rail company in December 1957 when it was nationalized.

The station opened on 1 July 1852 by the St Andrews Railway. It closed to passengers on 31 May 1887 but became a goods shed after closure. A signal box, also called St Andrews Links, opened to the north around this time which closed in 1957.

These included the establishment of RAAF Base Richmond in 1925, which resulted in a significant increase in the use of the line. A skillion roof signal box was constructed . In 1938 congestion at Clarendon railway station caused by a RAAF Air Show resulted in extensive improvements.

The signal box in 1988 Malton railway station is a Grade II listed station which serves the towns of Malton and Norton-on-Derwent in North Yorkshire, England. It is operated by TransPennine Express that provide all passenger train services, running on the York to Scarborough Line.

The whole of the Belfast to Derry line is now controlled by colour light signals, the last semaphore signals at Castlerock station being removed after the 2016 signalling upgrade. The signal box at Coleraine will be moved to Lanyon Place upon completion of the Belfast Hub project.

On the other side of the S-Bahn track, in front of the station building, a new side platform was built as a replacement, so today the station has two side platforms. Also there was a signal box, which was demolished along with the island platform.

Starbeck signal box The railway came to Starbeck in 1848. The railway buildings gradually increased, and with them came a corn mill, malt house and water bottling plant. The population expanded rapidly in this period, most families owing their livelihood in some way to the railway.

It was reopened by the Llangollen Railway in 1993. The station has two side platforms alongside two tracks that provide a passing place on the single line. The restored non-operational signal box at the west end of the station is a listed structure from Barmouth South.

The station opened on 2 July 1888 by the Kilsyth and Bonnybridge Railway. The goods yard was on the east side and the signal box was to the east. A locomotive shed called Bonnybridge Shed was north west. It had a single road and a turntable.

The station opened on 16 November 1863 by the North British Railway. The station was situated immediately north east of an unnamed minor road. A signal box and goods sidings were located near the station. The station closed to both passengers and goods traffic in 1948.

The station opened on 12 March 1861 by the Portpatrick and Wigtownshire Joint Railway. The signal box was at the east end of the westbound platform and the goods yard was to the south. The station closed to both passengers and goods traffic on 14 June 1965.

The station closed on 7 February 1882 but reopened nine days later on 16 February 1882. It closed again on 12 April 1886, reopened on 14 June 1886 and finally closed on 6 September 1965. In 2020, the signal box and passing loop are still in use.

Further work was done in 2016 and 2017 in connection with the electrification of the line between Euxton Junction and Manchester. A level crossing at the south end of the station has been removed. The signal box has been moved to Ribble Steam Railway at Preston .

A typical William Clarke stone building served the single platform. The station also had a signal box and engine shed, although neither of these operated for long. The ruins of the engine shed remained until closure. The goods shed however functioned for the life of the branch.

The station also had a signal box which was positioned at the west (London) end of the down platform; it controlled the occasional goods movements to short sidings at both ends of the up platform, which were used for coal and other goods deliveries to the town.

Clock on Lambert's Factory, Talbot Street, Nottingham, by Reuben Bosworth Clock made ca. 1850 for the signal box at the Upton Road crossing, Southwell, for the Midland Railway Reuben Bosworth (ca.1797 - 26 July 1883) was a watch and clockmaker in Nottingham.Clock and Watch Makers of Nottinghamshire.

Original doors, and wall and ceiling linings are also evident. The only moveable items observed were the original desks and equipment. The signal box was reported to be in good condition both externally and internally as at 10 October 2010. The building is almost completely intact.

The station opened on 5 April 1858 by the North British Railway. The signal box was on the platform and it opened in 1890. Opposite the platform were two loops, one handling goods traffic. In the 1940s an arson attack occurred and the station building was damaged.

Earith Bridge railway station was a station in Earith, Cambridgeshire on the Ely and St Ives Railway. It was closed to regular passenger trains in 1931 but occasional excursions used it until 1958. The station had a single platform, a signal box, and a goods loop.

Murnau is a minor train hub, since it is the place where the Munich–Garmisch-Partenkirchen and the Oberammergau lines intersect. The first electrical signal box of the Deutsche Bundesbahn was installed here. Also, the A95 motorway and the B 2 Bundesstrasse run through or near Murnau.

The station opened on 3 September 1873 by the Great Western Railway. It was situated on the Station Approach road. In 1898, the platforms were extended and a new signal box opened on the south end of the up platform. The principal traffic was coal and passengers.

It was taken over for military use during World War II. Electrification also saw the addition of a footbridge, but by 16 May 1964 freight operations ceased. Charing's signal box closed on 14 April 1984, when the upgraded Maidstone East Panel took control of the whole line.

The station building and former signal box now lie on the B1166, which runs from Crowland to Throckenholt, and the station building has now been converted into a house. Train passengers from Crowland and the surrounding area must use either Spalding railway station or Peterborough railway station.

The station opened on 24 May 1847 by the Dundee and Perth Railway. The goods yard was to the north and it consisted of three sidings. The signal box was to the left. The station closed to both passengers and goods traffic on 30 September 1985.

The station layout was double platform (including passing loop) with a goods siding and loading platform. The station was controlled by a signal box at the north end. There was a standard Highland Railway overbridge connecting the platforms, also at the north end of the platforms.

The double-track section between the station and signal box - the only doubled section on the line - was severed at the station and a buffer stop installed on the down line. The up and down lines were then reconnected by slewing a section of track across.

The opposite side of this platform is where the S&DJR; trains to Bath and Bournemouth used to reverse after connecting with trains on the Exeter to London line. The area once occupied by the large Upper Yard beyond the signal box is now overgrown by trees.

In 2007, a PERTIS permit to travel ticket machine was installed at the entrance to the southbound platform, which is behind the signal box. Facilities on the northbound platform are limited to a waiting shelter. A footbridge spans the tracks and is accessed from the northbound platform.

February 2014: Buildings still there, though difficult to find — dirt track off Wing to Manton road, well south of Manton. General sense of decay, though still has operating signal box. Trains every hour, Peterborough to Leicester and two a day in each direction to/from Corby.

As their van passed the signal > box the two guards jumped off ready to pin down the wagon brakes to help > hold the train on the gradient, and, the very instant the loco was clear of > the points, the vigilant signalman set the road for Lydney.

A second station for the village, Murrow East railway station, was situated on the Midland and Great Northern Joint Railway a short distance away - this route intersected the GN&GE; Joint line on the level immediately to the north of Murrow West station and signal box.

The station opened as Junction Road on 1 May 1869 by the Caledonian Railway. It had a double track but a second platform couldn't be built due to space constraints. The signal box was to the southwest. A siding to the northeast served a coal depot.

Access to the platform was from this path. The railway was controlled by a signal box known as "Ferry Boat Crossing". It is believed that the station closed, along with Mexborough Junction railway station on the opening of the new, present day Mexborough station in 1871.

There was a signal box at Purbeck South which controlled the points and semaphore signals, allowing more than one train to operate at once. At Monument there was a simple arrangement of two platforms and a turntable, which was operated by the guard, shunter or driver.

At 11.04pm the signalman in the Platform East signal box offered the parcels train to the signalman in the South Junction Signal Box.Pringle p.4. The train was accepted "under caution". Up to this point all movements had been completed correctly and no errors had been made.

The first site of the station closed in 1909 and was relocated later in the year. The signal box was moved west of the goods yard. The station closed on 1 January 1917 but reopened again on 2 March 1919 before finally closing on 6 October 1969.

Another landed on the railway signal box, killing the signalman. Several bombs fell on a War Department gunnery range, causing no damage. Some 200 German bombs fell on the mud flats and sandbanks off Shoeburyness. Many were delayed-action bombs, and went off at irregular intervals.

The signal box seen in the picture was reopened in 2000 after a prolonged period of disuse but closed in August 2009 (along with its neighbour at ). By December 2009 it had been demolished. The junction and associated signalling is now operated from Healey Mills PSB.

The RETB system was commissioned by British Rail between and Fort William Junction on 29 May 1988. This resulted in the closure of Corrour signal box and others on that part of the route. The RETB is controlled from a Signalling Centre at Banavie railway station.

On the approach to Friedberg, a semaphore signal was formerly controlled by the local electro- mechanical signal box; on 25 October 2015, it was replaced by Ks signals (the most modern German standard for colour light signals) as part of its integration into the Friedberg electronic interlocking.

Aberdeenshire LXXXIII.6 (Kincardine O'Neil) Survey date: 1866 Publication date: 1867 A small goods station was present with a loading dock served by the only siding. Two buildings stood within the goods yard that was accessed from near the aforementioned hotel. No signal box is marked.

Ludborough station has been restored to its original condition and is a working station museum, complete with an operational signal box. A 1 running line operates northwards to North Thoresby. Trains are operated by both steam and diesel locomotives. One of the line's diesel locomotives, no.

Buildings in the complex comprise a standard roadside station, type 4, completed in 1882, with a brick platform face; a signal box with a skillion roof on platform, 1914; a residence for a night officer, type 6, brick, and completed in 1882; and a loading bank.

In February 1936, it was announced that the SR intended to extend electrification of the SEML to Tonbridge, as part of a scheme to electrify the Hastings line. In February 1937, it was announced that this part of a wider electrification scheme would be completed in January 1939. However, in February 1938, it was announced that the Hastings electrification had been abandoned due to the cost of having to either build dedicated rolling stock or rebore the tunnels to allow ordinary stock to work through them. In 1954, Charing Cross, and to a lesser extent London Bridge, were remodelled to enable them to handle 10-coach trains on the suburban network. Cannon Street station was remodelled in 1955. On 5 April 1957, a fire destroyed the signal box at Cannon Street and severely affected the operation of trains. Following the construction of a temporary signal box, a reduced service was operated from 5 May, a skeleton service having operated in the interim. A new signal box was built, coming into service on 16 December.

Knowle Junction signal box had to be retained, not so much to guard the points, but because the tunnel line was still signalled for bi-directional running: a single line tablet had, therefore, to be issued to each southbound train and it can only be assumed that an accumulation of tablets at Fareham East signal box meant that someone was dispatched on a fairly regular basis to return the surfeit to Knowle 'box. The first nail in the coffin of this wasteful signalling practice was hammered when the Meon Valley points were taken out of use at the end of January 1970. As mentioned above, the SLP was given enough notice and they arranged for their entire stock to be brought off of the Meon Valley line, some of it being stored out of site in Fareham goods yard until it was towed in one movement to the Longmoor Military Railway at Liss on 30 May 1970 by Crompton class '33' D6543 (later 33025). Knowle signal box continued to issue single line tablets until it closed on 6 May 1973.

Following nationalisation in 1948, Stowmarket station became part of the Eastern Region of British Railways. Stowmarket Works signal box closed in October 1957. Some shunting at Stowmarket was carried out by horses as late as 1958. The buildings, which were Grade II listed in 1972, were restored in 1987.

Bernau am Chiemsee station was opened in 1860. The station had two platform tracks and a third track and some sidings for freight. The station had a two-storey entrance building, which was extended in 1875 by two side buildings. A mechanical signal box was completed in July 1904.

It was reopened on 28 May 1983 by the preserved Watercress Line, which runs from Alton to New Alresford. The Stationmaster is Keith Brown. The footbridge (currently on the country end) is from Cowes railway station on the Isle of Wight. The signal box came from Wilton South.

The station complex consists of the second-class brick station buildings (1863) and pre-cast concrete type K signal box (1926). The platforms are brick, with early use of ramped beds, and pre-cast concrete at the north end. A jib crane also remains within the station precinct.

Aber railway station was a railway station on the North Wales Coast Line in the Welsh county of Gwynedd. Although trains still pass on the main line the station closed in 1960. A signal box on the site remained in use until the installation of colour light signalling.

The surviving buildings at the railway station were dilapidated, with one writer from a magazine suggesting they be demolished and replaced by a bus shelter. As the track was relaid at the station, a replacement wooden signal box was obtained from Wilton and placed into position near the track.

Another line ran to the east of the station serving SSEB Bonnywater Electricity Siding. The station closed on 28 July 1930 but carried on serving the lines to the east and west. The signal box closed in 1934. The lines to the east and west closed in 1971.

The sidings alongside the station form the Tamar Belle Heritage Centre. This includes some old carriages which are used as a restaurant and as camping coaches. The LSWR signal box was erected here in 1989/90 but was formerly at Pinhoe railway station on the outskirts of Exeter.

The station had a passing loop for locomotives to run round the carriages and one siding running to a stone built loading dock and associated huts. The passing loop was lifted some years before the line closed. No signal box or signal posts are shown on the OS maps.

The station opened on 21 February 1842 by the Edinburgh and Glasgow Railway. To the west was Winchburgh Brick Works which was served from the north. The signal box opened in 1886 but was only open for nine years, closing in 1895. The station closed on 22 September 1930.

The Midland Railway signal box situated by the station is expected to close during 2015, with all signalling henceforth controlled from the East Midlands Control Centre (EMCC) at Derby. A new ticket office, waiting room and toilets facilities are due to be opened at the station in Autumn 2015.

The line from Wickford to Southend and Rochford station were opened on 1 October 1889. There was formerly a signal box at the station, this was decommissioned in 1938 with the introduction of colour light signalling.Notice: Colour light signalling between Wickford and Southend. London and North Eastern Railway (1938).

In the middle of the 20th century, Cerebos salt works had a factory there, which was later taken over by Sharwood's. The factory has now closed and has been demolished. The site now consists of large areas of hardstanding and rubble. The signal box at Greatham, County Durham.

Lowton signal box was opposite the station building was an unusually high structure necessary to see the lines to the north over the road overbridge. Carriage sidings were located to the south of the station alongside the east curve but there were no goods facilities at the station.

On operating days trains use a separate platform slightly to the east. There is a signal box on site also. To the west immediately after the station there is a bridge missing. To the east, the line ends adjacent to Prospect Ave, and is used throughout the year.

The station sat close the village, reached by Station Road that branched off the mainstreet; it had a single platform, a shelter and a signal box. The branch ran close to the course of Hadrians Wall. A substantial station building was present, together with a station master's house.

The frame was constructed by McKenzie and Holland at a cost of £2,800. This was the second power signalling installation on the GWR and lasted for twenty years until replaced by a conventional mechanical signalling system on 30 July 1929. The signal box finally closed on 28 March 1971.

There were two platforms connected by a footbridge; close to the southbound platform was a signal box and behind that a goods shed. Passenger services over the former M&LJR; line were withdrawn on 11 September 1939. The station was closed by British Railways on 5 October 1964.

The station opened on 12 March 1861 by the Portpatrick and Wigtownshire Joint Railway. The signal box, which opened in 1877, was situated on the westbound platform. It was replaced in 1927 by a building. The station closed to both passengers and goods traffic on 14 June 1965.

In 1883 Botriphine Siding signal box opened, closed in 1890 but re-opened in 1895 with the establishment of Towiemore Distillery. In 1896 the signalbox was replaced with a groundframe.RailScot Towiemore Halt railway station In 1902 the distillery was served by three sidings from the north. Banffshire Sheet XIX.

Erdorf station was equipped with two mechanical signal boxes. The signal box for the Nims-Sauer Valley Railway branch is under monument protection. It has a base of quarried limestone with two storeys. Above it there is another storey, which is disguised from the line with timber work.

The station is located in the Eselsfürth settlement, which is part of Kaiserslautern. The station has a mechanical signal box, which was put into operation in 1938 and is now out of service. The entrance building was also built in the 1930s. No passenger trains stop at this station.

On 15 August 1963 three train crew died in the Knowle and Dorridge rail crash. The three fatalities occurred when a signalman's error in Knowle and Dorridge signal box allowed an express train to collide at with a freight train in the station, killing the express train crew.

No repairs were ever made. A wooden structure was built shortly after to provide shelter for passengers. Due to low ticket sales, the station closed to both passengers and goods traffic on 19 September 1955. The pkatform, as well as the signal box, was still extant in 1974.

The complex also include a fibrous cement clad flat roofed signal box (1942), railway barracks (1932) and a type 3 gatekeeper's residence located in Cowcumba Street. The level crossing, steel pedestrian footbridge at south end, turntable, triangle junction and the station's trees, signs and lights are also heritage-listed.

The station opened in July 1842 by the Edinburgh and Glasgow Railway. To the east was the goods station. The passenger station closed on 22 September 1930 and the signal box was downgraded to a ground frame in 1934. Only the goods station remains with a loading bank.

The station buildings including the signal box, brick store rooms and footbridge collectively demonstrate a former era of travel, communication and trade. The group remains highly intact. Homebush railway station was listed on the New South Wales State Heritage Register on 2 April 1999 having satisfied the following criteria.

The partnership was wound up in 1903 and the sidings became the property of the GWR. In 1907 they were extended towards Banbury, forming a loop which could hold sixty mineral wagons.Jenkins 2004, p.285. A new signal box was opened on the up platform at this time.

In 2006, the newly built line was restored for through traffic. Großbeeren station was reclassified as a halt during the establishment of the GVZ. New platforms were built further south at the small signal box of the former marshalling yard, replacing the old platforms at the station building.

The station opened on 24 May 1847 by the Dundee and Perth Railway. The goods yard was to the north. The station closed to both passengers and goods traffic on 11 June 1956. The signal box and the station building remain and have been a listed building since 1993.

It was carried across the beck on a bridge; the beck was too large to culvert. The track crossed the beck on a waybeam bridge, which can be seen in the photograph. The signal box was of timber construction and was at the north end of the platform.

The station opened as Whifflet High Level on 1 June 1886 by the Caledonian Railway. To the southeast was Whifflet High Level signal box. The station closed on 1 January 1917 but reopened in March 1919. The station's name was changed to Whifflet Upper on 7 November 1953.

The station opened on 2 July 1888 by the Caledonian Railway. To the southeast was the goods yard and to the south of the northbound platform was the signal box, which closed in 1922. The station closed on 1 December 1930. The platforms still remain but they are overgrown.

The area is controlled from Preston Power Signal Box. The first train to use the newly commissioned connection was an enthusiasts' charter operated by Pathfinder Tours on 31 May 2014.The Topper Chopper - First passenger train: Todmorden Viaduct Junction - Stansfield Hall Junction, Saturday 31 May 2014 www.hall-royd-junction.co.

Much of the station building on Platform 1 is now a vet surgery, and the station building on Platform 2 is now a health clinic. The signal box is not in use any more. Located in the heart of Hale, the station is close to shops and many restaurants.

The station opened to passengers on 1 July 1882 as Blankney and Metheringham. It closed to them on 11 September 1961 but reopened on 6 October 1975 as Metheringham. It was being refurbished in 2019. The signal box at the south end of the station is labelled "Blankney".

The station opened on 11 August 1857 by the Leven and East of Fife Railway. To the northwest was a goods yard with a siding. The signal box, which opened in 1907, was on the platform and it closed in 1962. The station closed on 6 September 1965.

Signal box Sif, 2014 The station is located on Bahnhofstraße (which is an extension of the Bergstraße/Victoriastraße alignment) at its intersection with Gräwenkolkstraße in the Marl district of Sinsen-Lenkerbeck. The station is near line kilometre 17.056 on the Wanne-Eickel–Hamburg railway (Wanne-Eickel Hauptbahnhof – Hamburg Hauptbahnhof).

The station opened on 7 November 1859 by the Glasgow and South Western Railway. To the west was the goods yard and the signal box when it opened in 1878. The station closed for passengers on 25 September 1939 and closed for in May 1947 to goods traffic.

The line from Long Melford opened in 1865 and the line to Thetford opened in 1876. A direct link to Ely was provided in 1880 at Kennett. The Bury Yard signal box was opened in 1888. It was a GER Type 7 design with a Mackenzie and Holland frame.

The station opened on 22 December 1851 by the Devon Valley Railway. To the south west were coal pits, being served by Alloa Waggonway. To the south was the signal box. To the north was a goods station, which had a turntable, a loading bank and a shed.

An island platform and crossing loop was provided at Baulkham Hills station. Most of the stations were short 20 metre (70 feet) wooden platforms. An office, waiting room and signal box were provided on the island platform at Baulkham Hills.Oakes, J. Walking a Forgotten Railway:The Rogans Hill Line Revisited.

Pentir Rhiw railway station (alternatively, Pant-y-rhiw railway station) was a station adjacent to Talybont Reservoir in Powys, Wales. The station was opened in 1909 and closed in 1962. Pentir Rhiw had its own signal box. The station building is now a Royal Navy outdoor training centre.

It then passed on to the Western Region of British Railways after nationalisation in 1948. British Railways closed Adlestrop to goods traffic on 26 August 1963 and to passenger traffic on 3 January 1966. The signal box closed on 27 April 1964 and the sidings were made redundant.

The Woodhead Site - Wadsley Bridge station An old station sign, almost certainly from the signal box, can be seen attached to the adjacent John Fairest Funeral Home (see picture). The weighbridge has recently (2008) been removed and reconstructed at Levisham railway station on the North Yorkshire Moors Railway.

The railway to Aughrim was reached in January 1865. The station included a passing loop, goods shed, signal box, cattle pens and a short spur to Aughrim Flour Mills. Both the station building and the goods shed have survived, as respectively, a private dwelling and a car dealership.

Clarkston curves 1911The configuration of the curves at Clarkston is complex. The Busby Railway line runs south-east to north-west and the later L&AR; line runs south-west to north-east. The south curve as described above is shown as in situ but disconnected at both ends on an Ordnance Survey map dated 1911; the junction at the Neilston end is named Clarkston West Junction and the signal box at the Clarkston end is Clarkston East Junction; this is in addition to Clarkston station signal box. An east curve, not referred to by Paterson, is also shown, and is also disconnected at the Clarkston end; it is likely it was never connected as a through route.

In silent admission of the deficiencies of this system, Signalmen were generally left to their own devices, especially in the event of a general disruption to train services, during which the train control system simply could not handle the demands placed upon it. In exceptional cases, district control offices were abandoned and Train Controllers appointed at key signal boxes (as in the London Midland Region of British Railways in the late 1960s), obviating the need for telephonic communication. This practice was followed by what has been the norm since the introduction of modern power signalling schemes, viz. the traditional Train Controller's substitution by a senior Signalman, Signal Box Supervisor or Traffic Regulator, situated in the signal box.

The station was originally known as Caergwrle, with the name changing to Hope Village on 1 January 1899, to differentiate it from Caergwrle and Hope Exchange stations, with the latter being just north of Penyffordd. The station had a 17-lever signal box at the northern end of the Wrexham-bound platform, with an adjacent third through line around the outside of the platform, and a goods yard with a cattle pen and one-ton crane. The signal box was opened in 1885 and closed on 1 August 1965, and the goods yard closed on 4 May 1964. The station buildings here have been demolished since the station became unstaffed in 1969.

This is a modified form of Tokenless Block using Great Western Railway equipment that uses the bell telegraph to communicate. This method of operation and equipment, unique to this line, was originally used only through the two single line tunnels on this line, at Ledbury; and under the Malvern Hills between a former signal box at Colwall to the signal box at Malvern Wells. However, with the removal of the second track, the line become singled from Malvern Wells to Ledbury and one long section was created that remains in use today. To understand the use of tokens on railways, see articles on and what is a token and what is tokenless block.

Looking south, showing the now removed signal box, signal and crossover, as well as the three (extant) bridges crossing the railway in the town. The track through the station is prone to flooding when heavy rain occurs as, although at the apex of the line, it is at the bottom of the valley in which Church Stretton lies and is effectively a saddle point. In the wet autumn of 2000, the space between the two platforms filled with water and train services had to be cancelled along the line. Following serious flooding of the railway in 2000, the signal box at Church Stretton, to the north of the Sandford Avenue bridge, was "switched out" and closed in 2004.

The station had two sets of interlocked gates at the Graham Street level crossing, controlled by a signal box on the western side, as well as a number of goods sidings at the Up end. The Bridge Street level crossing also had its own signal box. By the 1960s, traffic to the port had dropped due to changes in cargo handling, and so in 1961, the branch to Princes Pier was reduced to a single track and worked as a siding, rather than a main line. Further rationalisations were made in December 1969, when the line from Graham to Port Melbourne was singled, with the Up track lifted, and the Up platform taken out of service.

Its sole use now is to supervise the adjacent pedestrian foot crossing and the protecting signals (with four working levers), since the interface between the two signalling centres has been upgraded so that they can communicate directly.Jackson, p.192 In circa 2004 the signal box was modernised with timber work replaced in PVC (the windows were replaced in a different pattern), and new steel steps and an oversized metal safety cage finally added. In November 2016 the foot crossing was entirely renewed, also the short timber-topped former link platform running under the front of the signal box removed, so exposing the lowest brick layers of the box for the first time in many decades.

Which levers are locked is decided by the signal box computer which receives points positions, track circuit data and lever information to decide if it is possible to set a route that will not cause a train to be sent in the wrong direction or be sent on a route where another train is set to cross the track in front of it. The points are worked by 12 V windscreen wiper motors which have been adjusted so that they stop in one of two positions. They are controlled by the signal box computer which is in turn controlled by the levers. The direction that the points are set to is detected by two microswitches located under the points.

McLeish, p.20 Two signal boxes were eventually located here, designated 'South' and 'North'. They were both opened on 28 March 1892 and were closed on 28 March 1933.McLeish, p.79 The station originally had two stone built platforms with a small wooden shelter on one side and a typical brick built ticket office and waiting room on the other northbound platform. A footbridge crossed the passing loop to the north of the station buildings, and a signal box stood next to the level crossing. The signal box to the south closed in 1933, whilst the box to the north remained as a gate box for the level crossing until 1966.

Lever frame of the signal box Hausen im Tal, Germany: the signals are operated by the red levers, blue levers with Arabic numerals are for points and blue levers with Roman numerals are for track locks. The box on the right of the lever frame is used for manual block signalling; the smaller green levers are used for operating the route locks. The interlocking apparatus is in the box behind the levers. A three-lever ground frame at Kyle of Lochalsh, released by Annett's key The lever frame is located in the signal box, which can be a building at ground level or a tower, separated from or connected to an existing station building.

In 1969 the section from Felixstowe towards the dock was converted to staff and ticket working so to provide more flexibility to cope with the increasing number of freight trains. The remodelling of Felixstowe in 1970 saw the closure of Felixstowe Town Signal Box, the electric signals and junction with the line to Felixstowe Beach being operated from Trimley. The passing loop at Trimely was taken out of use in 1986 when it was altered to become the connection to the Port of Felixstowe's new branch line. In 1999 the remaining signal boxes at Westerfield, Derby Road, Trimley and Felixstowe Beach were closed, control of the branch being transferred to Colchester Panel Signal Box.

These are controlled from a Panel Signal Box at Bristol Temple Meads, but an emergency panel is situated in the Station Supervisors office that can be used to control the line from Puxton Signal Box to Uphill Junction along both the loop line and avoiding line when there are problems with the normal signalling system. The station itself was refurbished in 1986 with a new booking office. A few years later the canopy was renewed. This saw the removal of a few bays of the canopy at the east end of the station, and the replacement of the hipped canopy by a simpler modern design, although the original cast iron columns support this.

The OS maps of 1895 shows only Garrochburn signal box and signals in the area with a reservoir on the western side of the line and a small building opposite it on the eastern side in the immediate vicinity of the station site. By the 1920s only minor infrastructure was present with the double track main line and one siding running off to a loading dock to the west. Several semaphore signal posts and cross over points were present with runaway points located in the up line about 400yds towards Hurlford from the signal box. The siding at Garrochburn was also used as a coal siding for coal traffic to or from the nearby Mauchline Colliery.

Hebden Bridge signal box is Grade II listed The station will see a variety of improvements to facilities and train services from March 2017 onwards, as part of an investment package for the Calder Valley line as a whole. Track and signalling upgrades have helped reduce journey times in both directions and allow more trains to run to/from Bradford. This has resulted in the closure of the listed signal box here in October 2018, with control passing over to the Rail Operating Centre at . New rolling stock and timetable improvements will follow, with regular through trains to Liverpool Lime Street, and by late 2019 (the latter service began at the May 2019 timetable change).

The railway junction between the GNR and the new main line toward the Hawkesbury River was named Hamilton Junction. A signal box was built at Hamilton Junction in 1888, later being replaced by a new elevated brick, standard style signal box in 1898. In 1892, a locomotive depot was built in the triangular area of land formed by the line from Newcastle toward Maitland, the line from Hamilton toward the Hawkesbury River and the line between Waratah and Broadmeadow, which in effect joined the GNR to the line to Sydney. The locomotive depot replaced the first depot in the Newcastle area - Honeysuckle Point. Hamilton locomotive depot was itself replaced by the much larger Broadmeadow Locomotive Depot in 1924.

Apart from the terminal stations, all platforms have a height of 55 centimetres and are barrier-free. Upgrading of Friedrichsdorf is being considered, but this is difficult because of the S-Bahn services that stop there. The signals at Rosbach station and two level crossings in Rosbach and Rodheim are controlled via an electronic interlocking of the Sig L 90 class from a workstation at the signal box in Bad Homburg (on the Homburg Railway) and more precisely under direct traffic control mode with train control messages transmitted over analogue train radio. The entrance signal for Friedrichsdorf, like the whole station, is controlled by a relay interlocking directed from the Bad Homburg signal box.

These connections allowed fast Bristol trains to overtake slower trains that called at Creech St Michael Halt which only had platforms on the outer (Bristol) tracks. Slow trains between Taunton and Castle Cary ran via Durston station to on the Yeovil Branch Line where there was another junction with the Castle Cary route, which meant that they ran through Cogload and Creech St Michael on the outer tracks. On 29 March 1986 the two Bristol lines were taken out of use between Cogload and Taunton, returning the line to its original two tracks. The following weekend saw Cogload signal box closed on 5 April, and the points and signals were then operated from Exeter Panel Signal Box.

When the latter closed to passengers, the sidings remained in occasional use for another 20 years, mainly sand traffic from Cheadle. The level crossing was converted to automatic barrier operation in 1989, whereupon the signal box was demolished and the junction was lifted. There is no trace of the station today.

The complex includes a type 3 second-class station building, built in 1884; with a signal box, completed in 1935; and a brick lavatory building (male toilet), completed in 1944. Other structures include a face brick island platform, completed in 1884 and 1902; and a pedestrian subway, completed in 1997-8.

This included provision for the bats which have made the signal box their home. Although trains regularly stop here to wait for a train travelling in the opposite direction to pass, passengers can not alight from or join trains here. There is no public access to Rhiw Goch except by train.

A signal box was established on the site of the present Kusanagi Station on April 10, 1911. Kusanagi Station was opened on April 3, 1926. From 1930, the station had both passenger and freight operations; however, freight operations were discontinued from 1967. The current elevated station building dates from 2016.

Without this they could not proceed beyond the section signal which protected entry to the single line. With advances in electrical locking of the lever frame within the signal box, the tablet instrument also electrically locked the section signal lever. This was marked with a white stripe on the red background.

In 2004, signal box III was decommissioned. As part of Neu-Ulm 21, the push button interlocking was decommissioned on 17 March 2007 and demolished shortly thereafter. As a substitute on 18 March 2007, an electronic interlocking in Ulm, built as Lorenz class L90, remotely controls the Neu-Ulm area.

The forest in the area around the signal box was largely destroyed. Even the houses near it were badly damaged. Large amounts of this ammunition were simply left in a crater and were only cleared when the bus station was renovated years later. The salvage of this material required much effort.

There was never a signal box, passing place nor freight facilities here. It closed in 1965. The Bala Lake Railway opened in 1972, but did not reach Glan Llyn until the following year.Steam '81 directory, edited by Roger Crombleholme and Terry Kirtland, published 1981 by Allen & Unwin (London), , entry 304.

The station consisted of a single platform and station buildings to the immediate west of Station Road, which crossed the railway on a small bridge. To the immediate east of the bridge were sidings and a tramway to Taff Llantwit colliery. A signal box operated the sidings at the site.

The station opened on 1 October 1840 when it was simply known as Beeston but was renamed Beeston Castle on 1 October 1868, and again Beeston Castle and Tarporley in January 1873. The station was closed on 18 April 1966. Only parts of the platforms and the signal box still remain.

The station opened on 12 March 1861 by the Portpatrick and Wigtownshire Joint Railway. The signal box was situated east of the westbound platform and the goods yard was to the north. The platforms were extended in 1891. The station closed to both passengers and goods on 14 June 1965.

The GNoSR station had two platforms and as stated it shared an island platform with the Highland Railways branch to Keith. The station had a passing loop, a signal box, a wooden station building, a loading bank with two sidings and a London and North Eastern Railway style pedestrian overbridge.

South Junction closed on 2 June 1985, just over a month before Crewe North Junction closed. Signalling was handed over to Crewe Signalling Centre (a power signal box) which still exists to this day. The lever frame from Crewe South was preserved and is in use at the Great Cockcrow Railway.

At that point all Midland lines had been converted to MAS. The Sheffield to Lincoln line is however still operational using semaphore signals controlled by Woodhouse Junction signal box. The resignalling project was completed to encompass Chesterfield, Rotherham and lines north of Sheffield as far as Thurnscoe, Conisbrough, Darfield and Wath.

The upper floor is hung with red tiles. The roof is made of slabs of Horsham Stone. An original open fireplace remains inside. The signal box next to the level crossing on Crawley High Street, another Grade II-listed building, is just on the Southgate side of the railway line.

It was then closed by the British Railways Board. The OS map shows that the station had a signal box, goods yard, and a passing loop. On 19 August 1890, due to boiler defects and poor design, an engine boiler exploded whilst at Maesycrugiau. No one was injured in the accident.

Barming station opened on 1 June 1874 as part of the London, Chatham and Dover Railway's Maidstone Line from to Maidstone. The goods yard had two sidings, one of which served a goods shed. Freight facilities were withdrawn on 5 December 1960. The signal box closed on 24 April 1982.

The main Carlisle-Maryport line (completed in 1845) remains open and forms part of the Cumbrian Coast Line between Carlisle and Barrow in Furness. The station had two through platforms, with substantial station buildings and a signal box. No trace however remains of the station today.Leegate station site in 2013.

The ticket office was originally closed around 1990 but was reopened in September 2016. The station building was occupied by an Indian food takeaway on the lower floor and a taxi company on the upper floor. The signal box alongside the station has been closed and is now a listed building.

Many jobs were lost in relation to signalling, control of points and train detection. Of the seven signal boxes, only signal box 1 on the eastern side has been retained as a memorial. A flyover taking the Görlitz–Dresden line over the Leipzig–Dresden line went into operation in 2007.

The station building including the former signal box is in very good condition. Also in very good condition are the platform and footbridge. The wharf is in very poor condition. The store room is in good condition and the water spout is in poor condition, rusted through on the spout.

A turntable was situated behind the signal box. Trains now only use the western end of the one remaining platform (the one built in 1898), although the canopy has been retained here. It is long enough for a six coach train, much longer than the usual passenger trains on the line.

This loop was removed when the line was reopened to Blaenau Ffestiniog. In the mid-1990s, a project was launched to install a fully signalled passing loop. This proceeded as a volunteer project, including the building of a signal box. However, prior to commissioning, the project was abandoned in 2001.

The station opened on 1 June 1903 by the Glasgow and Renfrew District Railway. On the west side was the goods yard which had a goods shed and a loading bank. The signal box was to the south west. The station was known as Renfrew Central when it first opened.

The station opened on 1 June 1903 by the Glasgow and Renfrew District Railway. To the west was the goods yard with sidings serving works buildings. To the north of the island platform was the signal box. The station closed on 17 July 1926 but the works sidings remained open.

The station opened on 19 January 1846 by the Caledonian Railway. The platform has a station building on it and a canopy. To the south of the station was the signal box. The station closed on 1 January 1917 but reopened on 1 February 1919, before closing permanently 2 November 1925.

All the original station buildings dating from 1844 were demolished shortly after the station closing. A short length of the down platform remained outside the signal box and was retained for use by staff.Course, E., p. 46. As at March 2017 most of the up platform was still in situ.

The collision killed the conductor of the derailed train, and seriously hurt several passengers: 30 people on the trains suffered some kind of injury. The signalman at Settle Junction signal box was informed of the accident by the conductor of the 2H92 service and the emergency services were then alerted.

Bromfield railway station was a station in Bromfield, Shropshire, England. The station was opened in 1852 and closed in 1958. Few traces of the actual station remain. The signal box which stands next to the adjacent level crossing remains but is scheduled for closure when a re-signalling scheme is implemented.

The station opened on 17 May 1848 by the Edinburgh and Northern Railway. To the south was Dairsie Castle and to the north was a loading bank. A signal box was north of the southbound platform. This closed in 1965, 11 years after the station which closed on 20 September 1954.

There is a signal box for local train control, and also the main Control Centre for train operation across the whole railway. The latter is staffed by a Control Officer, who is in constant radio contact with all signal boxes, locomotives, and (where appropriate) station staff, travelling guards, and engineering teams.

The station opened on 17 September 1847 by the Edinburgh and Northern Railway. The goods yard was to the west and the signal box was on the west side of the eastbound platform. Another goods yard was built to the south. A siding further to the west served Dunniker Colliery.

Frongoch railway station was on the Bala Ffestiniog Line. It closed to passenger services on 2 January 1960 and freight services on 27 January 1961. The station building and signal box are now in use as a private residence. It was converted to a holiday home during the early 1970s.

Auburn station opened in 1877.Auburn Station NSWrail.net The station was rebuilt in 1913 and again in 1954 when the line was quadrupled.Auburn Railway Signal Box NSW Environment & Heritage To the west of the station lies UGL Unipart's Maintrain maintenance facility, the Auburn Maintenance Centre and a Pacific National depot.

The station was originally named Woodham Ferris; this was changed to Woodham Ferrers on 1 October 1913, and to South Woodham Ferrers on 20 May 2007. The station had two platforms connected by a footbridge; a goods yard; and a 36-lever signal box. The goods yard closed in 1964.

Access is through a door in the up end and a small timber staircase. Windows extend around three sides. The scale of the building is small reflecting the size of the location. Loftus Junction railway signal box was listed on the New South Wales State Heritage Register on 2 April 1999.

The Museum has information about the Wye Valley Railway, Severn & Wye Railway and Monmouth Troy railway station. It consists of the former goods shed, a GWR signal box, a miniature railway, and a short stretch of track on which a Peckett locomotive, no. 1893, stands with ex-GWR rolling stock.

The enquiry concluded that the derailment was caused by an excessively tight bogie axlebox. The approximate location of the collision was , less than a mile south-east of the 1915 derailment and close to the signal-box at Heyford south of Stowe Hill tunnel where the occupants were able to see the accident.

1903: A passenger carriage sideswiped a bridge worker. Months later, an eastbound passenger train struck a man. After the front coupling hooked the mangled body, his clothing and limbs became scattered from the colliery signal box to . 1906: A westbound passenger train hauling three fruit vans at the rear, uncoupled one at .

Topsham railway station is the railway station serving the town of Topsham in the English county of Devon. It is the passing place for the otherwise single- track branch line from Exmouth Junction to Exmouth. Both the loop and adjacent level crossing are remotely worked from the signal box at Exmouth Junction.

In April 1937 the station was renamed Chilwell. However, this did not go down well with Attenborough locals who raised a petition which 235 local people signed. This resulted in a decision by the LMS to revert the name to Attenborough. The signal box survived until at least 1982 but is now demolished.

A reinforced concrete drop panel signal box with a gabled corrugated steel roof. There is a timber porch attached to this building on the platform (east elevation) of the building. The building has original timber sliding windows with horizontal glazing bars. The interior has no wall linings, and contains the original signals.

This 'military platform' was north of the main station and had its own access road. It was taken out of use in the 1950s. The goods yard closed on 19 May 1964 and the station was unstaffed from November 1965. The signal box closed in 1966, and the station was demolished soon after.

The station opened on 1 March 1866 by the North British Railway. To the east was the goods yard and to the southwest was the signal box, which opened in 1894. To the south were sidings that served Kirkliston Distillery. The station closed on 22 September 1930 but it remained open for goods.

Goulburn Junction reappeared in 1961 when the parallel standard gauge line was opened, using the eastern bridge to cross the Goulburn River. As a result, the broad gauge was reduced to one track, the transition between double and single track being 96.1 kilometres from Spencer Street, and controlled from Seymour 'A' signal box.

Most of the parapet walls to the voids will be redecorated with new cladding or art features, with the exception of those adjacent to the Signal Box which can only be cleaned. The number of escalators will be increased to 31, and lifts to 16, improving connectivity between the platforms and station concourse.

Map of the railways around the Great Float. Canning Street North signal box, in its present state. Birkenhead Dock Branch is a disused railway line running from the South junction of Rock Ferry, to the site of the former Bidston Dock on the Wirral Peninsula, England. The branch is approximately in length.

The station opened on 2 June 1862 by the Border Union Railway. It was situated south of an unnamed road. A full timetable was only introduced on 1 July, the train being served by one train per day prior to it. To the south end of the down platform was the signal box.

Norwich based scrap firm A King and Sons took over the site in the 1960s and the site became the final resting place of many locomotives and carriages before closure in early 1976. Wymondham North Junction was removed on 3 August 1976 although the signal box had been closed at an earlier date.

The station had two platforms, a signal box and a station master's house. The relatively sizeable goods yard had a weighing house, coal yard and cattle pens.Old Maps Retrieved : 2012-09-15 Only the station master's house remains, as a private dwelling, the platforms have been demolished and the line has been electrified.

A signal box, one siding goods yard and weigh bridge were all found near the site. There are very few remains of the station left, but a building near the sidings is still extantStation description on disused- stations.org.uk and the bridge over the B710 road next to the station is still there.

The old platform B was dismantled and a new central platform was built in its place. Platform A, some old structures and the signal box were retained. The first trains station started running from Lichterfelde Ost on 28 September 1998. The Berlin-Lichterfelde Süd–Teltow Stadt railway was opened on 24 February 2005.

Cressy, being at the junction of the two cross-country lines, became an important railway centre, with extensive buildings, railway yards and a turntable. Buildings included station offices, refreshment rooms and an elevated signal box. The line from Colac to Newtown was closed in 1953. Very few traces of Cressy station now remain.

To replace the destroyed interlocking panel in the station building, the second signal box for guarding points was converted to house an interlocking panel. The station building was replaced by a wooden shed. Planning for a new station began in 1952. The planned building was similar to the station building in Bad Reichenhall.

Like Goldsborough, there were also wartime additions to the infrastructure, including a blast proof signal box. The station closed to passengers on 15 September 1958. Goods continued to be handled at the station until 4 May 1964 but the War Department sidings continued to be used by the Ministry of Defence until 1991.

The station opened in November 1867 by the Caledonian Railway. To the north was a goods yard with one siding. A signal box was built in 1887 which closed in 1934. The station closed on 12 September 1932 but reopened on 17 July 1933, only to close again on 4 June 1945.

During the first half of 2018, new signalling systems were installed along the North Wales Coast Line leading to the closure of the nearby signal box when control was centralised to the Wales Rail Operating Centre.Darlington, Paul. “Ushering in a new era: North Wales Railway Upgrade Project.” ‘’Rail Engineer’’, 28 June 2018.

Needham station was closed in 1967 but reopened in 1971 as Needham Market. Newmarket Goods Yard was also closed on 2 February 1969 with Snailwell Junction Signal Box closing a week later. Further line rationalisation took place in 1978 when on 1 October tokenless block working was introduced between Newmarket and Dullingham stations.

The station precincts are managed by DB Station&Service;, which categorised it as a class 3 station. The tracks have been remotely controlled from the Emmerich computer based interlocking since June 2013. The previously responsible relay interlocking "Dif" (class SpDrS60) built in 1975 was abandoned at its opening. The signal box still exists.

The 'South' Signal-box at Essendine was enlarged, not long after it was built, and by the time the station closed, had well over a hundred levers. Many of these, however had become 'spare' by that time. About the first 21 or 22 were for working the Bourne Branch and some related sidings.

The station buildings, including canopies, signal box and both platforms, have largely survived the station's closure in 1969. The platform and outbuildings are in use as offices and stores for Semba Trading, a builder's merchant, while the main station building has been converted into a private residence.Jenkins, S.C., op. cit. p. 133.

The change required major alterations to the ferries and to the berths at both termini. At Heysham, the station building was demolished and its replacement built on an adjacent site. The station reopened for traffic on 4 May 1970. As part of the scheme, a new signal box and associated signalling was provided.

By 1928 the reception building was again too small, and an extension was built for the ticket office. Various works were built, including a facility for train supervision and a large yard for general freight. A modern electro-mechanical signal box and new signalling with an Indusi train detection system were installed.