581 Sentences With "signal boxes" | Random Sentence Generator

Bostian spent several weeks riding shotgun with a veteran railroader, memorizing the hundreds of signal boxes, stops and junctions that line the corridor.

These were followed by bus shelters, park benches, mailboxes, pedestrian signal boxes and traffic lights, an astonishing number of which are still in use — testament to the endurance and purity of his design.

Faulty signal boxes were dismissed as a possible contributing factor, as were track anomalies and major problems with the locomotive: Data from the black box showed the engine was working perfectly well right up to the moment of derailment.

All were mechanical signal boxes of the Jüdel type.

There are two Mechanical signal boxes in Wörth station.

At the end of the second world war there were more than 2,000 signal boxes in Scotland. Network Rail published plans in 2011 to control the railway lines in Great Britain from fourteen centres within thirty years, decommissioning the remaining mechanical signal boxes, and a joint Historic Scotland and Network Rail project reviewed the signal boxes in Scotland in 2013/14.

The central relay interlocking panel was housed in the entrance building. It replaced the old station's ten signal boxes. The number of signal boxes in the station area was reduced from 45 to seven.Bundesbahndirektion Karlsruhe (1955), p. 34.

Following the accident at Ladbroke Grove in 1999, it was resolved that supervisors should be appointed at key signal boxes. However, these supervisors are not train controllers. Similar appointments have been made at major signal boxes in New South Wales since 2003.

Littleworth, Chris (2002). Signal Boxes on Lancashire & Yorkshire Railway Lines: North-East Lancashire. Signalling Record Society.

In the station area there are several signal boxes, which are now mostly out of use.

The enlarged layout of 1882 was controlled from two signal boxes that opened on 1 August of that year. Both boxes stood on the north side of the line. The East box had 45 levers, while the West box had 27. Both signal boxes closed on 30 October 1965.

It was renamed Unterbarmen in 1930 and Wuppertal-Unterbarmen in 1950. Two signal boxes were closed in 1978.

In the late 1960s, the Victorian buildings at the station were demolished and the last signal boxes closed.

The line was originally signalled by a mixture of semaphore signals and colour lights by several signal boxes over the years. Almost every station had a signal box, Lewes even had five signal boxes controlling the area including the goods yard. Polegate had three signal boxes and other signal boxes at Willingdon and Stone Cross junctions and at Pevensey Bay and Cooden Beach There were also crossing boxes at Ripe, between Glynde and Berwick, and at Wilmington, between Berwick and Polegate. Before 2015, Three Bridges signalling centre controlled the route between Keymer Junction and Plumpton and Brighton to Falmer where Lewes Power Box takes over until Southerham Junction, from which absolute block signalling takes over through to Hastings.

Signal boxes at Soltau (Han) station The station had three mechanical signal boxes of the Einheit class of 1935, which are still in operation: dispatcher’s signal box Smf and two turnout signal boxes So and Sw. The former express shed is connected to the entrance building. The building also formerly had a goods shed annexed and there was a locomotive yard. To the east were two toilet buildings (latrines), two stables and a residence. On the south side were the facilities of the locomotive yard with a four-stall shed, a coal store, oil store and a washing stall.

The appearance of the stations on the track changed greatly. The signal boxes were replaced by a new electronic interlocking in Velgast. Consequently, all signal boxes that were no longer needed and freight sidings were demolished and the interlocking equipment that was housed in the old station buildings was removed. The remaining buildings are largely empty, and have been secured against unauthorised entry.

The specifications included brick walls thick, flat roofs of reinforced concrete thick, and metal window frames. The use of timber was reduced to a minimum to reduce the risk of fire. The LMS built over 50 signal boxes between 1939 and 1950 incorporating the ARP specifications, and the Runcorn box was one of the earliest of these signal boxes to have been operational.

The halt of Bildstock is located on the northwestern outskirts of Bildstock, directly in front of Bildstock tunnel. Previously, it had two signal boxes.

Even semaphore signals and mechanical signal boxes are still in use as of 2016, but with improved safety by using PZB and train radio.

Two signal boxes were servicing this station (Ky and Ky2). There is still present steam locomotives servicing object, with water and coal loading devices.

In addition, the performance of the line was improved with technical innovations, including at Zweibrücken station, which acquired two electro-mechanical signal boxes in 1940.

Nine Mile Point had two signal boxes, No 1 & 2 within short distance of each other. This was due to the very narrow valley allowing just an up and down line. Traffic between the marshalling yards and the colliery was considerable needing the use of two signal boxes. Little remains of this site other than a water tower foundations and evidence of a platform.

Stage 2 extended electrification along the remainder of the SEML to Dover. Ashford, Shorncliffe and stations were rebuilt. Colour light signalling was installed throughout, with new signal boxes being built at Hither Green, Chislehurst Junction, Orpington, Sevenoaks, Tonbridge, Ashford and Folkestone Junction. This allowed the abolition of 32 signal boxes, with eleven more reduced to occasional use and one being manned during morning peak hours only.

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.

On 14 April 1969, the Isb and If signal boxes were replaced by a new combined signal box called If, which took over the functions of the Bf and Bn signal boxes in Dreieich-Buchschlag. It is a relay interlocking of class Sp Dr S 60 (a Siemens pushbutton interlocking introduced in 1960). The interlocking is still operating today. Shunting ended at Neu Isenburg station in 1983.

This was achieved by having a National Express East Coast executive on board, communicating by mobile phone and radio with signal boxes and train control centres.

There was a carriage shed and an engine shed, with a turntable, which was removed and installed at in 1904. Two signal boxes controlled the station.

In November 1965, 3 new signal boxes with relay interlockings went into operation and replaced 10 old signal boxes. The signals from Bexbach to Dudweiler are remotely controlled from the signal box Nof. On 13 May 1966, electric trains began running through Neunkirchen on the line from Wemmetsweiler to Homburg. Freight traffic to Heinitz was abandoned in 1963 and all traffic was abandoned to the König colliery in 1970.

The station opened on 7 November 1859 by the Glasgow and South Western Railway. To the south was the goods yard and to the north was an engine shed. There were two signal boxes, one to the east and one at the junction to the west. The lines for the goods yard were removed in 1959 and the station, as well as the signal boxes, was closed on 14 June 1965.

Signal boxes were situated at Berwick, Polegate Crossing, Hampden Park, Eastbourne, Pevensey and Westham, Bexhill and Bo-Peep Junction. There were two crossing boxes at Plumpton and Normans Bay.

The two signal boxes were positioned at the north and south ends of the station and controlled entry and exit to the tunnels that allowed entry to the complex.

Both of the signal boxes contain 20 half size levers, supported by buttons for some of the shunt signals. Both the north and south signal boxes are controlled with 20 half size levers and a variety of buttons to operate shunt signals. Basic electronic interlocking is in use where appropriate. All of the automatic signals on the track are 2 or 3 aspect color light signals which operate using track circuit equipment.

Within 10 years of nationalisation, the three signal boxes had been closed by British Rail and replaced by a single box on 23 November 1958 when the Groombridge section was resignalled.

In 2007 the line was closed for trackworks; it was given new electronic signal boxes and was equipped for the trains using tilting technology. In December 2007 it was open again from end to end. As part of the upgrade almost all the old signal boxes were torn down, including the one that was a protected monument at Ströbeck station. The conservation authorities filed charges and the Deutsche Bahn were not able to reach a resolution with them.

Usually no communication with other signalmen is needed for movements within station limits. Some signal boxes are equipped with an intermediate block section, or IBS. This normally takes the place of an old absolute block section, and is commonly found where former absolute block sections and their associated signal boxes have been removed. Essentially an intermediate block section allows two block sections, and therefore two trains, to be on the same line but controlled by the same signal box.

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.

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.

Signalling is by multiple-aspect signals, controlled from panel signal boxes at Exeter and Plymouth. Most of the signals are three-aspect, but some sections of two- or four-aspect signalling also exist.

The block section (this is the area between signals controlled by different signal boxes) was extended to between Stow Park (southwards) and Gainsborough Trent Junction to the north. The route was upgraded during 2012 and 2013 as part of a £280m project to relieve the East Coast Main Line of freight. This included new colour light signalling and the signal boxes at Stow Park and Gainsborough Lea Rd officially closed in January 2014 with the new signalling controlled from Lincoln Control Centre.

Shunting locomotive 294 151-6 hauling a front train towards Hagen in Lüdenscheid-Brügge station The Volmetal-Bahn service leaving the Goldberg Tunnel in Hagen The Volme Valley Railway, including the 2,200 m-long Goldberg tunnel in Hagen, is a major piece of railway infrastructure. Since 2006, just two signal boxes remain at Gummersbacher station, with one of them serving a local savings bank as a training centre. All other signal boxes have now been now demolished or are disused.

Single-stroke bell for railway signalling The first commercial electric bells were used for railway signalling, between signal boxes. Complex bell codes were used to indicate the types of train passing between signal boxes, and the destinations to which they should be routed. These were single-stroke bells: applying current to an electromagnet pulled the bell's clapper against the bell or gong and gave one chime. The bell did not ring continuously, but only with a single ring, until current was applied again.

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.

Hensall Signal box (located adjacent the south platform) has recently been awarded grade II listing status along with 25 other historical signal boxes. The list, announced by the Department for Culture, Media and Sport, includes signal boxes dating from late-Victorian times. Despite its listed status, it was taken out of operational use in May 2014, when control of signalling in the area passed to the signalling centre at Ferrybridge. The boom gates were also replaced by standard automatic lifting barriers as part of the project.

Notice: Colour light signalling between Wickford and Southend. London and North Eastern Railway (1938). Published by Great Eastern Railways Society (2003) At the same time the signal boxes at Fanton, Rayleigh, Hockley and Rochford were decommissioned.

In total there were two signal boxes. Both incorporated mechanical interlockings of the Jüdel type. Today, all signalling operations are managed centrally from Leipzig. The goods shed opposite the station were also demolished in May 2009.

In 2013 a project by Network Rail drew plans to upgrade the route between Lewes and St Leonards to replace the semaphore signals and signal boxes to colour light signals which will be controlled from a new Railway Operations Centre at Three Bridges. On Friday 13 February 2015, Berwick, Polegate, Hampden Park, Eastbourne, Pevensey and Westham, Normans Bay and Bexhill signal boxes signalled their last trains and over the weekend, the semaphore signals and current colour light signalling was replaced and new colour light signals installed and tested. The line reopened on Monday 16 February 2015 with Hampden Park Signal Box being demolished over the weekend. Bexhill, Eastbourne and Berwick signal boxes are listed buildings and were saved from demolition, and Polegate signal box was bought by the local town council to serve as a museum.

In addition, there were other signal boxes for connecting to the storage yard (signal boxes 3 and 5) and the freight yard (signal box 4). In 1977, the signal boxes were replaced by a central signalling centre to the south of track 16. Since then there have been standard routes to and from the S-Bahn tracks to Bad Cannstatt from tracks 1 to 6 as well as from and to the S-Bahn tunnel and Zuffenhausen from and to tracks 3 to 12. Entrance from the mainline tracks from Zuffenhausen to tracks 3 to 16 is possible, as is exit towards Zuffenhausen from tracks 3 to 12. Moves from the long-distance tracks from Bad Cannstatt can continue to tracks 12 to 16 and entrances from those tracks is possible to tracks 8 to 13 across the tracks.

Originally there were eight adjacent signal boxes, until November 1958 when Crewe No.3 box and 2 June 1960 when Crewe Station 'B' box was closed. Control of the lines was handed over to Crewe South Junction.

Further signal boxes, designated as "Rtl", "Rtll" and "Zd", were built for shunting operations in 1917. Numerous sidings were connected to Bitterfeld station. After the First World War, electrical operations to Leipzig resumed on 27 September 1921.

This was previously two separate level crossings, controlled by two separate signal boxes. There was space for two cars between the level crossings. The crossings were merged and converted from gates to full barriers in the 1970s.

Chippenham East and West signal boxes closed on 21 August 1966. As from 1 February 1976 the original down platform was taken out of use and services travelling west used the south side of the island platform.

Llansantffraid railway station is a former station in Llansantffraid-ym- Mechain, Powys, Wales. The station opened in 1863 and closed in 1965. The station's two signal boxes, built by Dutton & Co., were moved to Oswestry and Shrewsbury.

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.

Flinders Street "A" signal box circa 1913 The first signal boxes were opened at the station in 1883, one at each end of the platforms. From the 1900s until 1983, five signal boxes controlled traffic into the station. Flinders Street A was located at the western end of the station, between the lines to St Kilda/Port Melbourne and Spencer Street, and controlled all traffic from the west. It was of "traditional" Victorian Railways design, in brick, and had two mechanical lever frames of equal size, totalling 280 levers.

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.

South Australia uses two primary forms of signalling. Nearly all signal boxes in South Australia have now been closed, with most rail traffic being coordinated through centralised traffic control systems, either under Australian Rail Track Corporation control from Mile End or Adelaide Metro control from Adelaide. Where these two networks interface, such as at the Goodwood level crossing or at Torrens Junction, control is usually from ARTC after release from Adelaide Metro. Despite the almost uniform CTC control some signal boxes still exist, such as Dry Creek South although they are not normally switched in.

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".

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.

At the end of the Second World War, the United Kingdom network was host to over ten thousand mechanical lever signalboxes. When British Rail was created from the Big Four private railway companies under the Transport Act 1947, they began to install power signal boxes (PSB) at strategic locations such as Euston, Crewe, Doncaster, Rugby and Carlisle. The PSBs would remove the necessity for many individual boxes along a particular route and would pass control to one centralized location. Carlisle's PSB took over the responsibility of 44 signal boxes alone in the north west area.

The Metrol building as completed in the 1980s Metrol has two key functions—train control and signalling. Operations are split, with train control covering the whole suburban area, while control of points and signalling is only over a limited area in the centre of Melbourne. Outside this area, signal-boxes direct trains under the direction of the train controllers at Metrol. Before Metrol, the points and signals in the Melbourne suburban area were controlled by a series of individual signal-boxes, under the direction of a train controller who coordinated train movements.

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.

The station also had a passing loop until 1966, but this was removed when the line's signalling was simplified and many of the intermediate signal boxes (and some stations) closed when the Heart of Wales lime was rationalised.

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.

Survey date:1867. Publication date:1870 A footbridge was present. Sidings stood to the East and a turntable was provided.RailScot - Inveramsay Inveramsay to Kintore was doubled in 1882 and the north and south signal boxes were open in the same year.

In: Die Bundesbahn 1/1989, S. 108 The new signal box replaced ten old ones that were about 70 years old; three more followed suit as part of the S-Bahn extension in the early 1990s. After the removal of these unfavourably sited, old signal boxes, which were not capable of expansion, five groups of storage sidings could be merged into one. Around 1900, 116 railwaymen per shift worked the points and signals for about one hundred trains on the spot. In 1913, 122 trains stopped here daily, there were 40 workers per shift controlling the station from 14 signal boxes.

Protection as a monument has been extended to all parts of the building, the cast iron platform canopies and the railings of the underpass of 1900 and the two signal boxes of 1898/99 at the northern and southern ends of the station.

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.

In 1969, after the most important intermediate stations had been equipped with electric signal boxes with push-button routing, the line from Celle became remotely controlled using a central block system. This was only the second to be introduced on German railways.

The new bus station is located on the newly created station forecourt. An electronic interlocking replaced several old signal boxes. The new tracks have allowed trains to run through the station at up to 160 km/h since the construction of the new Elbe bridge.

The absolute block system was in place, but was not being operated in accordance with the regulations. An analysis of the records revealed that the signal boxes in this area had frequently operated outside the guidelines, although until the fateful morning without serious consequence.

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.

Balquhidder station was relocated slightly further south on 18 December 1904 in preparation for it becoming a junction with the Comrie, St Fillans & Lochearnhead Railway. Upon the opening of the junction on 1 May 1905, the station boasted two signal boxes and an engine shed.

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.

Gustorf station The halt of Gustorf was opened in 1897 at line-km 31.2. Directly behind the station, a siding branches off to the railway network of RWE Power. Gustorf had two small signal boxes in operation from 1906 to 2006, which have been preserved.

The railway block signalling bell code is a system of bell rings used in Great Britain to communicate between manually operated Signal Boxes (the system is not used in modern power signal boxes, unless it is a fringe box to an older signalbox). Each signal box would have a bell circuit to the box on either side of it along the line. The equipment would consist of a plunger or tapper (rather like a Morse key) which if pressed, rings the bell in the neighbouring box. The neighbouring box would have a key for communicating back, therefore each box has a key which rings the bell in the other box.

Although the railway has served the area since 1848, the present construction is of late-Great Central Railway design. Apart from the part-brick construction, Wrawby Junction is of similar design to its companion signal boxes at Barnetby East and Barnetby West. All signal boxes were built about 1916 when the section of route between Wrawby and Brocklesby was quadrupled to cope with the growing amount of freight traffic heading for the docks at Immingham and Grimsby. As well as controlling this busy complex of routes, Wrawby Junction was also responsible for controlling the entrance to the once-busy railway sidings at Barnetby, and the locomotive depot.

The single track contributed to a fatal accident at Emu Plains in 1878 where eastbound and westbound goods trains collided. In 1890 signal boxes were built at both Lower and Upper Points of the Zig Zag, this was to replace the operation of pointsmen using hand levers.

The rebuilt bridge was opened on 13 February 1892. The signal boxes outside the station were upgraded the following year. The London and Southwestern Railway (LSWR) became interested in using Cannon Street as a terminus, as it would allow a connection between Waterloo and the City.

This had reduced to six trains a day by 1922. The double track between Barham and Harbledown Junction was reduced to single track from 25 October 1931 and the signal boxes between those points were abolished. Services had been reduced to five trains a day by 1937.

Several signal boxes were abandoned after the Second World War. That at the overpass over federal highway 48 was renovated and converted into a restaurant. This was built during the period of Deutsche Reichsbahn and consists of natural sandstone. The roof is made of natural slate.

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.

Lloyd, T., Orbach, J. and Scourfield, R. The Buildings of Wales - Pembrokeshire. London: Yale University Press, 2004, pp. 475-6. A later passenger footbridge now links the two platforms. Steam excursion train from Pembroke Dock to Swansea at Tenby station (1993) Tenby has had two signal boxes.

There are still traces of the platforms, a few derelict former railway houses and the line to Glen Ogle, which can be followed for some distance, although fallen trees after a recent storm block the track in places. All signal boxes and other buildings are gone.

Most of the route (93.5%), is double track. Between the signal boxes "SDA" (on the Poznań–Szczecin railway from / to Stargard ) and "SDC" (Szczecin–Świnoujście) is a track, No. 857, which is used by trains between Goleniów and Stargard without having to change direction in Szczecin.

Zeitz station has four electromechanical signal boxes of the SuH 1907 type. B2 and B7 are dispatcher boxes, while W6 and W8 are guard boxes. As is typical for this type of safe working, the tracks are protected by semaphore signals. Only the B2 box controls colour light signals.

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 Lincolnshire Wolds Railway Signals and Telecommunications Department is a railway department on the preserved heritage railway in Lincolnshire, England. It installs, maintains and repairs all the signalling and telecommunications on the LWR. Based primarily at , the department looks after the railways two functioning signal boxes at and .

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.

Exeter Central B signal box was in use from 1925 to 1970 In the 1860s there was just a single track to the East but two tracks to the West; all the points and signals were operated on the ground. The first signal boxes were brought into use in 1875 when three controlled the extensive layout: 'Queen Street A' and 'Queen Street B' at the east end of the station, with 'Queen Street C' situated at the west end between the two platforms. These signal boxes were all closed in the 1920s. The C box was replaced by a new one at the west end of the eastbound platform on 13 September 1925.

With the feasibility of using radio to effect the interlocking of single line token instruments demonstrated, and the additional benefit of voice communication between the signaller and the drivers noted, it was but a short step of invention to moving the instruments from staffed signal boxes to the cabs of trains. The line selected for the trial was another remote and lightly used Scottish line: the old Highland Railway route from Dingwall westwards to Kyle of Lochalsh. The contract was placed with Westinghouse of Chippenham, Wiltshire, and the system was brought into use on 28 October 1984, with the control equipment situated at Dingwall.The Register of Scottish Signal Boxes, F Alexander & E S Nicoll (1990).

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 Doncaster installation was the third major signal box to be commissioned on the East Coast Main Line, the previous two being King's Cross, completed in 1977 and Peterborough in 1973. Before the scheme's authorisation in 1974, train movement was controlled by a mixture of outdated semaphore and colour light signals operated from 52 signal boxes mainly containing mechanical lever frames, many dating from the 19th century. Power signalling, however, was installed in two signal boxes, one at the north and the other at the south of Doncaster station. The work was planned and some equipment was on site before the Second World War but the installation was not commissioned until 1949.

The signal box built in 1960 The station was originally controlled from two signal boxes. 'North Road East' was on the north side of the line to the east of the station, while 'North Road West' was on the south side of the line at the west end of the station where it could control the junction of the original lines to Millbay with the new Cornwall Loop Line to Devonport. The adjacent signal boxes were at Mutley to the east, Cornwall Junction on the Millbay line, and Devonport Junction at the far end of the Cornwall Loop. Both of the North Road boxes were closed in November 1908 and replaced by new ones with the same names.

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.

It simulates overlaps, approach locking, time-of-operation point locking, shunt routes, warner routes, call-on routes, and more. Railtrack asked for a "professional" version of SimSig, now known as TREsim, which is currently used to train signallers at every Network Rail IECC and several panel signal boxes around Great Britain.

On 2 April 1945, Allied troops marched into Münster. In late April, the lines to the west were reopened. In the summer of 1945 reconstruction began of tracks and signal boxes. After the repair of damaged bridges in the area of Schleuse Münster, trains could also run to Osnabrück again.

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.

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.

Five signal boxes controlled traffic into Flinders Street station. Later replaced by Metrol, four of them were located in Jolimont Yard: Flinders Street B was located at the Richmond end of Flinders Street platform 8/9 and controlled the southern tracks into and out of the station from Jolimont Yard.

In 1866-7 the station apparently had no sidings, possessing an island platform and only two buildings indicated.Banffshire, Sheet X (includes: Alvah; Banff; Boyndie) Survey date: 1866-7. Publication date: 1871. By 1902 the junction had two signal boxes, a pedestrian footbridge, a weighing machine and a complex arrangement of sidings and points.

Stadtallendorf has had two signal boxes since the Second World War, which are still in use today. The mechanical interlocking Af is at the level of the platforms and is controlled by a dispatcher. Another mechanical interlocking, Ao, is located in the southeast of the station at the junction of the railway sidings.

Since the mid-1950s, the site has been privately operated. Roads 16 and 17 of the locomotive shed have remained, while the water tower was demolished in the early 1970s. The station building was demolished in 1983. There were two signal boxes at Scherfede station, which were taken into operation in 1915.

The station building is well preserved and was repainted after taking the track out. The clock above the entrance stands still at 8:02 o'clock since an unknown day. As of January 2018 the rail tracks are being replaced. Beyond them, there are ruined remains of warehouses, signal boxes and rolling stock.

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.

It appears that he was not seen by the driver and the standing train was struck at a speed of around , destroying the brake van and rear carriage. A telegraph system was in place which should have prevented the second train from leaving the preceding station until the leading train had cleared Lewisham, using a system of signal bells being rung in the signal boxes. The signals sent and received were recorded in registers kept in the signal boxes: the investigation determined that the line-clear signal had not been sent by the Lewisham signal box, despite being recorded in the Blackheath book. The driver and fireman of the second train and the Blackheath signalman were charged with "neglect of duty causing the deaths of 11 persons".

Signallers have also been known to bake cakes between trains. Toilet facilities are also provided, but it is worth remembering that when many of these British lever frame signal boxes were built in the 1850-1910s, household toilets were considered too dirty to be inside a house and were located outside in an outhouse, therefore Ledbury signal box was built with an outside toilet. This was replaced in the 1960s with an "inside toilet" being constructed on the balcony on the east side. Moreton-in March and Ascot-under-Wychwood signal boxes have a similar toilet but on a balcony next to the top of the entrance stairs, whilst Malvern and Henwick Junction Worcester, just down the line, still retain an outhouse.

As part of this work four manual signal boxes were replaced by three power signal boxes, and the semaphore signals and mechanical point linkages were replaced by colour light signals and point motors. The new Bristol Temple Meads East box was the largest on the GWR with 368 miniature levers operated by three signalmen assisted by a "booking boy". The other two boxes were at Bristol Temple Meads West, and controlling the movements in and out of the new Bath Road Depot, which replaced the old B&ER; locomotive works in 1934. During World War II the station was bombed, which led to the destruction of the wooden spire of the clock tower above the ticket office on 3 January 1941.

Private railway companies and the DB itself regularly use this infrastructure, which is now unique in the region; for example, the Circus Roncalli uses Beuel station during its visits to Bonn. Container goods, wood and railway gravel, among other things, are loaded at Beuel station. While the staffed signal boxes on the Right Rhine line north and south of Beuel were closed in 2011 and replaced by electronic interlockings, the signal box in Beuel station remains operational and is still permanently occupied by a dispatcher. This relatively modern signal box south of the entrance building replaced two existing signal boxes in 1985 (one in the area of the freight yard and a dispatcher box next to the bridge on auf dem Grendt street).

At the same time an electronic interlocking was established in Lübeck, replacing six old signal boxes in Pogeez, Ratzeburg, Mölln and Güster. In addition, another platform was built in Ratzeburg to enable train crossings. This meant that train could cross in Pogeez, Ratzeburg, Mölln, Büchen, Lauenburg and in Jäger operations station, north of Lüneburg.

SE (includes: Botriphnie) Publication date: 1905. Date revised: 1902. In 1967 the passing loop was lifted and the signal boxes were closed. The wooden station building was a Great North of Scotland Railway design however the old wooden footbridge had been replaced by a LNER metal design fabricated from old rails and signal wire.

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.

The station had north and south signal boxes; the north box was occasionally used to operate a crossover to the north but operation was transferred to the south box in the 1920s which was operational until 17 July 1987. The box has since been demolished and the line is worked from the Oxted signalling panel.

This resulted in triple crosses almost impossible to occur. CTC signalling was provided at Stawell during 1985. Rationalisation also occurred again around this time, with No. 2 road (crossing loop) abolished, along with two signal boxes. The station was served by V/Line Dimboola services, until these services were withdrawn on 21 August 1993.

During the renovation of the station, a centralised interlocking panel for controlling the signalling was installed and two new signal boxes were built for guarding points. A pedestrian bridge was built in 1899. The branch line was opened to Waging on 1 December 1902. Therefore, another bay platform and extra storage tracks were built.

Until 1937, Craigendoran had three signal boxes: Craigendoran East, Craigendoran Junction and Craigendoran West. The West box closed on 2 May 1937. On 28 March 1960, the East box closed and the remaining 'Craigendoran Junction' box was renamed 'Craigendoran'. A replacement signal box, with an NX control panel, was opened on 4 November 1984.

The station is equipped with myki vending and top-up machines and validators. Three abolished signal boxes are located at Showgrounds. Epsom Road box formerly controlled trains at the up end, Showgrounds Junction box for the down end, and Showgrounds Rostrum box (above the station platform) for all movements into and out of the platform.

In earlier times, Weinheim station had a large and busy freight and marshalling yard. Its largest customer was the Freudenberg Group, which was based in Weinheim and transported its goods via rail over a dedicated connection. Today, most tracks have been removed, only the overgrown track area and the signal boxes are still preserved.

The platform tracks and platforms were renewed and the platforms over the platform tunnel were rebuilt to provide disability access. Platforms 1 and 2 were rehabilitated for the S-Bahn. In August 2008, a new electronic interlocking controlled by the Leipzig Operating Centre (Betriebszentrale) replaced seven locally operated signal boxes, some using lever frames.

The interchange was opened on 30 November 2005. Renovation of the platform facilities commenced in August 2006 and was completed in November of the same year. The total cost of the renovation of the railway facilities was approximately €1.54 million. As part of the renovation the old guesthouse and the three signal boxes were demolished.

The old freight shed and the carriage shed were later replaced by a new freight shed, a locomotive shed with two tracks and an accommodation building. A building for the office of the track supervisor (Bahnmeisterei) and other buildings were also built. On 1 May 1897, the Buchloe North and Buchloe South mechanical signal boxes were built.

By 1902 the station had two platforms, two signal boxes, a pedestrian footbridge, the goods yard to the east and a station building with ticket office and waiting room on the southbound platform. Ancillary buildings stood on the east side of the loading dock and sidings. The up platform had a small wooden shelter.Banffshire Sheet XIX.

While still a young man he joined the Social Democratic Party (SPD). He obtained a job as a mechanic/fitter with the railways, working on the network's signal boxes. In 1912 he left the SPD, as his political sympathies moved towards Anarcho- syndicalism. During the immediate prewar years he was an employee of the Trades Union Press.

A trap door on the platform surface led to the station cellars.Jenkins, S.C., p. 83. The station and junctions were controlled by two signal boxes at each end of the station and known as "Melton East" and "Melton West" boxes. They controlled typical M&GN; somersault signals mounted on square posts, which were in some cases moulded from concrete.

By 1906 there were nine trains a day, with five on Sunday. This had reduced to six trains a day by 1922. The double track between and Harbledown Junction was reduced to single track from 25 October 1931 and the signal boxes between those points were abolished. Services had been reduced to five trains a day by 1937.

By 1906 there were nine trains a day, with five on Sunday. This had reduced to six trains a day by 1922. The double track between Barham and Harbledown Junction was reduced to single track from 25 October 1931 and the signal boxes between those points were abolished. Services had been reduced to five trains a day by 1937.

Bonn-Duisdorf station, which was reduced to a single platform in 1993, was rebuilt between 2003 and 2004 as a two-platform station. The signal equipment was renewed and rebuilt with high platforms. In September 2011, an electronic interlocking was completed in Euskirchen. As a result, the seven old signal boxes on the line were closed.

Tochieneal station had two platforms, a passing loop, originally two signal boxes, a water tower and a road bridge overlooked the site.The 1902 OS map shows station buildings on both platforms and a foot bridge. A station agent's or stationmaster's cottage sat near to the site. Several sidings were present with a loading dock and a goods shed.

After Waverton, the line then proceeded to the original Milsons Point station at Lavender Bay. Electrification of the North Shore line was opened in 1927, with full electric services in 1928. Automatic signalling followed and most signal boxes on the line were closed. The signalling in the vicinity of Waverton was then controlled by North Sydney signal box.

An additional platform was provided in 1877, along with two overhead bridges to provide passenger access, followed by additional timber and corrugated iron buildings and a telegraph station in 1879. The first signal boxes were opened at the station in 1883, one at each end of the platforms. By the 1890s, a third island platform had been constructed.

The signalling bell, also known as a block bell, is used in conjunction with the block instruments if the bell is not integrated with them. It is a single stroke design and relays the codes from adjacent signal boxes. Each bell has its own distinctive sound to alert the signalman which instrument needs to be attended to.

The only two original signal boxes to remain on the line were Hainton Street in Grimsby and Louth North. The original grain store remains at Ludborough and the original station master houses remain at Ludborough, North Thoresby and Holton-le-Clay. Louth station building still remains, and is grade 2 listed, but has been converted to flats.

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.

Today, it is hard to imagine how big the station in Bedburg used to be. Because of the Hambach open cast mine, the Düren–Bedburg section was closed in 1995 and dismantled in 1995. The remaining gravel on the former routes is a reminder of the once extensive track infrastructure. Bedburg had two signal boxes ("Bnf" and "Bsf").

The signal boxes at Leutersberg, Bad Krozingen, Heitersheim and Müllheim (Baden) have been modified under CIR ELKE and equipped with LZB. The current Baden-Baden station was originally called Oos, between 1906 and the closure of the old Baden-Baden town station in 1977 it was called Baden-Oos and then it received its current name.

Its solid wall with numerous Art Nouveau features is largely preserved. The former Bahnpolizei (railway police) were located here before the last renovation of the entrance building. In mid-2010, the Fürstenbahnhof restaurant was opened to the public in the princely station. In 1972, the former twelve signal boxes were replaced by a modern signal control centre.

The East Suffolk line was resignalled in 1984 using the Radio Electronic Token Block resulting in the closure of all conventional signal boxes; the RETB controlling signalbox was at Saxmundham. Paytrains were introduced on 7 March 1967. Melton station was reopened in 1984 after a local campaign. The Lowestoft to Yarmouth line closed on 4 May 1970.

The signal and telephone lines suffered great damage. On 9 November 1944, the Allies carried out the most comprehensive attack with twelve fighter-bombers. 30 bombs dropped all missed their targets, but a subsequent attack with on-board weapons damaged the water towers, engine shed, signal boxes and locomotives. 13 locomotives were made unusable, but nobody was hurt.

An onboard computer on the train will inform the driver of the 'allowable speed and movement of the train.' TMS allows delays to be minimised through a computer running algorithms and deciding how best to return traffic patterns to normal. These systems mean the removal of traditional signalling infrastructure and the signal boxes that go with them.

The south end of the line is signalled under Track Circuit Block by the York Rail Operating Centre. To the north, several signal boxes control the line under Absolute Block with semaphores. The single section is signalled under One Train Working with staff, with the signaller at Oxmarsh Crossing signal box giving the staff and collecting it.

After 1989, the freight traffic at the station declined significantly, so that today a small locomotive is sufficient for occasional shunting. From 2003 on, the railway systems are controlled by an electronic interlocking. The mechanical signal boxes were closed in 2003 and demolished in 2006. The narrow-gauge railway now has colour light signals as entrance and exit signals.

The main entrance to most Lever Frame signal boxes is via a set of stairs to the operating floor, this is usually true regardless of the type of signalling system in use, and is because much of the equipment used to signal trains needs to be held in a room close to, and usually below, the operating floor, the frame room. In some signal boxes these stairs cannot be seen and are constructed inside the building as in the case of local boxes Droitwich, Worcester Shrub Hill, Worcester Tunnel Junction & Evesham. Ledbury has a wooden external staircase that leads from a station platform to the operating floor. The Operating floor consists of the lever frame itself with the block shelf above, an office area and Social needs facilities.

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.

The main control room for the rail network is Metrol. Located in the Melbourne CBD, it controls signals in the inner suburbs, tracking the location of all trains, as well as the handling the distribution of real time passenger information, and manages disruptions to the timetable. Additional signal boxes are located throughout the network, and in direct communication with Metrol.

On 30 June 1929, four-aspect colour light signals were introduced between and . New power signal boxes were provided at and Parks Bridge Jn, enabling seven manual boxes to be abolished. On 1 December 1929, four-aspect colour light signals were introduced between and New Cross. A new power box at North Kent East Jn allowed the abolition of seven more manual boxes.

OEG station near the Kurpfalz Bridge in the 1950s OEG train on the Mannheim Friedrichsring (1986) In 1960, the local signal boxes began to be replaced by an automatic block signaling system. The first line to be modernised was from Mannheim to Seckenheim. In 1967, the Schriesheim–Handschuhsheim section was re-signalled. Today, the line is controlled by Edingen signal box.

A lattice footbridge connected the platforms. There were two signal boxes. The northern one controlled the level crossing north of the station and some private sidings beyond it, the southern one which appears to have been closed and dismantled by 1909 controlled the goods yard tracks. The station had a goods office, a goods shed, and an adjacent water tower.

The old signal boxes were demolished in the subsequent years. In addition, the railway to Krippen was realigned, a modern road bridge was built over the Elbe and two new overpasses were built over the railway yard as part of this project. On 22 October 1980, a fire damaged the attic of the station building. In July 1981, the goods shed burned down.

There were originally six signal boxes on the first section of the line to open (Hythe to New Romney). All were equipped with Greenly designed fully interlocked lever frames constructed by Jackson Rigby Ltd at New Romney. These were: Hythe - 16 levers controlling points and signals within the station area. Now the only original Jackson Rigby lever frame in existence.

Many mechanical signal boxes in the UK were equipped with detonator placers that placed detonators on a running line when a lever was operated. The levers were painted a striking white and black chevron pattern, pointing upwards for the "up" line, downwards for the "down" line. In some cases, the placers were fed from a cartridge holding a number of detonators.

Meagre passenger facilities were provided in the shape of two old coach bodies and a small brick booking office; a sectional concrete shed was added later. At first two north and south signal boxes were provided, but this arrangement was rationalised in 1934 by the London, Midland and Scottish Railway, which concentrated the junction's workings into one box known as Broom Junction.

Crewe Heritage Centre is located in the old LMS railway yard for Crewe railway station. The museum has three signal boxes and an extensive miniature railway with steam, diesel and electric traction. The most prominent exhibit of the museum is the British Rail Class 370 Advanced Passenger Train. Lyceum Theatre The Grade II-listed Edwardian Lyceum Theatre is in the centre of Crewe.

The station also had two Signal boxes, one of which still exists and is protected as a monument. It is built of ashlar with three portals on the long sides. Its floor is made of bricks and it has iron rooms. In addition, it had a clamping room (Spannwerk) in the basement to ensure correct tensions on the interlocking cables.

Passenger services were withdrawn in November 1914, due to World War I, but the station was used by military traffic. An attempt to reintroduce passenger services post-WWI was unsuccessful, only operating between 22 December 1922 and 1 March 1923. SMZ operated from Queenborough Pier until 1927, when services were transferred to Harwich, Essex. The station had two signal boxes.

Two island platforms and signal boxes designated as "Mbd", "Swt" and "Not" were also built. The freight shed was expanded in 1907. The branch line to Stumsdorf was opened on 1 October 1910. The station was electrified and electric trains ran to Dessau for the first time on 18 January 1911. Electrification of the line to Delitzsch was completed on 5 December 1913.

The station is classified by Deutsche Bahn as a category 3 station. Until 28 November 2004, signals and switches at the station were controlled by three electro-mechanical signal boxes of a class introduced by Siemens & Halske in 1912, which became operational in 1930, 1947 and 1953. Since 28 November 2004, the station has been controlled by an electronic interlocking built by Lorenz.

The Eisenach electronic interlocking was put into full operation on 16 June 1996. This took control of the entire section between Gerstungen and Gotha and the local signal boxes were closed. A special exhibition space has been established on the history of the Gerstungen station in the Werratalmuseum Gerstungen (Werra valley museum in Gerstungen). Historical railway technology and numerous pictorial documents are displayed.

The Reading, Guildford and Reigate Railway opened the station in 1849 as "Chilworth and Albury", although the village of Albury is over away. British Railways destaffed the station in November 1967. The signalling controls were transferred to the two nearest manned signal boxes at Shalford and Gomshall, for control of the track in between. The signal box was then officially closed.

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.

Allen, p. 101Harris, Chapter Fourteen Cross Country Inter-Railway Services 1923–47, p. 173 In 1953, rationalisation was carried out which resulted in the closure of the East and West signal boxes and the singling of the line between them for working purposes. The remaining track between the boxes formed the base of a self-contained triangle for turning engines.

They are known to chew through electrical insulation which causes damage to electric motors, irrigation lines, pumps, signal boxes, transformers, telephone exchanges, and other equipment. Colonies aggregate near electrical fields and are capable of causing short circuits or interfering with switches and equipment such as air conditioners, computers, and water pumps. They are also known to infest airport landing areas and traffic lights.

Originally named "Banavie Junction", the junction was formed on 1 June 1895 when a short branch line to was opened. The branch left the West Highland Railway approximately one mile east of Fort William station. The junction was renamed "Mallaig Junction" on 30 March 1901, when the Mallaig Extension Railway opened.The Register of Scottish Signal Boxes, F Alexander & E S Nicoll (1990).

Red brick was used for the new station buildings which are still in use today. A new footbridge was built across the station. The expansion also included the building of two signal boxes, one at each end of the station. It was possible to hear the bells in these boxes ringing from a point mid-way along the main platforms.

The line is electrified and single-track, and completely equipped with H/V (Haupt-/Vorsignal-System) colour light signals. Only Goldshöfe station still has semaphore signals, operated by two mechanical signal boxes. The maximum speed limit on the line is 120 km/h, although it is only reached on the southern section. The regional plan of Ostwürttemberg envisages the duplication of the line.

Access was via a poorly lit footpath. There were also three signal boxes at the station, one for each junction on the three station approaches (from Bradford, Keighley and Halifax respectively). The station was opened to traffic on 12 July 1879, closed to passengers in 1955 and closed completely in 1963. Almost all of the station infrastructure has now been demolished.

The main station building on Platform 1 was replaced on 8 August 1990, and in 2008, the smaller building on Platform 2 was replaced by a metal shelter. In January 2019, the North Geelong C signal box, then one of the few remaining mechanical signal boxes in Victoria, was abolished and a project begun to automatically signal the lines it formerly controlled.

The station opened on 1 August 1879 by the Caledonian Railway. There was a large goods yard as well as Coltbridge Stone Depot. Two signal boxes were built, one to the north of the southbound platform and the other to the southwest. These were later removed and replaced by a single box to the northwest, next to the goods yard.

The station opened on 13 September 1849 by the Edinburgh and Glasgow Railway. To the north was the goods yard which had a large goods shed and sidings. There was also a locomotive shed to the east which was later replaced. The station had two signal boxes, one to the east and the other to the west which were opened in 1880.

The new signalling centre replaced twelve old signal boxes. (40 page brochure) DM 68 million was spent on the signalling centre and its outdoor facilities. Today, five to seven dispatchers work in the signalling centre. The underground Stadtbahn station, called Hauptbahnhof (Arnulf-Klett- Platz), in front of the station hall under Arnulf-Klett-Platz was opened to traffic on 9 April 1976.

The passenger station and the associated freight yard formerly had four signal boxes, but these were replaced in 2004 with an electronic interlocking. The station was called Lörrach station until 2009, when it was renamed at the initiative of the Free Voters (Freie Wähler). At the end of 2011, a bike parking garage was built in the northern part of the station building.

Volunteers under Capt. John Mc Mahon, he was still known by his birth name, and Capt Joseph O Connor cut telephone wires and seized signal boxes. They were charged to snipe and fight running battles around the railway so as to maintain control of it. Ensuring that any reinforcements landing at Kingstown (Dún Laoghaire) would have to march to Dublin.

Both Banbury South and Banbury North signal boxes were demolished in mid 2016, the South box on 10 August and the North box on 8 October. Tours were run between 10 August and 2 October to see the North signal box. Commemorative tickets were issued for the tours. The lever frames from Banbury North have been moved to Ironbridge to be preserved.

The site of the former SM's cottage also has archaeological potential. The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales. The Mount Victoria Station group is a rare Victorian era railway station combining a number of individually significant buildings and structures. The signal box is one of a few brick on platform signal boxes remaining in the state.

Garmouth. Spey Bay station had two platforms on a passing loop with a typical wooden station building on the 'Up' line and two wooden signal boxes, one of which has been moved to the Keith and Dufftown Railway. A London and North Eastern Railway style passenger footbridge was present. The 1903 OS map shows a small goods shed and three sidings.Elginshire Sheet IX.SW & SE. Publication date: 1905.

The Düren–Bedburg section was closed in 1995 and dismantled in 1995 to allow the expansion of the Hambach open cast mine. The remaining gravel on the former routes is a reminder of the once extensive track infrastructure. Bedburg had two signal boxes ("Bnf" and "Bsf"). "Bsf" was taken out of service in 1995 with the decommissioning of the section to Düren and demolished after a fire.

Originally the line was controlled from Schwiesow and Rukieten on the existing main lines, but by the end of the 19th century the line was controlled from local signal boxes in the stations of Güstrow and Schwaan. Mistorf station (July 2008). To the left is the catenary on the dismantled second track. In addition to local traffic, the line was significant for long-distance traffic.

Services on the latter route were withdrawn as part of the Beeching Axe on 5 October 1964. Signal boxes have existed at the three angles. In 1973, a central control room in Glasgow replaced the final one at the apex. On 6 May 1974, the West Coast Main Line (WCML) was opened to electrified services, which included Hamilton Circle services through the slow line island platform.

Because of the Hambach open cast mine, the Düren–Bedburg section was closed in 1995 and dismantled in 1995. The remaining gravel on the former routes is a reminder of the once extensive track infrastructure. Bedburg had two signal boxes ("Bnf" and "Bsf"). "Bsf" was taken out of service in 1995 with the decommissioning of the section to Düren and demolished after a fire.

Both systems are supplemented by storage and marshalling sidings. In addition, there is an eight-road main repair shop for the repair of goods wagons and an engine shed for the maintenance of electric and diesel-driven goods train locomotives with a two- road inspection hall and numerous open-air storage sidings. Two signal boxes are responsible for the yard, one for each system.

The bridge is also the home of Trowse Signal Box, which controls most of the Bittern Line from Whitlingham Junction to Sheringham. The line was resignalled in 2000, leading to the closure of a number of mechanical signal boxes with control moving to Trowse. The resignalling saw the end of one of the few remaining sections of single track main line controlled by tokens.

The line had five dedicated intermediate stations plus West Moors station at the junction with the Southampton and Dorchester line. All of the intermediate stations except Daggons Road were built with passing loops and two platforms. The station buildings were all brick but were not of a standard design. Apart from Daggons Road and West Moors all signal boxes were LSWR Type 1 boxes.

This led to a host of safety issues. American railways were poorly signalled compared to British railways; in the US there were no signal boxes, instead signalling was largely the responsibility of staff on board trains. Rails were laid on thin beds and badly secured leading to many derailments. Most tracks in Europe were double tracks whereas in the US they were usually single track.

There, the track was reduced from four to three and to two between Heeley and Dore & Totley. A passing loop was kept between Heeley and Millhouses. Sheffield Power Box was commissioned between 20 and 22 January 1973. The new box replaced Sheffield station signal boxes A, B, North, South 1 and South 2, as well as Queens Road, Heeley station, Heeley carriage sidings and Millhouses.

In addition to material transports, there were also military passenger trains. A separate entrance building was built in the south-west of the station for travellers to check-in. In 1974, the station received a new relay signal box of the GS III Sp68 class, the first of its kind. It went into operation on 19 September 1974 and replaced three mechanical signal boxes.

Flinders Street E was located at Richmond Junction, and controlled the junction as well as access into the Richmond end of the stabling sidings. Of utilitarian brick construction, it remains in place today underneath the William Barak Bridge. Since 1983, the station has been remotely controlled by Metrol. The station precinct is operated by four interlockings corresponding to former signal boxes A, B, D and E.

Bell codes are used to communicate with adjacent signal boxes. They can communicate information regarding the type of train being offered, the status of trains within sections or emergency information. A bell code is acknowledged as being understood by repetition. Nearly all bell codes are preceded by a single stroke on the bell, referred to as Call Attention — the main exception being Train Entering Section.

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).

In 1923, there was a rear-end collision between two trains travelling at night and 47 people were killed. In 1956, the world's first track-plan signal box was installed by Siemens. It was able to take over the tasks of three old mechanical signal boxes. Two dispatchers each served half of the station, which was only connected on the south side by three tracks.

The country terminus, Cockcrow Hill, has a 16-lever full-size 'knee' frame manufactured by the Railway Signal Company, probably around 1930. It came from the Waterloo terminus of the Waterloo & City line. Exactly as in full-size practice trains are offered and accepted between signal boxes by the use of Block instruments. Hardwick is configured as a Midland box, Everglades is configured as a Southern box.

The Belfast and County Down Railway operated the very busy line from Belfast to Bangor. The heyday of the railway was in the late 1800s. By the end of the First World War, the railway was facing competition from buses and private vehicles and was facing economic pressures. In the 1920s some economy measures were put in place such as replacing manned signal boxes with automatic signals.

There were sidings to both sides and originally two signal boxes, one of which was removed in the early 20th century. All of the local trains and many of the semi fasts called at the station. It closed to goods in 1964 and to passengers in 1966.Preston Hendry, R., Powell Hendry, R., (1982) An historical survey of selected LMS stations : layouts and illustrations. Vol.

The exception was between West Kensington and Hammersmith, where it was controlled by District Railway signal boxes, and had semaphore signals instead. The Piccadilly line extensions resulted in resignalling on tracks west of Barons Court. Signal cabins were adjusted and new ones were added at Hammersmith, Acton Town and Northfields. A mixture of semaphore and coloured light signals were used on the four-track section.

Signalling is by multiple-aspect signals, controlled from panel signal boxes at Reading, Westbury and Exeter, and level- crossing boxes at Colthrop (near Thatcham) and Kintbury. Most of the signals are three-aspect, but some sections of two- or four-aspect signalling also exist. During 2010, control of the area signalled by Reading panel transferred to a new Thames Valley Signalling Control Centre at Didcot.

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).

The line was later converted to two tracks and upgraded to a main line in places, between Triebes and Zeulenroda in 1913 and over parts of the whole Werdau–Weida–Mehltheuer line in the 1930s, for example between Loitsch- Hohenleuben and Triebes. In the process, the two signal boxes in Loitsch- Hohenleuben and the northern signal box in Triebes were rebuilt in the 1930s.

Didcot - CrossCountry 220025 arriving from Manchester. The Thames Valley Signalling Centre (TVSC) is the grey building with the black Network Rail lettering. A rail operating centre (ROC) is a building that houses all signallers, signalling equipment, ancillaries and operators for a specific region or route on the United Kingdom's main rail network. The ROC supplants the work of several other signal boxes which have thus become redundant.

Due to the damage caused to the station during the Second World War, its importance for long-distance traffic declined in the following years. Although the reconstruction was fast, Bamberg station lost further traffic because the establishment of the Soviet occupation zone in 1946 led to the loss of long-distance services. In 1948 the old mechanical signal boxes were replaced by a new electro-mechanical interlocking.

This introduction also resulted in the abolition of signal boxes "A" and "B". The tracks in the former yard are now used as storage for concrete sleepers, old and new signals, and rail machines. Tracks on the northern side of the station were moved slightly, to reduce the radius of curves, and allow trains to travel at higher speed. The station itself was upgraded in 2015.

Stirling North signal box __NOTOC__ A number of signal boxes in Scotland are on the Statutory List of Buildings of Special Architectural or Historic Interest. Signal boxes house the signalman and equipment that control the railway points and signals. Originally railway signals were controlled from a hut on a platform at junctions, but by the 1860s this had developed into a raised building with a glazed upper storey, containing levers controlling points and signals. Railway companies either built boxes to their own designs, or used the design of the signalling manufacturers, such as Stevens & Sons, McKenzie & Holland and Dutton & Co. Listed buildings are placed in one of three categories: Category A for buildings of national or international importance, Category B for particularly important buildings of regional or more than local importance and Category C for buildings that local importance, or lesser examples of any period, style, or building type.

All stations are still manned and the line is protected by signals controlled by relay interlocking at local signal boxes. During the line upgrade, the track in the section between Rostock and Ribnitz–Damgarten West was to be doubled because of the current high train density. A second track was also planned on the Velgast–Stralsund section. All culverts and bridges were already designed for a second track in 1999.

Revised: ca. 1904 The station had a neat and compact appearance with a typical footbridge, two signal boxes and several flower beds with what may be an enclosed fruit garden. The station was host to a LNER camping coach from 1935 to 1936 and possibly one for some of 1934. The Moray Coast line was predominantly single track apart from a double track section between Buckie and Portessie.

It was the largest signal box on the line and was entered by a staircase situated at the rear. It was not a block post, but it had an internal wheel to operate the gates. It was probably connected by phone to the signal boxes at Bideford Yard and Abbotsham Road. The substantial crossing gates opened inwards to close off the line and pedestrian gates were also present.

The principles of British-style railway signalling have changed little since the Victorian era and early 20th century. Modern technology has generally reduced the labour required per train movement. In many cases, a switch, button or computer command is used to alter the lie of points and control signals. Although many classic mechanical signal boxes remain in use, these are gradually being replaced by modern power signalling systems on most railways.

In the same year the signal boxes were demolished. As a result, the travel time between Munich and Geltendorf fell from 78 to 40 minutes. Finally, on 28 May 1972, the Munich S-Bahn was commissioned and Geltendorf became the terminus of S-Bahn line S 4. With the introduction of the S-Bahn, the former ticket gates were removed and passengers could now enter the entire station area without supervision.

The extension to Dungeness led to the enlargement of the lever frame at New Romney (as mentioned above) and also the opening of two new signal boxes: Greatstone - the 8 lever frame originally at Palmarsh was transferred here and installed in the booking office.Davies, 1975 Dungeness - like Dymchurch it is uncertain how many levers this box actually contained. Arrangements for working the temporary turning wye at The Pilot are not known.

A second line was laid alongside the line leading to the sidings where the accident happened. This was reserved for passenger trains, which the CLC now ran in place of the mixed trains. Additional signal boxes and signalling were installed and on after having passed an inspection, passenger services resumed. The level of passenger workings was increased and the branch remained relatively busy, with workmen's trains supplementing the timetabled service.

The line was fully converted to colour light operation in September 1975 under the control of London Bridge Signalling Centre. The old mechanical signal boxes closed at this time. Upon sectorisation in 1982, the line came under the control of the London & South East sector, which was renamed Network SouthEast in 1986. Goods services were withdrawn in 1964 with the exception of Beckenham Junction which survived until 1982.

The first fully interlocking frame was installed by Saxby at Keymer Junction near Haywards Heath in 1860, where he built a small workshop to undertake private work. He left the company and in 1862 formed Saxby & Farmer signalling contractors. Thereafter the LB&SC; patronised Saxby & Farmer for most of its signalling until circa 1880. The LB&SCR; inherited the world's first signal boxes, at Bricklayers Arms Junction and Brighton Junction (Norwood).

Later branchlines were constructed to Cooma (opened in 1889) and later extended further to Bombala, and to Crookwell and Taralga. Goulburn became a major railway centre with a roundhouse and engine servicing facilities and a factory which made pre-fabricated concrete components for signal boxes and station buildings. A large railway refreshment room opened on the island platform in 1915, closing in 1986 with the withdrawal of the Cooma Mail.

Instead it had been the lodge house for the school - and its style reflects the school rather than the station. Other than the school, the station served only a scattering of houses. County School station was equipped with three platforms, two platform buildings, two signal boxes and a small coal yard. This yard was essentially to serve the needs of the large number of open fireplaces in the school buildings.

Two shunting locomotives were constantly used for the connecting sidings. On 27 November 1977, there was a boiler explosion in Bitterfeld, which killed nine people. Up to 1999, extensive reconstruction work took place on the entrance building and in the station forecourt. With the changes following the end of Communism, the freight traffic in Bitterfeld decreased significantly, so that many goods tracks and signal boxes were closed by 2000.

Between Bologna and Pracchia 29 bridges, eight tunnels, 10 stations, 45 signal boxes and 52 km of track were blown up. It also crashed two locomotives loaded with explosives in the main tunnel. The line was rebuilt in record time and was reopened from Bologna to Pracchia on 5 October 1947 and between Pracchia and Pistoia on 29 May 1949. The line is still maintained only for local traffic.

In 1874, Loomis and a city mechanical engineer by the name of James H. Stanford built four fire alarm telegraph signal boxes at key businesses in Akron. These were located in the city at the Empire hotel, Buckeye Mower & Reaper works, Diamond Match factory, and the old Akron Iron company. It was soon realized that more alarm boxes were needed. The city however would not finance this needed improvement.

Because double and single track may use different signalling systems, it may be awkward and confusing to mix double and single track too often. For example, intermediate mechanical signal boxes on a double-track line can be closed during periods of light traffic, but this cannot be done if there is a single-line section in between. This problem is less serious with electrical signalling such as Centralized traffic control.

The park was planted with plane trees. At intersections with side streets or major urban junctions, the architects created small squares with benches, playground equipment, and drinking fountains. The transition between neighborhoods along the route is demarcated by benches and additional lighting. Original railroad accouterments, such as signal boxes, signage, and communication poles, were preserved in some places, and historical markers and photos were posted along the route.

The two storey-high ticket hall would be in the left part of the building, the middle part would comprise the station restaurant and service rooms, while baggage handling would be housed in a flat extension. The building was approved on 4 January 1951 and completed the following year. The "Osf" relay interlocking was opened on the ground floor of an annex in 1973. It replaced three older mechanical signal boxes.

The 1966 BRB Closure notice. The 1963 timetable. The station originally only had a single short platform and a public house stood nearby. A small station building was present and the goods yard existed in the same location as later maps show it following the expansion of the station's facilities with the building of a new road and the establishment of a level crossing, signal boxes, and passing loop.

From 1908, planning began on expansion of the station, which was no longer big enough for to handle traffic demands. In 1913, actual construction work started, however, it was interrupted by the First World War and could not resume until 1923. The new works included new freight facilities, four signal boxes, a maintenance depot and two bridges over the Lungwitzbach stream. The tracks and platforms were altered and expanded.

The sidings have been removed when the line was converted to a S-Bahn line, as well as the local operated mechanical signal boxes in these stations. Bad Nenndorf was the station where the line to Bad Münder started. After that line was closed all sidings, signals and the signal box were removed, and the station was reclassified as a halt. Barsinghausen had sidings east of the station, too.

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.

The level crossing was removed and the Kings Road underbridge was built. To handle the traffic, new signal boxes were built at Wrawby Junction, Barnetby West, Barnetby East, Melton Ross and Brocklesby Junction. In 1923, the Great Central Railway became part of the London and North Eastern Railway in 1948 part of British Railways. In 1994 the infrastructure came under the ownership part of Railtrack and in 2002, Network Rail.

The platform surface was of gravel and the station opened on 28 August 1902 and closed, along with the others on the line, on 6 April 1929. The line was controlled by two standard H&B; style signal boxes named "Hickleton Station" and "Hickleton Colliery". Immediately south of the station was the entrance to Hickleton Main Colliery where the H&B; shared sidings with the Swinton and Knottingley Joint Railway line.

It suffered major damage at the end of the Second World War. The German Wehrmacht blew up the signal boxes and an air strike by U.S. fighter-bombers destroyed the storage shed and 70% of the track and points. After the occupation by Thuringia by Soviet troops in July 1945, operations were suspended on the main lines to Coburg and Stockheim. The station lost much of its traffic.

This left the branch with three sections (Silk Mills to Williton; Williton to Dunster; Dunster to Minehead) but still required seven staff per shift as there were three signal boxes and four level crossings. The line continued to make a loss so was eventually closed. The last train left Minehead on 2 January 1971; this was a Saturday and the following Monday 4 an enhanced bus service came into operation.

The Clarbeston Road and Letterston Railway, s subsidiary of the Great Western Railway (GWR), was opened on 30 August 1906, but at first there were no intermediate stations. However, there was a signal box at Wolf's Castle, because although most of the route was built as double track, a portion near the middle, which included Spittal Tunnel and the cutting through Treffgarne Gorge, was single-track, and it was necessary to have signal boxes at each end of the single-track section. The single-track section was later doubled, but although the temporary signal boxes at Spittal and Treffgarne closed with the introduction of full double- track working on 17 December 1906, Wolf's Castle signal box was retained to break the section, allowing two trains to proceed in the same direction between Clarbeston Road and Letterston simultaneously; there was also a crossover. The first of three intermediate stations to open on the line was Wolf's Castle Halt on 1 October 1913.

The passenger station has seven through platform tracks and a bay platform at the eastern end of the station. The six tracks adjoining to the north (tracks 101 to 106) are primarily used for freight. The tracks of Aschaffenburg Hbf were controlled until 1974 by many decentralised mechanical and electromechanical signal boxes. Since 1974, they have been controlled by a push-button relay interlocking signal box at the eastern end of the station.

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".

Signal boxes "A" and "B" were also abolished in May 1992, with semaphore signals replaced by coloured light signals. It was upgraded to a Premium station on 25 June 1996. It is listed on the Register of the National Estate.Clifton Hill Railway Station Department of the Environment It is an intact example of a Victorian Tudor style suburban railway station, and is one of eleven that were originally built in 1887–89.

Showgrounds railway station is located on the Flemington Racecourse line in Victoria, Australia. It serves the Melbourne Showground in the suburb of Flemington opening on 7 November 1883.Showgrounds Vicsig The station is only open during special events at the Showgrounds, such as the annual Royal Melbourne Show. There are multiple signal boxes located at the Showgrounds, in addition to several portable buildings for staff amenities, and a wooden station building for selling rail tickets.

The already accommodated double-tracking of the line from Ruabon was completed in September 1900 to Llangollen Goods Junction, located west of the current station. Between then and World War I, Acrefair, and Llangollen stations were all in part remodelled to cope with additional traffic. There were signal boxes at Llangollen and Llangollen Goods Jnc., with the latter controlling access to the goods yard, which today is a depot for the preserved railway.

After 1880 it gradually developed its own architecture for signal boxes, using home-produced and contractor-built frames. J.E. Annett, the inventor of Annett's key in 1875, a portable form of interlocking, was a former LB&SCR; employee. During the re-modelling of Victoria Station between 1898 and 1908 it was re-signalled using the Sykes electro-mechanical method for controlling points and signals, allowing for more compact signal boxes.Gordon (1910), pp. 159–60.

Most stations had goods yards which closed during the 1960s and were converted into car parks. In the late 1960s the Dartford Loop Line along with the two other North Kent routes were re-signalled which saw the replacement of semaphores with colour light signals. In November 1970 most of the mechanical signal boxes on the line closed. In the mid-late 2000s the Dartford Area Resignalling Scheme saw the line resignalled.

This required the demolition and rebuilding of the Station Road / Beaver Road bridge immediately to the west. Ashford's four signal boxes were replaced by a single control centre on 29 April 1962. The main station buildings on either side of the line were replaced between 1963 and 1966 by a footbridge including a booking hall, newsagent and catering facilities. The new scheme was the design of the Southern Region Architect, Nigel Wikeley.

Dual gauge lines are separated by building two tracks, one of each gauge, side by side. Whether a dual gauge line remains depends on the volume of rail traffic it carries and also its location, for example across a bridge or through a tunnel. Separated lines share infrastructure such as signal boxes and signallers. In Victoria (Australia), on the Melbourne to Geelong line , a single line runs parallel to the double track broad gauge.

As an infrastructure building, the central station was subject of heavy bombing during World War II. On 16 January 1945 the station was hit in a severe air raid on the city. The western station building was completely destroyed and never rebuilt, while the eastern entrance building was heavily damaged and the platform halls were partially collapsed. The tracks were littered with bomb craters and the signal boxes were partially destroyed by the bombing.

The line was closed from Grimsby-Firsby to passengers on October 5th 1970. The Louth-Firsby section was quickly lifted. The line from Louth-Grimsby was singled and remained open to freight to serve the Associated British Maltsters and the occasional rail tour until December 1980 when the line was closed, despite demands not to close it. The station buildings were demolished at most of the stations along with the signal boxes.

Mantua was a wye junction controlled by three manual signal boxes; there was also an engine house in the center of the wye. By 1888 the Mantua Junction was at capacity. In 1910 the PRR built two duck-under tunnels to allow trains to reach the Connecting Railway without blocking the Main Line. In 1935, the interlocking reached its final form in conjunction with electrification and the construction of 30th Street Station and Suburban Station.

Railway station up in flames The Age 24 December 1965 The station building on platform 2 was refurbished in 1984. The light refreshment booth was demolished around this time, along with repairs and repainting of the footbridge and ironwork. Additional facilities and refurbishment occurred in 1988. During 1990, much of the station and yard was rearranged, and included the abolition of signal boxes 'A', 'B', 'C' and 'D', new signal masts and turnouts.

The station also has a railway track to the west of the platforms, the remains of the former freight yard. This has been dismantled in recent years so that nothing is now left. Only a large vacant area gives an idea of its former extent. With the commissioning of the Grevenbroich electronic control centre for the Rheydt–Ehrenfeld line in 2007, the "Gnf" and "Gs" signal boxes became superfluous, but they still exist.

On the east side of the railway property is the former goods yard. A sales outlet and a workshop are now located there. On the west side there is a rail freight unloading yard and the Bavarian part of the station, which is mainly used as a train depot for the Unterfranken-Shuttle, Erfurter Bahn and Deutsche Bahn Regional-Expresses. For the ease of operations there are three signal boxes, a fourth has been closed.

The local signal boxes were replaced by automatic block signaling in 1979. The line was then controlled by the signal box in Käfertal, which was put into operation in 1978. Verkehrsbetriebe Ludwigshafen set running as line 4 in Wallstadt station The MVG 2000 concept, which led to big changes for the OEG, was implemented in 1995. The line to Heddesheim became part of a tram line of the former MVG and Verkehrsbetriebe Ludwigshafen GmbH (VBL).

The route to Edmonton (on the existing Enfield branch line) fully opened on 1 August 1872 and the Chingford line was opened in November 1873. When the station opened it had two platforms and two centre roads. The station layout was changed in 1894 when the line between Bethnal Green and Hackney Downs was increased from two tracks to four tracks. The layout was changed to a four platformed station and had two signal boxes.

Ash pits and water columns that were part of the yard have also been removed. There is only one "yard controller" remaining within the Yard. Previously, at least two Signal Boxes would have been located in the Yard at any one time, but these have been removed due to the mechanical interlocking system being computerised and pneumatically operated. The Yard buildings have been altered significantly since the Eastern Carriage Shed was demolished.

Former Qmf signalbox There were two signal boxes in the Quedlinburg station area: "Qmf" and "Qo". The dispatcher sat in the Mitte (middle) signal box (Qmf), which was built in 1908; this was a mechanical box of the Jüdel type. The building at the Stresemannstraße level crossing was abandoned during the work to connect the HSB to the station and the abandonment of old railway tracks in 2007. The Qmf nameplate had already been removed.

The line from Rostock to Warnemunde was electrified in 1985. The "tunnel" through the old Warnemünde Werft station building obstructed the electrification, requiring part of the building to be demolished. Only the western part of the building remained and served as a residence. In 1988, a new signal box of GSIII SP68 design was put in operation at the station; it controls traffic to Bramow and replaced three old mechanical signal boxes.

In Australia, the increased top speeds from in the Regional Fast Rail project required a change to the signalling system to account for increased braking distance. Prior to the project, the system comprised a mixture of equipment from pre-WWI mechanical signalling to the remote control systems of the 1980s. In some cases, operators needed to telephone the local operators to manually control the signal boxes. With the new speeds, the signalling needed to be computerized.

Four track railway approaching Cardiff from Newport, prior to electrification There are four tracks from Severn Tunnel Junction through Newport to Cardiff Central, with two tracks on the remaining sections. Multiple-aspect signals are controlled from several power signal boxes including Swindon, Bristol and two in Cardiff. Over the August Bank Holiday weekend 2016 control of the signals between Westerleigh Junction and Pilning was switched over to the Thames Valley Signalling Centre. These signals now carry the prefix 'BL'.

With the bridge able to operate both ways, each opening/closing cycle consumed of water from the Floating Harbour. The bridge control cabin, road and railway signal boxes, and the reversible hydraulic motor were all housed in a single structure perched on stilts above the upper road deck. The original estimate for the bridge was £36,500, with the GWR agreeing to pay half. The final cost was £70,389, to which Bristol Corporation asked the GWR to increase its contribution.

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.

In the UK, the beginning of the end for classic "Control" came with the commissioning of large power signal boxes from the 1950s. A power signal box (PSB) often has a number of signalmen operating multiple electric or computerized signalling panels and large illuminated track diagrams showing wide areas of operation. This makes traffic regulation much easier for signalmen to handle among themselves. In some cases, a Traffic Regulator is appointed, who may be consulted for train working decisions.

Turiff had two signal boxes, one at either end, that opened on 12 August 1900 and closed on 11 December 1961. One was unusual in being set back from the platform and was approached via a raised walkway giving the signalman a view to the west of the level crossing. The station had two platforms and a passing loop. The platforms at the southern end were built at the time of the extension and were longer and higher.

After the station building was unused between 1998 and 2005, a Deutsche Bahn Servicecenter was opened in autumn 2005, but this was closed in 2008. A locomotive shed for four locomotives in the north-western station area and the north and south signal boxes were added. When the Rennsteig Railway was opened in 1904, two platforms and a platform subway were added. Later, the subway was extended to platform 2/3, which is now closed due to dilapidation.

Korong Vale is a demolished railway station, located at the junction of the Robinvale and Kulwin railway lines, in the township of Korong Vale, Victoria, Australia. Only freight trains use the line though the station. At the peak of operations, the station had an island platform with footbridge access, two signal boxes, a marshalling yard, goods platform and shed, and a weighbridge.Victorian Railways signal diagram Victorian Railways signal diagram Rationalisation was carried out in the 1980s.

Dunmore (Shellharbour) Railway Station is a representative rural station retaining structures from the period 1887- 1925. The weatherboard signal box (1925) is representative of and typical of signal boxes of this period, of added significance for retaining its signal levers. With 20 levers it is a larger example than other comparable structures. The Station Master's residence is a good representative example of a J2 design brick Station Master's residence, predating the 1899 issue of standard plans for railway residences.

Riley, R.C. and Simpson, B., p. 49. The advent of the Second World War led to the installation of a south-to-east curve between the SMJR and Barnt Green line to allow through running of Gloucester to London services. This required two new signal boxes: one on the curve entrance from Stratford known as Broom West, and another on the original connecting line known as Broom East. All three later closed on 5 July 1962.

In the early twentieth century (circa 1913) on the railway embankment a control room Gantry was built, the only one of its kind in northern Poland. Architects incorporated into it in the eclectic style of the district. In May 2015, in the face of intention to demolish this unique object by PKP (in all of Poland there are only 5 such signal boxes, all others are located in the Upper Silesia), it was added to the register of monuments.

A private house was provided near the station as offices for the District Traffic Superintendent until more spacious facilities were built at Brecon in 1867. The building was extended in 1890 as traffic increased. Two signal boxes, No. 1 and No. 2, controlled respectively the upper yard and lower yards as well as engines coming on and off shed. No. 1 was in operation from February 1900 and July 1964 when use of the upper yard ceased.

Electric telegraph adopted for communication between offices and other police forces in 1861 and in 1878, a horse drawn van was introduced for conveying prisoners. Due to the City of Glasgow Act 1891, the City boundaries were extended to the south, north and west sides of the City. Due to the extension, a system of 14 cast iron Police Signal boxes was installed in the outlying areas. By 1900, the City of Glasgow Police numbered 1355 officers and men.

In the 1923 Grouping, the GER amalgamated with other railways to form the London and North Eastern Railway (LNER) and Cambridge became a LNER station. The Midland and LNWR similarly amalgamated with other railways to form the London, Midland and Scottish Railway (LMS). In around 1928 the London and North Eastern Railway re-signalled the station replacing its five signal boxes with two electrically controlled boxes, with the work carried out by the British Power Railway Signal Company.

The Moors Valley Railway is a narrow gauge passenger railway, in the Moors Valley Country Park at Ashley Heath, Dorset, England near Ringwood in Hampshire. There are 20 steam engines and 2 diesel engines. The railway is fully signalled, with two signal boxes, one in a Great Western Railway style and one in a British Rail Southern Region style. The latter box also contains a mini lever frame and push button panel, for the control of the Lakeside area.

The station was opened as Sandling Junction on 1 January 1888 by the South Eastern Railway (SER). The station was situated at the junction of the SER mainline (between and Folkestone and the Sandgate branch line that had opened in 1874 between and . There were four platforms with a footbridge over the mainline, two signal boxes and goods sidings either side of the branch line. The goods yard was able to accommodate most types of goods including live stock.

On 1 May 2007, the functions of the signal box, which was housed in the entrance building, were taken over by the signalling control centre in Karlsruhe, so the local controller was no longer required and the station is now remotely controlled. Previously, the station had other signal boxes. One of them was on the overpass of federal highway 48 and has since been renovated and turned into a restaurant. It was originally built by Deutsche Reichsbahn.

In 1904 the station signalling system was converted to an electro-pneumatic power signalling system – the station had two signal boxes: Paragon Station box was a 143 lever box and was located at the end of platforms 1 and 2; Park Street box, with 179 levers was located west of the station. On 5 March 1916 during a First World War Zeppelin raid that killed 17, a bomb blast blew out the glass in the station roof.

Olton station was opened in 1869 on the GWR's Oxford & Birmingham Branch and its prime role was as a suburban passenger station for Birmingham commuters, explaining why the booking office was located on the down platform. Olton originally had two signal boxes, the first of which only had 10 levers. It was built by McKenzie and Holland and located at the end of the up platform which was replaced in June 1913 but was ultimately closed in 1933.

The station is the location of one of the three passing loops on the line west of and trains are sometimes timetabled to cross here. The loop was once controlled from signal boxes at each end of the station (a common method of working on the HR), but both were closed when Radio Electronic Token Block signalling was introduced by British Rail on the line in 1984. The loop is now supervised remotely from the power box at .

The old system was called Brisbane Linked Intersection Signal System (BLISS) and required a controller to trigger traffic lights to relieve congestion. The new system called Sydney Coordinated Adaptive Traffic System (SCATS) is used in every other Australian capital city and is expected to cost much less to maintain. All 850 sets of Brisbane City Council signal boxes require upgrades. Six major roads and bridges in Brisbane are tolled, with all of them using free-flow tolling technology.

Historic Railway Buildings, "Wateringbury", 22 March 2005. The APTIS- equipped ticket office in this building (on the northbound platform) closed in 1989; the building has remained disused for many years, though is in reasonable condition. In 2007, a PERTIS permit to travel ticket machine was installed at the entrance to the northbound platform. The signal box, which was Grade II listed in 2013Railway signal boxes granted Grade II listed status, BBC News pages, 26 July 2013.

Before the introduction of Radio Electronic Token Block (RETB) to the West Highland Line, Mallaig Junction signal box worked to Spean Bridge and Banavie Canal Bridge signal boxes on the routes towards Glasgow and Mallaig respectively. RETB was commissioned by British Rail between Mallaig Junction and Mallaig on 6 December 1987 and between Fort William Junction and on 29 May 1988. As a consequence, Fort William Junction S.B. now works only to Banavie Signalling Centre, on both routes.

The signal boxes that controlled the west and the south junctions (Forres South, Forres West) have long gone, and no trace remains. The box at Forres East (latterly renamed 'Forres') remained in use until the old station was decommissioned on 6 October 2017. The box also supervised a level crossing and manual token exchanges between train drivers and the duty signaller would take place next to the box. The goods yard is now completely demolished and track lifted.

Finally, in 1867, a new route to Dorking, Leatherhead and thence to London, was opened. The station was again partially rebuilt and resignalled, with three signal boxes, in 1875. RCTS Sussex Rail Tour in 1962 The present station was built by the Southern Railway in the International Modern Style in 1938 to coincide with the electrification of the line. The building was designed by James Robb Scott and is grade II listed, see external links below.

This second station building was destroyed in World War II; its successor was finished in 1955 and renovated in 2004. View over the platforms and tracks After just under five years of construction, a new signal box went into service at the Hauptbahnhof in spring 1988. At a cost of 24 million DM it replaced eight old signal boxes that had been repaired at the end of the Second World War. Plans for the replacement began in 1981.

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.

If the "modernisation" seemed to concentrate on closing facilities, a major step forward was the resignalling of the Carlisle station area with a modern power signal box early in 1973. 74 route miles of the West Coast Main Line were taken into its control area, together with stubs to fringe signal boxes on many branches. The Bog Junction to Forks Junction route was reinstated as part of this work, to handle steel block trains between Workington and Tyne Yard.

The line was double to that point but from then on was largely single. The station had a single platform on the down side and there was a short spur serving Dowdings paper mill.Sprenger, H., (2009) Rails to Ripley, Southampton: Kestrel There was a second level crossing immediately after the station, and longer trains could easily span both of them. The two signal boxes were Little Eaton Station next to the Duffield Road, and Little Eaton Village.

This resulted in the greatest changes to the station. Since then, it has had only had five through tracks, one island platform and a platform next to the station building. The two mechanical signal boxes were taken out of operation. The tracks in the station were completely destroyed by the Wild Weißeritz during the August 2002 floods, During the reconstruction, some buildings such as the W2 signal box, the track maintenance office and some workshops were demolished.

The construction of the Saubach Viaduct began in the first half of 2004. The first construction phase of the transformation of the southern approach to Halle to introduce the new line ran into the town started in October 2005. New external platforms were built south of the existing site at Ammendorf/Beesen station. A new electronic interlocking took over the functions of four new signal boxes and a total of 6300 m of noise barriers were built.

A signal with associated train stop in the raised position to the right Most lines in Melbourne operate under an automatic block system of safeworking with three-position power signalling. This permits signals to operate automatically with the passage of trains, enforcing the distance between them. At junctions signals are manually controlled from signal boxes, with interlockings used to ensure conflicting paths are not set. The Flemington Racecourse line has two-position automatic signalling, a variant of the three-position system.

Shell stopped using rail as a method of transportation of goods, and subsequently, the sidings were removed. Eventually, the signal box was dismantled and donated to the Embsay & Bolton Abbey Steam Railway. Today, the signals for this line and station are controlled at Helsby and Ellesmere Port signal boxes, operated by Network Rail. The station was originally earmarked for closure under what is known today as the Beeching Axe, a report created by Dr. Beeching entitled "The Reshaping of British Railways".

Designed and opened as the freight-only Wapping Wharf Branch, the bridge was opened on 3 October 1906 by the Lady Mayoress, Mrs A.J.Smith. With both railway and road operations and bridge maintenance undertaken by the GWR, it opened on average ten times a day until February 1934. The controlling railway signals were interlocked with the signal boxes on either side of the river, making it impossible for signals to be cleared unless the bridge span was locked in the closed position.

In August 2013 as part of its track access application extension, Grand Central proposed reinstating platform 1.Grand Central hope to reinstate disused platform at Hartlepool Station the station is undergoing extensive refurbishment to include a brand new transport interchange for Hartlepool, and also improvements to the current station facilities. It was also re-signalled in the spring of 2010 as part of the Durham Coast modernisation scheme, with the consequent loss of three manual signal boxes in and around the station.

In Germany, block posts are known as Blockstellen (abbreviation: Bk) and are defined as railway facilities on the open line that mark the end of a block section, as part of a block system. They usually have a home signal in each direction and on each running line. They are mainly found where the distance between two railway stations is greater than average. In the early years of the railway, block posts were local signal boxes manned with block post keepers.

New platforms with brick-built buildings were provided. The main offices and goods yard were in nearly the same places as before. There were now two signal boxes, Wootton Bassett West and Wootton Bassett East, which were brought into use in November 1901 and July 1903 respectively. By the 1930s Wootton Bassett had become a railhead for railway goods traffic to the surrounding district, with the GWR basing a country lorry service here, and a new warehouse was provided to support this.

The long-distance services gained even more importance in 1909, when a grade separated junction was opened between the Bruhrain Railway and the Rhine Railway north of Graben-Neudorf. The old line between Huttenheim and Graben- Neudorf is still recognisable from the road layout and the use of two signal boxes. Since the weight of trains had increased steadily on the line, it was necessary to strengthen the structure of the bridge over the Rhine. This was done between 1927 and 1930.

These original platforms (Nos 1 and 2) were taken out of use in March 1983 and subsequently demolished (the site is now occupied by housing). The excursion platforms on the opposite side (7 & 8) were taken out of regular use before signalling changes in 2000 that put the line northwards towards Filey & Scarborough under the control of the signal boxes at Bridlington South and Seamer, leaving only three platforms (4–6) in operation. Platform 8 was reinstated as a siding (i.e.

These included the laying of many new tracks, the widening of platforms, the installation of new signal boxes and the inauguration of a new roundhouse and water tower. The current station building was built in 1905–1907 to a design by the famous architect Theodor Fischer in the Art Nouveau style. The workers' houses along the line were built to his plans. On 1 June 1913, Plochingen suffered major damage from a tornado and the station was affected, particularly the platform canopies.

Signalling on the line from Great Victoria Street to Slaught level crossing (just south of Ballymena station) is controlled by the Belfast Central control terminal. From Kellswater South, the signalling and level crossings are controlled by the Coleraine signal cabin. Following the signalling upgrade in 2016, the line north of is no longer controlled by electric token, instead being centralised in the Coleraine signal box. The signal boxes at Castlerock and Waterside, which previously controlled the token system, have now been closed.

Operations were controlled from two signal boxes, with a third to the east controlling access to the colliery line's there. The station closed to goods in 1964. After the decision to close the S&DJR; in 1966, a connection was made to the west of the station with the GWR mainline. This allowed trains on the former B&NSR; to traverse a short spur through Radstock North to the Lower Writhlington, Braysdown and Writhlington collieries, to transport coal to Portishead power station.

With the closure of the Wengerohr–Daun line, the stations of Wittlich (Stadt) and Wittlich-Grünewald were also closed. As a result, Wittlich Hauptbahnhof is the only station in the town of Wittlich, although the term Hauptbahnhof should only be used where a town has more than one station. On 16 January 1995,Deutsche Bahn notices of 4 January 1995 (#1), Message 7 a centralised traffic control centre at Wittlich station was put into operation, remotely controlling several signal boxes.

It was proposed in the 1950s to electrify the lines of the Saar with the modern French electrification system (25 kV, 50 Hz). Instead it was decided to canalise the Moselle between France and Germany. The Koblenz–Trier line was electrified in 1973, which is marked by a plaque at Trier station. On 16 January 1995,Deutsche Bahn notices of 4 January 1995 (#1), Message 7 a centralised traffic control centre at Wittlich Hbf was put into operation, remotely controlling several signal boxes.

Several signalling systems and two sets of railway regulations exist within reunified Germany. The regulations are being gradually merged to form a single set, a process still in progress. Most of the network will come under the control of centralized signal boxes; during this process complete lines generally change to the new common Ks signalling system. However, old-style signals are still installed on a few new lines for various reasons, usually if no surrounding lines have Ks-type signals.

The forward part of the train continued to Perth, but the line was blocked for 12 hours. There were two signal boxes: the north box was on the south side of the line and the south box was opposite the goods yard; these boxes closed 1920 and 1963 respectively. A camping coach was positioned here by the Scottish Region from 1962 to 1963. The station closed to passengers on 3 May 1965 when local passenger services between and were withdrawn.

Since 1991, the Oberbergische Bahn has run in Cologne on the newly built S-Bahn trunk line on the Köln Hansaring–Cologne Hauptbahnhof–Köln Messe/Deutz–Köln Trimbornstraße route. During the construction of the Cologne-Frankfurt high-speed railway, the route was changed once again in Cologne. Shortly after Köln-Frankfurter Straße station, which opened in 2004, the line forks to Overath and via Cologne/Bonn Airport station to Troisdorf. In 2003, the signal boxes in Ründeroth, Dieringhausen and Gummersbach were closed.

The centre has a series of exhibits, ranging from the only surviving APT-P train, miniature railways, three open signal boxes (Crewe Station A, Crewe North Junction and Exeter West) and a varied collection of standard gauge steam, diesel and electric locomotives, as well as occasional visiting locomotives. The Main Exhibition Hall features many artefacts and exhibits associated with Crewe, from its locomotive and carriage construction to its famous junction railway station. Brake Van rides are available to the public during special events.

The military considered the line, along with three other strategic lines in southern Baden, necessary in preparation for another war with France. Since 1901 it has formed part of a national rail link, with the Höllentalbahn and the Ulm–Sigmaringen railway, between Freiburg im Breisgau and Ulm. The bridges, signal boxes, embankments, gate-keepers; houses, tunnels and stations that were built according to the Baden or Württemberg design "philosophies" are now heritage-listed, but the track infrastructure is not protected.

The SBB-CFF-FFS locomotive shed and the signal boxes have been operated since 2003 by the Verein Historische Mittel-Thurgau-Bahn, and since 2005 also by the Stiftung Historisches Bahnhof-Ensemble Romanshorn, as Locorama, a railway world of experience. The historic signal gantry, the coaling stage and the water crane are also part of Locorama. As part of Rail 2000, an InterCity service, operating to an hourly clock-face timetable using IC2000 trains, was established between Romanshorn and Brig.

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.

This forms a buffer zone between the areas giving conflicting signal indications. Gradually the remaining Upper Quadrant signals (and Double Light Colour Light signals at Binalong) are being replaced by Single Light Colour Light signals. South Australia uses two primary forms of signalling. Nearly all signal boxes in South Australia have now been closed, and most rail traffic is coordinated through centralised traffic control (CTC) systems, either under Australian Rail Track Corporation (ARTC) control from Mile End or Adelaide Metro control from Adelaide.

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.

The signals on the crossing and passing loops, tracks 2 and 3, were then given a second arm so that the "proceed slowly" aspect could be displayed. Tracks 4 to 7 were secured by derailers between tracks 3 and 4, so that stored railway vehicles could not inadvertently roll onto the lines being used by through traffic. The level crossing to the loading road was originally gated. The points, signal installations and level crossing barriers were controlled by two signal boxes.

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.

Movement of the controlling lever operates an electrical circuit controller. In the UK, it is practice to cut short the handles of any levers controlling electrical apparatus, to remind signalmen that little effort is required to move them. Mechanical lever frames and interlocking have now largely been replaced by modern, much larger electrical or electronic route interlockings located in Power Signal Boxes and more recently Integrated Electronic Control Centres which are able to control much larger areas of the rail network.

Original station building of 1850 Bützow station was opened with the (Bad) Kleinen–Rostock line and the branch line to Güstrow on 13 May 1850. Construction of the first entrance building, a roundhouse, a carriage shed, a water tower and two signal boxes started in 1849. The diversion of the Nebel river was necessary in Wolken, a district of Bützow. The first train, which was loaded with sleepers and rails, arrived at the station on 26 November 1849, creating great public interest.

The Chard Central station building in 2006 The joint station was opened on 11 September 1866 when the B&ER; opened their branch from Taunton; the L&SWR; added their connecting line from Chard Town two months later. The L&SWR; was built to standard gauge but the B&ER; was a broad gauge until 19 July 1891. The two companies maintained separate signal boxes and staff. The station was initially referred to as 'Chard Joint'.Railway Clearing House (1904), p. 115.

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.

This was under the Regional Railways sector of British Rail. As constructed, the station had three platforms, two signal boxes and an extensive goods depot and associated sidings to service the port complex (which dates from 1904). It handled a range of freight for export including livestock, parcels and fuel oil from a distribution terminal operated by Shell. None of these types of traffic have been handled here since the early 1980s - all freight through the port, mainly containers, is worked by road.

The only surviving railway building is the old signal box; originally controlling the 1866 station, it shows signs of a later extension to allow extra signal levers for the larger station. The loop line was singled on 31 January 1972. Most of the sidings were removed at this time and the bay platform (Platform 3) was reduced to the status of a siding. Two signal boxes – one at each end of the station – were closed and new colour light signals provided.

By 1883 brick boxes were being built to a plainer design, although 1884 saw some ornateness returning. For instance, March West box contained mock stonework in the gables, fancy window design and decorated bargeboards. By 1886 timber boxes were being constructed again as well as brick examples but this - with some variation - was the last design for Great Eastern signal boxes. By 1997 there were still 90 of these in service, but with recent (2012) changes, and more changes expected.

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.

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.

Four freight tracks and a platform track were removed to provide reparations for the Soviet Union. In 1952, the station was renamed as a Hauptbahnhof (main station). In 1971, the two signal boxes were replaced with new buildings and colour light signals were introduced. The goods yard precinct was still the most extensive in South Thuringia, although rail traffic only ran on the two branch lines to Probstzella and Eisfeld and the freight marshalling could be handled in Rauenstein or Lauscha.

From 7 May 1929 the branch was reduced to the one train only system of operation, with the signal boxes at Aberlady and Gullane closed. These economies were insignificant in comparison with the loss which the line was making, and the LNER announced that the passenger service would be discontinued from 12 September 1932. Goods traffic continued, but it too declined substantially in volume as road alternatives became increasingly practicable. In fact only the continuation of sugar beet traffic sustained the branch.

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.

The resignalling aspect of the programme was completed over the bank holiday weekend of 29–31 August 2015. All platforms now have bi-directional signalling, and the goods loop is now operational. The resignalling programme meant that Stafford signal boxes would be closed, and trains would be controlled from the Rugby Rail Operating Centre (ROC). The last train was signalled from Stafford in the early hours of 29 August 2015, and the first train was signalled from Rugby ROC on the morning of 1 September 2015.

Garmouth station had one platform with a typical wooden station building and what appear to be additional toilet buildings on either end.Scotlands Places A stationmaster's house sits just beyond the Urquhart end of the platform. A crane stood in the goods yard and a storage hut was located on the platform. The 1903 OS map shows that a considerable number of changes took place with a reduction from two to one platform, the removal of a passing loop, an overbridge and two signal boxes.

The Demondrille railway station is a heritage-listed disused railway station on the Main South railway line in Murrumburrah, Hilltops Council, New South Wales, Australia. The station is located at the junction of the branch line to Cowra and Blayney with the Main South line. It consisted of a pair of island platforms, one on the mainline and one on the branchline, with a pair of signal boxes controlling the junction, which was formerly a triangle junction. The station opened in 1885 and closed in 1974.

The level crossing adjacent to the station is still in operation, but the main building passed into private ownership in 1990. In September 2016, the line was re-signalled by Network Rail, making the signal boxes at Lowdham, Morton, Fiskerton and Staythorpe redundant. The station building has since been extensively renovated by the owners, and many original features restored. In 2017, Network Rail extended the Nottingham-bound platform to compensate for the reduction in usable platform caused by the positioning of one of the new signals.

There was one intermediate station at Mumby Road; there were five trains each way on weekdays only. The GNR built a new station at Willoughby nearer the junction: it was provided with three platform faces, the up platform being an island, and new signal boxes were built there and at the junction. The station was completed early in 1887. The Sutton and Willoughby Company was asked to pay £3,966 for its proportion of the new station, the junction and signalbox, and a ticket platform on its line.

Integra Signum was a publicly traded Swiss company active in train control and signaling systems. Its main achievement was the development of the train control system Integra-Signum, which was subsequently adopted by the Swiss Federal Railways in 1933. In addition, many Swiss railway stations were (and continue to be) equipped with the company's signal boxes from the Domino 55, Domino 67, or Domino 69 series. Headquartered in Wallisellen, the company existed from the late 19th century until January 1, 1992, when it was acquired by Siemens.

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.

The line between Freiburg and Gottenheim was electrified from 1 February to the end of November 2019 as part of the Breisgau-S-Bahn 2020 project and went into operation on 15 December 2019. The line from Gottenheim to Breisach followed in February 2020. Mechanical signal boxes of the Einheit class were operated in Gottenheim until January 2019 and in Breisach until December 2019. Signalling at both stations is now remotely controlled from the "Breisach" work station at the electronic control centre in Freiburg-Wiehre.

This action held the protecting signal at red as a safety measure, so in order to clear it, he obtained a false feed between two of the economiser contacts, most likely using a Bardic lamp or a broken hinge that was subsequently found. It was likely that he then accidentally inched the points slide too far, and they moved under the train. False-feeding was apparently common knowledge between signalmen in the 10 similar signal boxes in the area, and the frames were subsequently boxed in.

Most simulations have various levels of difficulty, ranging from beginner to difficult scenarios with engineering possessions of tracks; train delays; bad weather; or points, signal and track circuit failures. Although produced by railway software engineers to ensure a high degree of realism, the simulations are usable by those without any in-depth or professional knowledge of signalling systems. Most simulations can be joined over the Internet to share the workload. Some simulations can be linked to form a chain of signal boxes for extended operation.

The multiple-aspect signalling scheme, or MAS, was the two-stage introduction of multiple-aspect light signalling in the Sheffield area, which began in 1971. The scheme began with the reduction of the quadruple track between Sheffield Midland and Dore & Totley and the simplification of the up entrance to Sheffield Midland. The reduction in track was completed by January 1972 with the closure of Dore West and Dore South signal boxes. The dive under built in 1900 was taken out of use from 25 June 1972.

The "Rugby Bedstead" signalling gantry in 1895, prior to the construction of the Great Central viaduct In 1939, the London, Midland and Scottish Railway resignalled the Rugby area with colour light signals, although the mechanical signal boxes were retained. The famous signal gantry became redundant, following which it was divided up into smaller pieces to form a number of smaller structures for re-use elsewhere. SGE was awarded a contract to resignal the Rugby area in preparation for electrification. Rugby Power Signal Box (PSB) opened in 1964.

A MCB-CCTV is the same as an MCB crossing except that it may be many miles away from the controlling signal box. CCTV cameras mounted in close proximity to the crossing enables the signaller to monitor the road closure and to determine the crossing is clear, before releasing the protecting signals. This type of crossing has caused many crossing signal boxes to become redundant on various lines across the country. The first crossing of this type was trialled at Funtham's Lane, near Peterborough, Cambridgeshire in 1970.

In the 1880s the Palatinate Railway (Pfälzische Eisenbahnen) built a two two-storey mechanical signal box— then called a Zentralapparate ("central apparatus")—of the Bruchsal G class. One of them was built at the western end of the station and the other on the eastern. In addition to a siding to the timber loading area and the industrial siding to Sattelmühle, there was a third siding branching from the Ludwig Railway. Under Deutsche Reichsbahn, two new mechanical signal boxes were built in 1934 to a single design.

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.

Both signal boxes closed on 8 January 1967 and all signals were removed. During the 1968 demolition of Connel Ferry West signal box, contractors burning the wooden remains set fire to the track formation. Despite efforts to put the fire out, it continued to burn for several days, causing the embankment to crumble and smoke to issue from fissures in the trackbed. This resulted in a 5 mph speed restriction being imposed and, at the time, caused concerns that the line may be forced to close.

Particular importance was attached to the seven metre wide tunnel to the platforms, the first time that DB had installed as a common structure for the transport of luggage and passengers. The station forecourt was built with parking lots, bus stops and a taxi stand and connected by a grade-separated interchange with federal highway 19. North of the square a new office building for Deutsche Bundespost was built. A relay interlocking was built south of the entrance building, replaced eleven old signal boxes.

Crossings were abolished or secured with half-barriers. This allowed the travel time between Kaltenkirchen and Eidelstedt to be reduced to between 38 and 44 minutes. A central signal box was put into operation in Ulzburg Süd in 1976 and signal boxes were also installed in Quickborn, Hamburg-Schnelsen and Kaltenkirchen (from 1982). Since 1983, they work with microprocessors instead of relay technology. Signalling on the line began to be controlled from an electronic interlocking in Kaltenkirchen from 2002. The entire route was converted by 2005.

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.

It controls the train traffic between Weinböhla and Dresden-Neustadt. It replaced five mechanical interlockings of the Jüdel type and two power signal boxes (Befehlsstellwerk) of S&H; type. An automatic track vacancy detection system was not installed. Two dispatchers direct operations using the Sächsischen Befehlsblocks (Saxon command block) system. An upgrade and adaptation of these systems in the course of the German Unity Transport Project (Verkehrsprojekts Deutsche Einheit) No. 9 has not been possible as the regulations could not have been complied with.

The station was closed to passengers by British Railways on 14 February 1966,Jones, Geraint: Anglesey Railways, page 28. Carreg Gwalch, 2005 but the adjoining freight yard remained open for coal and fertiliser traffic before it also closed in 1984. There were two signal boxes close to the station, one of which remains in use. It is located on the north side of the line at the east end of the old station site and adjacent to a level crossing which is now guarded by lifting barriers.

An additional passing loop came into use in May 1891 when Trimley station opened, and another one was created at Derby Road in November that year. Signal boxes were provided at every station and at Felixstowe Dock Junction which was the boundary between the branch and the lines of the dock company. This was closed in 1928 and replaced by a ground frame. When a train ran down to the pier it needed the signalman from Felixstowe Beach to accompany it to operate the signals.

With the commissioning of electronic interlocking at Grevenbroich on the Rheydt-Ehrenfeld route in 2007, the Gnf and Gs signal boxes were closed, but they still exist. The station was partially restored in the period from July to September 2012. A new floor covering with a tactile guidance system for the visually impaired and blind was installed and the entrance area was renovated. The middle entrance door was replaced by an automatically opening door, it allows wheelchair users and people with restricted mobility to enter the station.

The line, which was previously equipped with mechanical interlockings—with the exception of Freiburg Hauptbahnhof—was converted to control by relay interlockings. By the late 1960s the line was already being used by well over 100 trains per day in each direction. With the commissioning of the first section of the Mannheim–Stuttgart high-speed railway between Mannheim and Graben-Neudorf, the Rhine Valley Railway was relieved, making an integrated regular interval service possible. The signal boxes in Achern and Freiburg were built as electronic interlockings.

This means that the Signal Boxes at Rainham and Rochester have now closed, although Sittingbourne remains open as a relay signal box for the Sheerness Branch Line, controlled from Gillingham. On 13 December 2015, a new £26M Rochester station on Corporation Street opened 500 m west of the original station which it replaced. This station has three platforms and can accommodate 12-car trains instead of the 10-cars maximum length at the original station. Some 12-car peak-time trains are additionally stopping here.

In 1946, the British Army of the Rhine took over the line from Deutsche Reichsbahn and set up a training track where railway engineers could learn how to operate a German railway. Subsequently, the British took over the operational management of the line, both passenger and freight traffic and the operation of the signal boxes. 3 Railway Operating Group of the Royal Engineers was in charge. The management was undertaken by the 153 Railway Operating Coy, which was specifically stationed in Detmold for this purpose.

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.

However, a separate terminal station was built in Nördlingen for the Württemberg line. The Bavarian Railway Museum (BEM) is now housed in the former Nördlingen engine depot (Betriebswerk). It is also the base of the BayernBahn Betriebsgesellschaft mbH (BayernBahn, Bavarian Railway Operations Company), a private train operating company that operates freight traffic on the lines in the area. There are two signal boxes (for dispatching and for controlling access to sidings); these are mechanical interlocking of the Jüdel class and was built in 1929.

Magdeburger Straße (formerly B6, not upgraded until late 2013) In central Quedlinburg there are ten level crossings, two of which are used exclusively for agricultural traffic. At the end of the 20th century, the full barrier systems were manually operated. The gatekeepers worked at Gernröder Weg, at the Quedlinburg Ost, Mitte and West signal boxes and at the Magdeburger Straße crossing. Initially, the Frachtstraße level crossing was upgraded to electronic-control by the Quedlinburg-Ost interlocking, followed by the Gernröder Weg and Neinstedter Feldweg crossings.

On its way from north to south, the line passes under the main European watershed twice, once via the Sommerau tunnel between Triberg and Sankt Georgen, which is 1,697 metres long, and then via the Hatting tunnel, between Engen and Immendingen, which is 900 metres in length. Also worth mentioning is the control and safety technology on display on the Black Forest Railway. Three different signal box types are in use: The mechanical type near Villingen, relay-controlled signal boxes near Triberg, and electronic examples near Immendingen.

Following the widespread loss of traditional lineside telegraph wires in blizzard conditions in January 1978, the decision was taken to replace the communication between signal boxes with radio transmissions. At first this retained traditional signalbox control, with only the communication between them being changed. In 1985 a novel system of train control was introduced, known as Radio Electronic Token Block (RETB). In this system the "token" traditionally required to be in the possession of the driver of a train on a single line, is made available as a display on apparatus in the driving cab.

The freight yard was closed on 31 December 2000. The two signal boxes were demolished in September 2006 and extensive reconstruction has taken place since 2007. The Tudor-style entrance building was demolished in 2007 and replaced by a low-rise building and the railway station was redeveloped to remove barriers to access. The then redesigned station forecourt was opened on 9 July 2009; a Turmwagen ("tower car", a vehicle designed for the maintenance of the tramway’s overhead wire) was erected on the forecourt as a monument to the former tramway.

Typically, Train Controllers were stationed at district or "divisional" control offices which were linked by omnibus circuit telephone systems with selective code rings, to all signal boxes in the area. This method of operating was sometimes known as the Telephone Train Control System. If the Signalman required directions, he simply lifted the receiver and spoke to the Train Controller on the omnibus circuit. If the Train Controller wanted to issue instructions or receive train arrival and departure times, he selected the relevant signal box on his telephone, which rang the Control 'phone therein.

Two signal boxes were built at the western and the eastern ends of the station. In 1907, the Allgäu Railway was duplicated and, as a result, Geltendorf station was expanded to five tracks and received an underpass to the central platforms. A grade-separated crossing was also built between the Ammersee and Allgäu railways and the route of the Ammersee Railway was changed. During the First World War, a prison camp (Puchheim central prison) was established in 1915 to the east of the station with its prisoners working on the railways.

The driver of the Basingstoke train was off his train and standing by the line-side telephone when his train was pushed forward several feet by the collision. He picked up the receiver and spoke to the signalman, informing him of the collision and asking him to call the emergency services. The signalman immediately switched all the signals he could to 'danger', and signalled to the adjacent signal boxes he had an obstruction on the line. However he had no control over automatic signals, and was not able to stop the fourth train.

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.

Whilst this means that the signalmen need not communicate with one another before arranging movements into or out of this siding from either end, in practice they would liaise before conducting any unusual movement. The single line section between Bewdley South and Kidderminster is track circuited throughout and is signalled using acceptance lever. as the preserved SVR passes through the 480 yard long Bewdley Tunnel. Most of the signal boxes on the line bear original cast iron GWR name plates, with the sole exception being at Bridgnorth which has a replica.

Between 1951 and 1958, as part of a comprehensive expansion of capacity, the entire track area was shifted by about 60 metres to the north and lowered by about two metres. The old platforms were removed or replaced. The station underpass under the western part of the station was rebuilt as a mail and baggage tunnel with lifts to the platforms. The station building was now separated from the railway tracks. Furthermore, from 1954 to 1957, the former six signal boxes at Pasing station were replaced by a relay interlocking built by Siemens & Halske.

In the area of the western connection, the route Leipzig-Leutzsch–Leipzig-Plagwitz (as of fall 2010) along Leipzig–Probstzella railway was being expanded and remodeled. Bridges, signal boxes, tracks and overhead lines as well as noise barriers had been erected. The current platforms in the station of Leipzig-Leutzsch and the stop Leipzig Industriegelände West were abandoned and new platforms directly under Georg-Schwarz-Straße replaced them. At a later point, the stops Leipzig- Lindenau and travel facilities of the station Leipzig-Plagwitz were completely redone and also finished by 2013.

The place demonstrates rare, uncommon or endangered aspects of Queensland's cultural heritage. The McKenzie and Holland mechanism for controlling signals, and consequently train movements, was installed in 1883 as one of only two in Queensland, the other being at Roma Street in Brisbane and which has not survived. It is now rare in Australia, as very few signal boxes survive with mechanical interlocking systems in place, particularly of such an early date. The place is important in demonstrating the principal characteristics of a particular class of cultural places.

The CLR looked to economise through the use of technological developments. The introduction in 1909 of dead-man's handles to the driver controls and "trip cocks" devices on signals and trains meant that the assistant driver was no longer required as a safety measure. Signalling automation allowed the closure of many of the line's 16 signal boxes and a reduction in signalling staff. From 1911, the CLR operated a parcel service, making modifications to the driving cars of four trains to provide a compartment in which parcels could be sorted.

Two signal boxes were in use at Yarnton by the 1880s. The first, Yarnton Witney Junction Box, controlled the Yarnton Loop and the junction between the OW&WR; and the Witney Railway. This was a 50-lever "pedestal" box situated to the southern end of the Down platform, to the left of which were nine long sidings brought into use on 20 August 1940 and which were retained after the war to re-marshal ironstone trains from the East Midlands via , eventually closing on 6 July 1966. The second was Yarnton Oxford Road Junction.

It constructed its own Lydford station, immediately adjacent to the South Devon station, with a broad, shared, central island platform. The connecting line remained in place until 1895, although it was only used for wagon exchange. The two stations were operated separately until March 1914 when a joint economy initiative led to common operation here. In 1916 the separate signal boxes were abolished, control passing to a new common signal box that had two lever frames, one on each side of the operating floor, for the respective routes.

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.

Food preparation, cooking and refrigeration facilities are provided so that signallers can prepare drinks and food as one-man operation does not allow for official breaks to be taken at work. Some signal boxes also have little time available to prepare food due to the frequency of trains requiring both eating and toilet breaks to be time managed. Each signal box also contains a table and dining room style chair. Signallers can be found cooking porridge or bacon for breakfast and making stews, curry, or chilli for tea.

The signal boxes at Kemp Town and Lewes Road were decommissioned and "one engine in steam" working was instituted on the line for the one or two daily goods trains; this arrangement started on 29 July 1933. There was an occasional Sunday School special excursion and enthusaists specials on the line after passenger closure. The branch continued in use for goods purposes, and British Railways found it convenient to use Kemp Town goods station as a relief to the congested main goods depot of Brighton. A special passenger train service ran on 26 June 1971.

The line became part of the Stratford-upon-Avon and Midland Junction Railway in a merger of 1908 and at grouping in 1923 it became part of the London, Midland and Scottish Railway. The LMS found it a useful link between its Bristol and London routes in competition with GWR goods traffic to the Capital. In common with normal single line working, tokens would be exchanged at the signal boxes associated with each station loop. Initially there was one block from Stratford to Ettington, and another from Ettington to Kineton.

SimSig is a mixed donationware and commercial Windows-based train simulator of modern railway signalling systems in Great Britain, from the point of view of a railway signaller. Users have also had success running SimSig on Linux using Wine. The program was written in Delphi 6, a dialect of Object Pascal, by Geoff Mayo and has been in development since the late 1990s. Visually, it resembles the British Rail Integrated Electronic Control Centre (IECC), though most of the simulations do not cover areas operated by IECC-based signal boxes.

In the first half of the 20th century the station had a kiosk. It was closed in 1933, when Adolf Hitler and the Nazi Party came to power, as it was considered to be a meeting place of left-wing forces. In addition, the station still had two signal boxes in the 1960s, but these are now out of service. In the course of the installation of the Signalisierter Zugleitbetrieb system in 1989, a cube of concrete was built on the platform, which houses the current signalling equipment.

The signal box at Crawley built by Saxby and Farmer in 1877 The LB&SCR; originally used semaphore for home signals and 'double disc' for distant signals, but after 1872 semaphore signals were used for both purposes. The LB&SCR; was using primitive interlocking between signals at some junctions by 1844.Signal Boxes of the London, Brighton & South Coast Railway In 1856, John Saxby, an LB&SCR; carpenter, patented a form of manual interlocking of the points and signals, first tried at Bricklayers Arms that year.Marshall (1978), p. 189.

This means that Great Western Railway services can only stop at Platform 1, as all of these trains stop at Shrub Hill. There is a cafe called Cafe Loco at the end of Platform 1 in the old signal box. The station itself is built on a viaduct, meaning that space for expansion is restricted, but the platforms are nevertheless of ample length to accommodate an HST. Despite its small size, the remains of two signal boxes can be seen, one spanning the tracks and the second now the station cafe.

The Sheringham level crossing in use in 2010 The line is double-track from Norwich to , where it becomes single-track with a passing loop at , and two platforms at Cromer also allowing passing. The line is not electrified; it has a loading gauge of W8 between Norwich and Roughton Road and W6 from Roughton Road to Sheringham. The maximum speed is . The line was re-signalled in 2000, leading to the closure of a number of mechanical signal boxes and control moving to a panel at the Trowse Swing Bridge control room.

There are two tunnels between Welwyn station and Knebworth on the East Coast Main Line, known as Welwyn South Tunnel and Welwyn North Tunnel. In 1866, traffic through the tunnels was operated using a form of block working - the signalmen at Welwyn and Knebworth communicated with each other via a telegraph system, and were not permitted to signal a train into the tunnels until they had received confirmation that the previous train had cleared the section. The instrument was a "speaking" telegraph, which was used for general communication between the signal boxes.

The style was only used from Auburn to Granville as the railway system was largely in place by this time. These boxes represented the last time when conventional, elevated signal boxes were built utilising the traditional model of a ground floor relay room and an upper level where the interlocking frame was operated. A subsequent design of elevated boxes was used in the 1960s but these did not accord to the classic, two-level design with a rectangular footprint. Air conditioning was installed in the signal box upper level in 1981.

Nine men died during its construction. In 1848, the central single-track tunnel was completed by the London and North Western Railway (L&NWR;), who had acquired the Huddersfield & Manchester Railway midway through its construction. Costing £201,608, the tunnel is long. When opened, trains were accompanied through the tunnel by a pilot man or pilot engine and their re-emergence was communicated between signal boxes situated at either end by a telegraph system devised by Henry Highton. The 1848 tunnel soon became a bottleneck for rail traffic between Huddersfield and Manchester.

An electrically lit subway system, below track level and covering the breadth of the station, could be used for transporting luggage, thereby avoiding the need to carry it over the footbridges. The subway was linked to the main station by four lifts serving respectively the booking hall, cloakroom, and two island platforms. The refreshment rooms had their own underground subway and lifts. LMS 'Jubilee' 6P 4-6-0 No. 45638 'Zanzibar' in 1962 The station had passing loops round all platforms (for freight), two signal boxes, and two turntables.

Electrification of the lines was completed on 27 May 1962. Oberhausen West freight yard today consists of a receiving yard lying to the east, a marshalling yard, and departure yard and a connecting yard with the tracks of the private railway, Eisenbahn und Häfen GmbH (DK). The Oro and Orm (Fdl) signal boxes control the receiving yard, Orm and Stw 2 boxes control the marshalling yard, Orm and Orw boxes control the departure yard, Orm and DK boxes control the DK area. The R1 signal box controls the hump.

Ballarat railway station is located on the Serviceton line in Victoria, Australia. It serves the city of Ballarat opening on 11 April 1862.Ballarat Vicsig The extensive building complex is of major architectural and historical significance to Ballarat with most of its original 19th-century features intact. Preserved historic features include the largest surviving interlocking mechanical swing gates in Victoria at Lydiard Street, signal boxes and goods sheds and it is one of only three stations in Victoria to have had a 19th- century train shed (along with Geelong and St Kilda).

Eskbank has significance as a relatively intact railway station that has more or less survived in the form it was in the 1920s. Lithgow Yard signal box is of aesthetic significance as an excellent and intact example of the traditional smaller timber elevated signal boxes. 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. Eskbank Railway Precinct has social significance as an important site in the social history of Lithgow up to the 1920s.

Looking towards Crianlarich at Connel Ferry From the time of its opening in 1880, the single line between Dalmally and Oban was worked by the electric token system, this being the first ever application of that system in everyday service. The enlarged layout of 1903 was controlled from two large wooden signal boxes, the East box having 42 levers, and the West box 56. The latter controlled the branch line junction and a signal gantry located nearby spanned three tracks. The signal gantry was replaced on 22 January 1953.

Crianlarich Junction was situated half a mile west of Crianlarich Lower station. Opened on 20 December 1897, the junction was located at one end of a short link line that ran to station on the West Highland Railway. There were two signal boxes: "Crianlarich Junction East" (32 levers) and "Crianlarich Junction West" (18 levers). Following closure of the line east from Crianlarich Lower, the line between there and Crianlarich Junction was retained as a siding, with the link line becoming the main line for trains to and from Oban.

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 railway signal IR uses a range of signalling technologies and methods to manage its train operations based on traffic density and safety requirements. As of March 2019, around of the route uses automatic block signalling for train operations – concentrated in high density routes, large cities and junctions. Remaining routes are based on absolute block signalling with trains manually controlled by signal men from the signal boxes typically located at stations. Few low density routes still use manual block signalling methods with communication on track clearance based on physical exchange of tokens.

Automatic signalling, using two-position signals, was provided in September 1919. The line also had sidings serving the Newmarket sale yards and other industries, and the line was operated as a siding most of the time, the points being connected to adjacent point levers and the signals being put out of use. When passenger services were operated on the line, the points were connected to the signal boxes and the signals were brought into use. This arrangement finished in the 1980s or 1990s when the sidings were closed.

The line is double-tracked throughout, although a third track used to be available for down trains from the Showgrounds platform to the Racecourse, but it is now blocked at the Showgrounds end and used as a siding. The Flemington Racecourse line had Melbourne's last remaining example of two-position automatic signaling, apart from the Hurstbridge line between Greensborough & Hurstbridge. The short line had three mechanical signal boxes, including the Flemington Racecourse box opened in 1895.VicSig Terminating facilities are provided at both the Showgrounds platform and the Racecourse.

In the earliest times, points were operated manually by levers. Gradually, these were centralised and came to be operated from a signal box, either by rods, or by double wire arrangements. Since the limitation of mechanical operation restricted the design of track layouts on the one hand, and tended to require more signal boxes, even lightly used ones, on the other hand, there has always been a desire of railway administrations to increase the distance that remote turnouts can be operated. This requires some kind of power operation of points and signals.

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.

English Heritage Grade II listed building status Retrieved 2009-10-19 It opened with the line in 1846; between 1871 and July 1967 had a sizeable goods yard serving various local businesses (including a brick factory and gas works)."Disused Stations Site Record - Woburn Sands" Retrieved 7 September 2016 In August 2004, Woburn Sands lost its Victorian signal box to the development and modernisation of the route. Until 2004 the line was controlled by staffed signal boxes located at various stations; but the entire line is now controlled from one signalling centre at Ridgmont.

From 1950 active planning was taking place for a massive expansion of the Cynheidre Colliery, and the considerable extra traffic on the line was to demand improvements in capacity. These improvements took the form of realignments to eliminate the worst of the sharp curves; provision of a passing loop at Magpie Grove; and installation of signalling. At Horeb the track was realigned over a distance of half a mile. The new signalling was provided as far as Cynheidre, with signal boxes at Sandy, Magpie Grove and Cynheidre; these were commissioned in July 1962.

The marshalling yard included access to the Perth Metropolitan Markets and other adjacent industrial sites. Most newspaper reports about the yard during its active years tended to be about accidents. Operationally, because of the proximity of the Perth railway station, a number of signal boxes were required to facilitate traffic into the yard and the interaction with regular services on the Fremantle railway line, as well as the Perth station until the reduction of services in the 1970s. The land occupied by the marshalling yard is now part of the Perth City Link project.

The journey time to London was reduced to between an hour and an hour and a half. For the next 40 years and more Princes Risborough was a busy junction with two large signal boxes and trains coming in from London Marylebone, London Paddington via Beaconsfield, London Paddington via Maidenhead (a few trains still used this route until 1970), Bicester and the North, Aylesbury, Oxford and Watlington. In the 1930s, 29 men were employed at the station. The railways were nationalised in 1948 and in the 1950s these lines started to close.

The goods yard was extended and a new goods shed built. The new track layout was much more complex and required the construction of two signal boxes, East and West, to replace the original one which stood on the up platform by the footbridge steps. The Station Master's house was built in 1900, after which there were no significant changes until the 1960s. The GWR was nationalised on 1 January 1948, becoming part of the Western Region of British Railways, but apart from new signs this had little effect at Twyford until the 1960s.

In 1961 the trackwork was simplified and the two signal boxes were decommissioned and replaced by a single one in the vee between the up relief and branch lines. This lasted only until 1972, when all signalling control was transferred to Reading. The goods yard and cattle dock closed in 1965 and were cleared to provide the present car parks. In 1975 the road bridge was reconstructed and platforms 1 and 2 altered to reduce the curve through the station and make the main lines suitable for High Speed Trains.

Singleton railway station served the village of Singleton in the county of West Sussex in England. The station was on the former line between Chichester and Midhurst. It was opened on 11 July 1881. The station, designed by T. H. Myres, was built in a grand way by its owners the London Brighton and South Coast Railway, which included four platforms, with a subway linking them and the 'Country House' style station building, buffets, long sidings for awaiting trains, a large goods shed for dealing with freight, and two signal boxes to control the station.

The station was opened on 9 September 1863 by the Inverness and Perth Junction Railway (I&PJn;) when the I&PJn; opened the section from to . The station had two platforms, connected with a footbridge, either side of a passing loop, there was a goods yard to the north that was able to accommodate most types of goods including live stock, it was equipped with a five-ton crane. There were two signal boxes and a turntable. The original station buildings were constructed of wood and were destroyed in a fire in April 1893.

A railway signal IR uses a range of signalling technologies and methods to manage its train operations based on traffic density and safety requirements. As of March 2019, around of the route uses automatic block signalling for train operations – concentrated in high density routes, large cities and junctions. Remaining routes are based on absolute block signalling with trains manually controlled by signal men from the signal boxes typically located at stations. Few low density routes still use manual block signalling methods with communication on track clearance based on physical exchange of tokens.

This new station was designed by T. H. Myres in the LBSCR's 'Country House' design, which can still be seen at the preserved Bluebell Railway's stations. The station also had two signal boxes (although the Southern Railway closed one of these), while the original station continued to be used as a goods yard. An engine shed was also here but this was closed by the Southern Railway after 1923. The former London & South Western Railway station closed in 1925 when services were diverted to the former LBSCR station.

Inside the signal box The first signal boxes were built in 1875. "Yeovil Junction No. 1" was on the north side of the line at the west of the station, and "Yeovil Junction No. 2" was at the opposite end. When the station was rebuilt in 1908 the No. 1 Box was replaced by a new 60-lever "Yeovil Junction East" situated between the main and branch lines; No. 2 box was extended and renamed "Yeovil Junction West". The latter was damaged in an accident on 20 August 1918 but was rebuilt.

A serious accident occurred near the station in 1983, when one passenger died after a freight and passenger train collided. In 2001 a new footbridge complete with ramps was built."Regional News" Rail issue 409 16 May 2001 page 22 The lines through the station were re-signalled over the Christmas and New Year of 2015/16, with the new colour light signals installed and the old manual signal boxes at Wrawby Junction and Barnetby East closed during a 17-day blockade. The area is now under the control of the York IECC.

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.

Around 1900, two signal boxes were built at the entrances to the station from Dresden and Edle Krone, as well as the numerous outbuildings, such as the office of the head of track maintenance (Bahnmeisterei) and many buildings for rail operations. The large number of tracks at the station can be explained by the density of rail traffic on the Dresden-Werdau line at that time. Originally the line between Hainsberg and Tharandt consisted of four tracks. At least two bank engines were always stationed at Tharandt station.

Two new lower-quadrant semaphore signals were installed in late 2010 to allow passenger trains in platforms 1 & 2 to depart in the up direction. Their numbers were BS27 and BS33, and were controlled from Banbury South signal box. A 9-day long blockade to re-signal and complete alterations to the track layout at the station layout began on 30 July 2016. Both remaining manual signal boxes were closed with new multiple aspect signalling commissioned and all lines through the station coming under the control of the West Midlands Signalling Centre at Saltley.

Slater’s 1863 Directory of Manchester and Salford shows E.S. Yardley & Co. as a firm of ironmongers at 56 Market Street. About 1871 the firm became involved in the installation of signalling equipment, point connections and the construction of signal boxes for the Lancashire and Yorkshire Railway (L&YR;) from their Castlefield Signal Works in Manchester. William Smith took over the firm about 1876. Slater’s 1877-8 Directory of Manchester and Salford describes Smith as ‘a railway plant manufacturer (signal)’ at 1 Canal Street, and in 1881 as a ‘Patent Railway Signal Manufacturer’.

Bromley Cross Station signal box, a Smith and Yardley Type 1 design built for the Lancashire and Yorkshire Railway. Between 1872 and 1882 the firm provided numerous signal boxes for the L&YR;, including three that are still standing. The Type 2 box at Milner Royd Junction (near Sowerby Bridge ) in 1874, closed in Autumn 2018, and two remaining Type 1 boxes, at Bromley Cross, opened in December 1875, still in use and now Grade II Listed by English Heritage, and Type 1 Hensall (also 1875 and Listed), closed in May 2014.

The first line to be electrified was the line from Hamm to Düsseldorf Hbf on May 10, 1957. Electrification continued over the next decades, and was finished in December 1970 with the line to Paderborn. In 1984, Hamm started to see InterCity services calling at the station, and since the early 1990s InterCityExpress trains call at the station as well. The marshalling yard, despite having been renovated in the 1960s, was partly closed after Deutsche Bundesbahn became the private Deutsche Bahn AG. Of the three humps originally present in the yard, two of them (near signal boxes Hro and Vmo) were closed.

He continued south at what he thought was less than 20 mph; however, timings from the signal boxes showed the speed was 40 mph. The fireman on the right of the train then saw sparks from the side of the locomotive as ballast began to be thrown up against the cab. As the driver made a full brake application, an LMS class 5-hauled 20-wagon goods train passed in the opposite direction. The freight engine and eight leading wagons derailed, colliding with the side of the express, ripping out the side of the first three carriages and scoring the remainder.

Workshops, stores and a locomotive shed were built at Longmoor, some of the materials used having been salvaged from the Suakin to Berber military railway, built during the 1880s Sudan Campaign. After works to convert and relay the line were completed in 1907, it became known from 1908 as the Woolmer Instructional Military Railway. After the Liss extension was opened in 1933, with a platform adjacent to those of the Southern Railway serving the Portsmouth Direct Line, it was renamed the Longmoor Military Railway in 1935. Woolmer remained one of the blockposts (signal boxes) on the LMR.

A bus station was created with the remodelling of the station environment around track 1 (the “home” platform) and 2, so today it only has three of its original five through platform tracks. Even the two bay platforms connecting to platform 1 and 2 were removed. Part of the extensive system of freight tracks that connected Südzucker operations in Grünstadt to Worms were acquired for the construction of a park-and-ride area. The two mechanical signal boxes at the northern and southern ends of the station were replaced in 2004 by an electronic interlocking, which is controlled from Neustadt an der Weinstraße.

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.

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.

A short time later, in 1908, the station building was opened and a second passing loop was built in the First World War. By 1934, the loading facilities were expanded and the rail tracks were rebuilt. The platforms with a moving InterCity train (2008) During the Second World War the Allendorf explosives factories of Dynamit Nobel and WASAG were built and they were connected to the station with a total of 39 kilometres of track and 97 sets of points. As a result, the station was greatly expanded (ten new tracks) and provided with two signal boxes.

The first police telephone was installed in Albany, New York in 1877, one year after Alexander Graham Bell patented the telephone. Call boxes for use by both police and trusted members of the public were first installed in Chicago in 1880, initially housed in kiosks to protect the inner signal boxes from the weather and to limit access to them so as to discourage false alarms."History of the Chicago Police", John Joseph Flinn & John Elbert Wilkie (1887). In 1883, Washington, D.C. installed its own system; Detroit installed police call boxes in 1884, and in 1885, Boston followed suit.

Between 1970 and 1980, the local signal boxes were replaced by automatic block signaling. The line was then controlled by the signal box in Käfertal, which was put into operation in 1978. In 1968, as part of the upgrade of the federal highway 38, the line in Viernheim was moved slightly to the southeast. Up to that time the line ran to Kiesstraße curving next to Mannheimer Straße then turned right–approximately following the course of a current road called Auf der Beune–crossed Heddesheimer Straße and then ran just off Ringstraße (now called Berliner Ring) to Viernheim OEG station.

It is the only example that still retains the original corrugated iron wings on either side of the main building. The timber verandah on the eastern platform (Platform 1) is also considered architecturally rare. Other features of the complex include two timber-framed gabled roofed signal boxes (built in 1888 and 1901), located on either side of Platform 2, and the original swinging railway gates (not in use since 1992).Clifton Hill Railway Station Complex Heritage Victoria One signal box was for the operation of the former level crossing gates across Heidelberg Road, which was replaced by an overpass in 1957.

The holes have soft plastic flaps in them to impede access to rats. All lever frame signal boxes have to have these openings and therefore all have visiting members of the rat and mouse population, who live in local drains and water courses. These are usually tolerated because there is little to damage and they very rarely climb up to the operating floor. Inside there are two parallel mezzanine floors running east to west, one along the north wall and a larger one along the south wall, both reached by two staircases, between each is the level frame itself.

These were crossed at walking pace and were, until 1927, operated by signal boxes, with pilotmen on the footplate for the crossing. The initial service provided was praised by local newspapers for its punctuality and spacious coaches. The line's main revenue came from holiday traffic and by 1883, there were seven or eight daily services, with two or three London services in each direction. A curve installed at Haddiscoe in 1872 allowed through services between Yarmouth and Lowestoft via St Olaves, but the route was only a little less circuitous than the original route via Lowestoft, and the Reedham East Curve, entering via .

The Lancashire and Yorkshire Railway (L&YR;) was a major British railway company before the 1923 Grouping. It was incorporated in 1847 from an amalgamation of several existing railways. It was the third-largest railway system based in northern England (after the Midland and North Eastern Railways). The intensity of its service was reflected in the 1,650 locomotives it owned – it was by far the most densely-trafficked system in the British Isles with more locomotives per mile than any other company – and that one third of its 738 signal boxes controlled junctions averaging one every .

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 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 representative of the four signal boxes built between Auburn and Blacktown after World War II in the functionalist style, the others being Granville, Clyde and Blacktown.

Teufen station received a third platform track, so that besides the crossings of the regular interval services, trains can reverse there in the peak. The siding to St. Gallen AB station was replaced by a crossover and the double track was extended from the Rathaus (town hall) to the St. Leonhard bridge. In order to simplify operation, the seven signal boxes between Niederteufen and Trogen have been replaced by two new systems, which contain components of the SiGrid interlocking architecture, developed by Siemens. SiGrid connects the external facilities with the interlocking and supplies it with 750 Volt DC power.

Railway stations, signal boxes, shunting yards and locomotive depots represent a place of work in both railway employment terms and state employment terms. The "railways" were for many years, the largest employer in NSW, with staff in all corners of the state in numerous positions. The railways were (and still are) a 24-hour / day, seven day / week operation and staff were employed to maintain that position. The roundhouse, turntable and other structures which comprise Junee locomotive depot are socially significant because they are excellent representations of a source of much employment in the southern highlands region of the state.

Heritage boundaries Harden is a good example of a substantial station building and refreshment room complex that was designed for single line operation and converted to double track operation by adding a rear platform to the original street frontage and providing a subway to gain access to the station. The station has undergone a number of alterations, retains its early form and exhibits clearly the changes that have taken place. The signal boxes are excellent examples of large boxes from a major depot, most the facilities of which have now been removed. They demonstrate two varying style of construction.

The wagons rapidly gathered speed as the gradient increased to 1 in 72 and passed three signal boxes, none of which had points under their control to deflect the runaways. Meanwhile, a passenger train which had left Barnsley at 18:15 was standing at Stairfoot station one and a half miles away. The runaways struck the rear of the standing train at a speed of at least 40 mph, killing 15 and injuring 59 more. The enquiry by Lieut-Col F. H. Rich found that the goods guard was gravely at fault for not ensuring the standing wagons were better secured.

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).

In 1963, about 500 metres before the concourse, an imposing six-storey concrete cube arose in the station yard. It was designed by SBB architect , and it has been the home of the Zentralstellwerk Zürich (central signalling control) since 1966. The then state-of-the-art relay-controlled interlocking system replaced the decentralised mechanical and electro-mechanical signal boxes in the station throat, including the Stellwerk «Seufzerbrücke» ("Bridge of Sighs" signal box), which had spanned the entire station throat just east of the Langstrasse. The signalling control system was modernised to coincide with the commissioning of the Zürich S-Bahn.

The Eskbank Railway Precinct is of representative significance as one of a large number of purpose built railway stations in NSW built in the period of intense activity between the early 1860s and the late 1880s. It is a representative example of the first group of linear station buildings built in a simple but elegant domestic style with some decorative elements in the Victorian Italianate style. The station building is representative of the John Whitton style and the yard layout is typical of the period. The signal box is a representative example of traditional timber elevated signal boxes of its design.

After a major renovation at the beginning of the 20th century, almost no significant modifications were made to the passenger station for nearly 90 years. Around the turn of the millennium, the signals and points (switches) at the station were still controlled by signal boxes equipped with mechanical lever frames made by the Braunschweig firm of Jüdel in 1912. The southern station throat was spanned by the last signal gantry in Switzerland. Also, the public facilities were outdated, and access to tracks 5 and 6 was via a level crossing, which was secured by the legendary "Chetteli", i.e.

In 1874 Sykes approached James Staats Forbes with a scheme to interlock the signals and points of three successive LCDR signal boxes in outer London. This proved to be a success and resulted in his patented system known as ‘lock and block’. From 1875 the Board of Trade began to commend the new system in its Railway Accident Reports and so it was gradually adopted by other British Railways. In 1882 the system was first installed in the USA where it was known as the ‘controlled manual blocking system.’ The system was also used in Russia and Japan.

Retrieved 28 July 2011 The station also had signal boxes, water towers, goods sidings and engine repair sheds. Firsby was a junction for the Skegness line and the Spilsby line on their short branches from the main GNR London to Cleethorpes railway. During the summer months holiday passenger traffic, from throughout the country alighting at Firsby for the connection to Skegness, was substantial with hundreds and sometimes thousands of passengers passing through the station at a weekend. In the Victorian era most holidaymakers travelled by train and Firsby was one of the busiest stations on the East Lincolnshire Railway.

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.

English-Electric Type 4 to the left, and a 6P "Jubilee" to the right View northward from the footbridge at the north end of the station in 1958 In 1923 the LNWR became part of the London, Midland & Scottish Railway group. Crewe remained the major centre for locomotive construction. In 1938-39 the signal boxes at North and South Junctions were completely reconstructed as massive concrete structures to withstand air raids, and remained in use until the resignalling project in 1985. The North Junction signal box can now be visited as part of the Crewe Heritage Centre.

However, the Venlo Railway and the Oberhausen line intersected with different curve radii, each lying in the inner curve, which meant that the points could only be used at reduced speed. The entrance building was replaced by a larger building in the same place and as a result of the renovation it was now on an island between tracks and was accessible via a level crossing. The other high-rise structures such as the water tower, storerooms and workshops were also renovated during the renovation in the early 1880s. The first signal boxes were put into operation from 1881.

In 1934 the signal box was closed and semaphore Intermediate Block Signals, controlled from Moreton and Hoylake boxes, were introduced, the only such signals on the Liverpool to West Kirby line. They broke the otherwise long distance between Moreton and Hoylake, the two signal boxes on either side. These semaphore signals remained until 1994 when the line was resignalled with colour-light signals. The station underwent refurbishment with work in 2010 which involved new glazing to the footbridge windows and staircase, redevelopment of existing buildings to provide enclosed passenger waiting shelters, a new passenger toilet and automatic entrance doors to the booking hall.

In 1966, the mechanical and electromechanical signal boxes were replaced by signal box "Wf", which contained a track plan push button control panel for a relay interlocking. The Bundesbahndirektion (Deutsche Bundesbahn Railway Directorate, BD) of Essen dissolved the Wesel operations office on 1 April 1954 and its tasks were taken over by the Oberhausen 2 operations office. The rolling stock depot closed with the electrification of the line to the Netherlands on 22 May 1966. In its last years, it had only served local passenger and freight traffic, while international trains were covered from Oberhausen or Emmerich.

A 1912 Railway Clearing House Junction Diagram showing (centre) railways in the vicinity of Chard. GWR in yellow; L&SWR; in blue In 1910 the L&SWR; and the GWR made an agreement aimed at securing economies in localities where both companies had an activity. One consequence of the agreement was that the L&SWR; Chard Town station (including the platform on the spur line) would close and the GWR would provide the passenger service throughout from Taunton to Chard Junction. This arrangement was given effect on 1 January 1917. Separate signal boxes were maintained until 1928.

However, freight traffic remained. As a result of a great protest, however, passenger services were reactivated between Hagenow Land and Hagenow Stadt on 15 December 2002. The Hagenow Land–Zarrentin line was taken over in September 2004 from DB Netz by Planungsverband Transportgewerbegebiet Valluhn/Gallin, a railway infrastructure company that was based locally in Zarrentin, so that rail freight could run to the MEGA-park business park on the A24 autobahn. Operations from line km 0.766 are carried out by the TME (Torsten Meincke Eisenbahn GmbH), which also provides the staff for the signal boxes at Hagenow Stadt, Wittenburg and Zarrentin.

N. H. Lanham. McAlpine unveiled a plaque that had been mounted on the end wall of the station building to mark the occasion, and which read: The ceremony marked the completion of the most significant stages of the project. Other work which had also been completed by this time by Railways Department staff included an extension of the yard to handle longer trains, and a new power signalling and interlocking system to replace the old mechanical interlocking and semaphore signals. The new system was controlled from a desk in the station building, superseding the two signal boxes required to operate the old system.

The adjacent signal boxes are at Par railway station to the east, and at Roskear Junction, Camborne, to the west. The Falmouth branch is operated under authority from tokens which are kept in interlocked machines on platform 3 and at Falmouth Docks railway station. In May 2009 the branch was resignalled and a loop installed at which is controlled from the signal box at Truro. At the same time a new signal (number TR26) was placed at the west end of the eastbound platform to allow trains to reverse back to Penzance or Falmouth without shunting across to another platform.

Railway signalling was entirely mechanical and manually operated; the entirety of the system utilised semaphore signals and each station with multiple tracks are equipped with a lever frame housed within the station building or a separate shed. While rare and almost exclusively found in portions of the system with larger numbers of tracks, dedicated signal boxes were also built. In its early year the railway was also essential for communication. In addition to mail transported in baggage cars, telephone wires would typically parallel railway lines, which relayed voice communication and telegraphs between railway stations and nearby post offices.

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.

Since the 1990s, the line has been marketed as the 'Shakespeare Line'. The line was resignalled by Network Rail in 2009/2011, replacing the semaphore signals in place, and improving platform access at Stratford; it also saw the removal of the three remaining signal boxes at Shirley, Henley- in-Arden and Bearley Junction. As part of this scheme, terminating services from Birmingham were extended from to the next station, , by the addition of a new turnback facility. Park and ride facilities were added at Whitlocks End to encourage commuters to drive there, in order to reduce traffic congestion at Shirley station.

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.

Network Rail announced the creation of fourteen ROCs situated throughout Great Britain that will control all railway signalling over the British National Rail network. This was subsequently revised to twelve ROCs with responsibilities at two (Saltley and Ashford) being transferred to other ROCs (Rugby and Gillingham respectively). In November 2016, Network Rail announced that the ROC at Edinburgh would not go into operation with all its functions and responsibilities being transferred to Cowlairs in Glasgow. Nationally this has meant the removal of eight hundred mechanical lever signal boxes and around two hundred panel and IECC boxes.

Originally, the early railways employed policemen to time the intervals between trains and to give a 'stop' signal if a train had passed in the previous ten minutes. Developments led to many everyday workings (such as interlocking points) and signal boxes to house the levers that allowed signallers to change the points and signals over a given stretch of railway. These signalboxes were often elevated above the railway due to the locking mechanisms of the signals and points being accommodated on the lower storey. This also allowed the signaller to keep an eye on things from a good vantage point.

Following the nationalisation of railways in Britain in 1948, major modification of the network took place. Chislehurst Junction benefited in the form of the 1959 Kent Coast Electrification programme, which saw the Victoria-Chatham line quadrupled between Bickley and Swanley. Semaphore signals were replaced throughout with colour light signals, which brought about the need for a "power box" at Chislehurst Junction, situated between the two mainline routes, on the west side of the South Eastern Main Line. This assumed the functions of the mechanical signal boxes at Bickley, Chislehurst and Petts Wood junctions on 31 May 1959.

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.

The rail freight traffic can now only run over the line via Oberbarmen and Ronsdorf because freight trains have been banned from operating over the Müngsten Bridge for several years. The former gravel works and the current concrete factory, which formerly had its own gravel loading facility and siding, is now only served by road transport. Until recently there were two mechanical signal boxes in the station area, one called Lf Lüf in the dispatcher’s bay window in the station building and the other called Ln (for "Lüttringhausen North"), a separate signal box at the northern end of the station towards Ronsdorf.

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.

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.

The station is a fine example of railway architecture including Victorian Regency and Federation buildings and is an important landmark in the townscape of Mt Victoria being located at the lower end of the town at the termination of the main street vista. The Mount Victoria Railway barracks is an unusual surviving example of a purpose built rest-house still used by the railways for staff accommodation. The signal box is one of a few examples of brick on platform elevated signal boxes that remain in operation in the state. The footbridge is rare as an intact example of a standard Warren Truss trestle and stairway with channel iron stair stringers.

The earthworks were generally rather light, the greatest difficulty being cutting through a spur of rock near Tetbury to make a flat area for the goods yard part of the station. On 20 November 1889 Col Rich inspected the line on behalf of the Board of Trade; he reported that the permanent way consisted of Vignoles rail, fang bolted to sleepers. The line was single track, worked by train staff, and there were signal boxes at Kemble and at Tetbury, and the block telegraph was used. A siding at Culkerton was accessed by the use of a ground frame released by a key on the train staff.

In the 1920s, semi-fast trains that stopped only at the main stations also ran on the Heath Railway and, for example, reduced the travel time from Hanover to Soltau to less than two hours. The permissible running speed was raised to 60 km/h on 2 October 1932. In the 1930s, especially on Sundays and public holidays, thousands of day trippers from the cities of Hanover, Altona and Harburg took the train to the heath. The importance of the Soltau station was also evident in its outward appearance, such as the entrance building with its numerous outbuildings and signal boxes as well as the length of the main platforms.

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.

An avoiding double track line was built to the south of Dereham station, running between Dereham West and Dereham South signal boxes, in 1886. This allowed the Wymondham to King's Lynn line to operate as a cross-country route, with the avoiding line being used by freight, excursion and diverted main-line trains. A further branch, to Wroxham, left the line at County School station, while a branch from joined at Wells. An accident occurred at Dereham on 18 January 1896, when the driver of engine 204, a GER Class T26 failed to notice that his train had been split into two sections before attempting to set back into sidings.

Passenger numbers have continued to grow to a record 1,030,000 in 2005 – a stark contrast from the late 1970s and early 1980s when the line was under threat of closure due to falling levels of patronage and the possible loss of revenue support from both PTEs.Body, pp. 31-32 Although the entire Barnsley to Huddersfield route was originally double line, it is now single throughout following modernisation works in 1983 & 1989 (aside from a pair of crossing loops at Penistone and between Stocksmoor & Shepley) with control split between Huddersfield and Barnsley signal boxes. The Rail Operating Centre at will take over the signalling of the entire route by 2018.

After withdrawal of the passenger service, the operation of the branch was simplified and economies made. The locomotive shed at Winsford closed in July 1929 and was demolished, the double track section of the branch near Falk's Junction was reduced to a single line and various signal boxes were downgraded to ground frames or removed altogether. The salt industry in the area began a slow decline from as early as 1905, as the traditional open pan method of extracting salt was superseded. The decline continued apace during the 1930s depression and goods traffic on the branch dwindled to the extent that in 1953 British Railways considered closing the line completely.

By 2 August, strategic locations such as Harwich, the Tyne estuary, Thanet and Ipswich wireless stations, the cable landing point at Dumpton Gap, Grimsby docks, Kinghorn Fort and the Tay defences were manned. On 3 August, the 1st London Brigade entrained, and 18 hours before the declaration of war the stations, tunnels and signal boxes of the rail network between London and Southampton, the port of embarkation for the British Expeditionary Force (BEF), were under guard.Mitchinson 2005 pp. 52–53 After the declaration of war on Tuesday 4 August 1914, coastal fortifications were placed on alert, reservists were called up and the Territorial Force embodied.

Until the amalgamation of the NBJ and SMJ in 1910, both companies ran over the same stretch of single track as far as Greens Norton junction where the line to Banbury diverged southwards from the line to . This required a signal box at each end of Towcester station and a third at the junction. Amalgamation resulted in the abolition of the junction and its replacement with two separate tracks running parallel from Towcester before separating at Greens Norton. The three signal boxes were replaced by a new high box at the Blisworth end of the down platform, to which access could be had from the footbridge.

Boat of Garten also has the railway's only water column where the locomotives stop to take water on their way north through the station. There are two signal boxes, Boat of Garten North and Boat of Garten South and signalling uses traditional British Railways mechanical semaphore signalling; it is the crossing point on the line when there are two trains running. Both single track sections are currently worked by staff and ticket with the section from Boat of Garten South to Aviemore Speyside about to be converted to Electric Key Token working. Most of what visitors to the railway see today is original from the days of British Railways.

A year later in April 1881 with the line substantially complete, the contract for building Ashwellthorpe station was awarded to William Bell & Sons for £3,026. The line opened on 2 May 1881 although improvements at Forncett railway station (a footbridge and locomotive turntable) were not ready in time. The line was built as double track throughout, was 6 miles 16 chains long, and was controlled by three signal boxes (Forncett Junction, Ashwellthorpe and Wymondham North Junction). In 1882 the 1.50 pm departure from Wells arrived at Forncett at 3.08 pm in time to connect to the up express and arrive in Liverpool Street at 6.00 pm.

To save on costs, the Cheshire Lines Committee (CLC) loop line into Manchester Central station was not electrified, as was originally in the plan: Manchester-bound passenger trains terminated at London Road (later Piccadilly), while those few passenger trains destined for further afield changed locomotives at Guide Bridge. This was hardly the only austerity measure in the immediate postwar period; other cost-cutting measures in the MSW scheme included retention of signal boxes rather than use of power signalling, and the new Up tunnel at Thurgoland rather than daylighting the original bore. The Wath to Penistone section was the first to be energised, on 2 February 1952.

In 1878, GWR opened a "loop-line" to Kidderminster, which meant that Bewdley had a direct link with the town and became a double junction. As a legacy of its former junction status, Bewdley station is unique on the SVR in that it has two signal boxes, Bewdley North and Bewdley South. Bewdley station was at its busiest at weekends and local holiday periods, but traffic declined with the increasing use of cars in the 1950s. As a consequence, rationalisation resulted in the end of through passenger traffic — firstly on the Wyre Forest line in 1962, followed by the Severn Valley line in 1963.

The place is important in demonstrating the course, or pattern, of cultural or natural history in New South Wales. The Auburn signal box is of historical significance as the oldest building remaining in the Auburn railway precinct. It is further significant as the first of four signal boxes constructed in 1954 to assist traffic management between Auburn and Granville when the number of main lines was increased from three to five as part of the rebuilding of the Main Western line after 1948. 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 line, which runs north of the Thuringian Railway through sparsely populated areas, has taken a large part of the long-distance traffic from the Thuringian railway, thus relieving the congestion on the old line and also shortening travel times. The first stage of the reconstruction, beginning in October 2005, ran from the southern approach to Halle to the exit from the high-speed line to the city. A new external platform was built at Halle- Ammendorf station south of the existing location. A new electronic interlocking took over the functions of four former signal boxes and a total of 6300 m of noise barriers was built.

Down freight on the ex-GWR main line from Birmingham in 1959 To the west of Malvern Road lay several loop sidings serving a two-road engine shed and coaling stage. Access to these facilities was controlled by two signal boxes - Malvern Road East to the north, and Malvern Road West to the south. The East box was opened on 15 July 1906 and had 49 levers; it had replaced the Bayshill signal box which had controlled access to a locomotive shed demolished when the line was extended to Honeybourne. The West box was open by June 1908 and had 37 levers; it replaced a temporary box dating from August 1906.

Although the line did not figure in the Beeching Report, the line became uneconomic and efforts were made by British Rail to reduce the losses made by the line with the implementation of the "basic railway" concept, whereby stations became unstaffed, signal boxes were closed and from 2 March 1967 the line was singled.Jenkins, S.C., op. cit. p. 115. At Hunstanton, the removal of most of the sidings and stabling facilities meant that through-locomotive excursion trains could no longer be run. As fewer and fewer passengers were using the line, British Rail announced that the line was losing £40,000 per year and would close from Monday 5 May 1969.

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 new station was sited on a curve. The main station building was on the down side with a small shelter on the up side. A lattice girder footbridge linked the two platforms. There were two signal boxes: Chipping Norton East on the station platform and Chipping Norton West near to the Bliss Tweed Mill. The West box was abolished in August 1929 and the East Box was renamed Chipping Norton Signal Box.Jenkins 2004, p.239. In 1904 a 6-stall stable was built for the railway's horses. It was no longer required for this purpose after 1921 as delivery work had been contracted out.

Apart from the Sutton Coldfield branch, all of the routes passing through Aston, including the Windsor Street branch, were electrified in 1966 as part of the London Midland Region's electrification programme. The actual energization of the line from Coventry to Walsall through Aston took place on 15 August 1966. In preparation for electrification, Aston's two mechanical signal boxes, Aston No. 1 and No. 2, were closed, semaphore signalling was replaced by multiple-aspect colour light signals and control transferred to the power signal box at Birmingham New Street. Electrification of the line to Sutton and Lichfield was completed in 1992 as part of the modernisation of the Cross-City Line.

Called Bridgeton Cross Station, to it opened on 1 November 1895 when the line between Glasgow Green and Rutherglen was opened by the Glasgow Central Railway. The station became a junction with the opening of the line to Carmyle and on 1 February 1897. Westbound services ran to Stobcross, from where they could proceed to via , and points north via the connection to the Stobcross Railway or on to the Lanarkshire and Dunbartonshire Railway to Dumbarton and Balloch Central via Partick Central & Dalmuir Riverside. In 1956 the line was re-signalled with colour light signals controlled from the re-equipped signal boxes at Bridgeton Cross Junction and Stobcross Junction.

Power signalling arrived in 1910 in Sydney Yard, with the commissioning of (Sydney) Station Box. This installation was electro-pneumatic and controlled from a miniature lever frame supplied by the McKenzie, Holland & Westinghouse Power Signal Co. of Worcester, England. Although the lines were not continuously track- circuited and absolute block telegraph remained between signal boxes, there was some control of signals by track circuit and treadle. Upon its replacement by a 432 lever pistol grip power frame in the new Sydney Station West signal box in the late 1920s, the original miniature lever frame was divided into smaller sections for reuse at other locations.

Two signal boxes were brought into service: one controlling the junction and bay and one controlling the crossing and goods yard movements. The second box was located behind the down platform, near a footbridge over the main line and the level crossing. The goods yard remained in its original position, but was provided with a goods shed and four sidings (two on either side of the line): one set was for coal traffic and the other for milk traffic sent out daily by the Clover Dairy factory. In 1937, milk was dispatched to in a van picked up by the 4:19 pm to passenger working.

As traffic levels increased there was a need to improve signalling and in 1869 the GER introduced absolute block working between Fenchurch Street, Gasworks Junction and Bow Junction, opening signal boxes at all locations. In the 1870s the flat awning over the station main's entrance was replaced with the current zig-zag canopy. The station's track layout was rearranged in 1883 with platform extensions, a fifth platform for use by the Blackwall services and a new gantry signal box (which lasted until the 1935 re-modelling). The GER used the station as an alternative to Liverpool Street station during the late-19th and early-20th centuries for former ECR routes.

Single track is significantly cheaper to build and maintain, but has operational and safety disadvantages. For example, a single-track line that takes 15 minutes to travel through would have capacity for only two trains per hour in each direction. By contrast, a double track with signal boxes four minutes apart can allow up to 15 trains per hour in each direction, provided all the trains travel at the same speed. This hindrance on the capacity of a single track may be partly overcome by making the track one-way on alternate days, if the single track is not used for public passenger transit.

A chord just south of Hazel Grove was built in 1986, allowing trains to change from the Hope Valley Line and thus faster running into Manchester Piccadilly. Colour light signalling, controlled from LNWR-built boxes at Edgeley Junction and , cover the line as far as Norbury crossing, which itself has a small hut controlling two semaphore signals in the Middlewood area. Further south, signalling is mostly semaphore and is controlled from signal-boxes at , Chapel-en-le-Frith and Buxton. In June 2016, a landslip at Middlewood station following heavy rain meant that all services were suspended between Hazel Grove and Buxton until 25 June.

Before Southern Region services to Plymouth were abandoned, passengers could see Plymouth-bound services of the Western Region and Southern Region leaving St Davids in opposite directions. The station has remained largely in this form since, but resignalling in the 1985 saw the ex- LSWR services moved to the main platform so that down ex-GWR line services did not have to cross their path at the south end of the station. A through line between platforms 1 and 3 was removed at the same time. The new signal box was built on the site of the old atmospheric engine house and replaced three older signal boxes.

As part of this work, both remaining signal boxes were closed and demolished (control initially passing to Leeds PSB and eventually to the IECC at ) and the former goods yard was converted for use as a carriage depot (complete with a new washer plant). This was upgraded and expanded in 2011 to add capacity for a further three units.The Rail Engineer - Skipton Expansion Wordsworth, Nigel; The Rail Engineer 20 February 2012; Retrieved 20 December 2013 Several EMU and DMU sets are stored there overnight and at weekends. In 1998, the station underwent complete renovation, in preparation for the introduction of direct InterCity services to London.

The Spalding line closed in 1964. The Grantham to Boston and Spalding to Lincoln Central lines remain open, as does the north to south link line bypassing the station. This has recently been refurbished by Network Rail and returned to full operation after several years of disuseNetwork Rail starts renovation work on Sleaford Avoiding Line Railway Technology website news article; Retrieved 3 July 2013 (as part of the plan to route more freight trains onto the latter and away from the busy East Coast Main Line). Sleaford is still one of only a few places still to have signal boxes named 'North', 'South', 'West' and 'East' around the area.

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.

Around the same time, the stations at Hawkhead and Paisley West were also closed. For a time, passenger services continued on the Paisley Canal line up until its full closure; these ran from Glasgow Central station to , while occasional trains to the Ayrshire Coast Line (using , and diesel multiple units among others) were also run. During the line's latter years, as a cost reduction exercise, the signal boxes were only single-shift manned, resulting in the last train of the day being ran around 7pm. On 10 January 1983, the line between Elderslie and Kilmacolm closed completely, as well as between Elderslie and Shields Junction, to scheduled passenger services.

The station has a nearly complete ensemble from the Gründerzeit. It consists of a listed Gothic Revival entrance building from 1862, a locomotive shed from 1862 and 1889/1892, a goods shed, one of the oldest surviving turntables in Germany from 1889, an express freight shed and a toilet block. Furthermore, it includes a water tower of the Schäfer type from 1907/1908, a residence building from 1906, signal boxes from 1907/1908, a toilet block from 1908, a ticket office from 1909 and a water crane from the period around 1955. The interior of the Gothic Revival entrance building has stained glass windows, which were redesigned in 1906.

No. 2901 Lady Superior was the first British locomotive to be built with a modern Schmidt superheater. The remainder of the locomotives were fitted with Swindon No.3 superheaters between 1909 and 1911 and were withdrawn between 1933 and 1952. In May 1906 Charles Collett, then assistant manager of Swindon Works, supervised a demonstration run of number 2903 Lady of Lyons, newly released from the erecting shop. By mile-post timings observed from the engine and from passing times recorded at Little Somerford and Hullavington signal boxes, miles apart and with a descending gradient of 1 in 300 between them, a speed of was noted.

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.

The line is mostly double track, except for the sections at each end and the connecting curve between and . The eastern portion of the route as far as Habrough is shared with the South Humberside Main Line to and , whilst the short section either side of Ulceby also forms part of the busy freight artery between and the Port of Immingham. West of Ulceby the line is double as far as Oxmarsh Crossing (near New Holland), reverting to single for the final to the terminus at Barton. This section has several manual signal boxes with semaphore signalling and manned & gated level crossings in operation.

Cober Valley viaductThe branch was "uncoloured"—the lightest engine weight classification—but this was relaxed to permit 45XX 2-6-2T locomotives to operate, and these were the general motive power. 43XX 2-6-0s and 51XX 2-6-2Ts were allowed as far as Nancegollan only.Operation Cornwall, W S Becket, Xpress Publishing, Caernarvon, undated, In the line's final years, Class 22 diesel locomotives were used to haul passenger and goods trains. The line was single throughout, and several of the trains crossed at Nancegollan; from the opening of the passing loop there, the line was operated as two block sections, with signal boxes at Helston, Nancegollan and Gwinear Road East.

For the transport of luggage, a separate tunnel ran from the entrance building to the platform, where there was a baggage lift. Two passenger tunnels were built between the north and the south parts of the station. With the reconstruction of the tracks, the at-grade crossings of the tracks of the Dresden–Werdau railway and the Weißeritz Valley Railway disappeared, the freight sheds were newly built, a loading road was laid out, and signal boxes were built to control the station tracks. In total, the station had 13 standard-gauge tracks and, with the tracks to the locomotive shed, nine narrow-gauge tracks.

An electronic interlocking for controlling the Erfurt rail node was put into operations before the start of the large- scale construction work on 14 March 1999. This replaced the eight relay, electro-mechanical and mechanical signal boxes, which were up to 92 years old and controlled by up to three train dispatchers, 155 sets of points, 154 signals and 119 repeater signals. This early completion had become necessary, as there was a ban had been placed on refurbishing the old signalling technology. Conceptually, the plan provided for a safety-related longitudinal separation of the station, in order to be able to carry out the rebuilding in stages.

Electric trains were due to start on 1 December 1925, but power supply problems meant that the introduction of electric trains from Charing Cross and Cannon Street to Orpington was postponed until 28 February 1926. Cannon Street was closed from 5–28 June 1926 for alterations to the track layout and platforms. On 27 June, new four aspect colour light signals were brought into use between Cannon Street, Charing Cross and Borough Market Jn. New power signal boxes came into service at the two termini, but Metropolitan Jn remained a manually-worked box, although it was provided with a new 60-lever frame. With the introduction of the new service on 28 June, a new station was opened at .

In 1953 Brighton Main Line was operated by the Southern Region of British Railways, then recently nationalised. The Brighton Belle operated using electrical multiple units running on the third- rail system previously introduced by Southern Railway. In 1958 the small station for Gatwick Racecourse was enlarged and renamed Gatwick Airport serving the rapidly expanding Gatwick Airport. The 1963 Beeching Report led to steam locomotives being withdrawn from the line and the closure of many branch lines and nearly all goods yards. The Brighton Belle named-train service was ended in 1972. In 1982 Southern Region became the London and South Eastern sector and the following year all signal boxes were replaced by three rail operating centres.

Madeley Junction in 2008 Madeley Junction is a railway junction situated between Shifnal and Telford Central on the Wolverhampton to Shrewsbury Line in Shropshire, England. The junction was controlled from Madeley Junction Signal Box until 2012, which was formerly located in the vee of the junction where the line from Wolverhampton diverges south towards Lightmoor and west towards Telford Central. Prior to its closure, a resignalling scheme saw its area of control extended on 16 December 2002 to cover Wellington, and again on 23 October 2006 with the abolition of Cosford, Codsall and Lightmoor Junction Signal Boxes. This scheme saw the replacement of the traditional mechanical lever frame with a WestCAD VDU control system.

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 marshalling yard takes up an area of 280 hectares, has a length of 7,000 metres and a maximum width of 700 metres.Zahlenangaben bei Wiesmüller, Lawrenz: Die Hamburger Rangier- und Güterbahnhöfe, p. 131ff. When it opened it had a total track length of 300 kilometres and there were six signal boxes, 825 sets of points, 100 home, 115 distant and 688 shunting signals. As a two-sided shunting facility, Maschen has two train formation yards. The north-south system has a set of 48 departure sidings and a set of 16 reception sidings; the south-north system consists of a set of 64 departure sidings and a set of 17 reception sidings.

Separate signal boxes that had been built for the marshalling sidings were closed again in 1983. In 2002 a central relief yard (Dispostelle) replaced the previous two yards—one for each direction. In 2004 the goods wagon repair shop was upgraded into a combined shop (Kombiwerk), and is now responsible for the maintenance of locomotives as well as wagons. The south-north set of 64 departure sidings The north-south set of 48 departure sidings In order to achieve the aspiration for a capacity of 11,000 goods wagons per day, Maschen was equipped from the beginning with the most modern shunting technology available in the 1970s.Wiesmüller, Lawrenz: Die Hamburger Rangier- und Güterbahnhöfe, p. 132ff.

Located at the central of the city, the station is also the oldest railway station in Surabaya, built in 1875 and opened in 1878. The station has two buildings, the old building is located at the north-east of the newer building, whereas the new building is located at the end of the tracks. The historic old building was demolished because of mall building near the station, but the mall building process was stopped because it didn't have a building license, and the old building has been protected and chosen as one of the heritages in Surabaya. The station still using mechanical signals to preserve its classical style and has two signal boxes near the exit signal.

The new signalling and the existing signalling in the Leamington Spa station area is controlled from the box at Leamington via a new Westcad workstation. More recently the Leamington to Birmingham section has been resignalled and is controlled from the new West Midlands ICC at Saltley (taking over the old signalling centre at Saltley) with new 4-aspect LED signals throughout. However, the manual signal boxes at Banbury North and South remained, along with some GWR lower-quadrant signals controlling the bay platforms and sidings at the station. In 2016 the station was re-modelled and re-signalled, being incorporated into the West Midlands ICC take over control as Oxford (exclusive) in 2016.

Ledbury Signal Box is owned and operated by Network Rail a company wholly owned by the British tax payer unlike the station which whilst still owned by Network Rail is served by the private operator West Midlands Trains. To understand basic railway operation, please see articles on the signalling block system or Understanding the railway block system. The current method of operation on the section of single line between Ledbury and Shelwick Junction (just north of Hereford) is called "Tokenless Block" and has been since 1986 when that line was singled and the intermediate signal boxes were closed. The current method of operation on the single line section between Ledbury and Malvern Wells is called "Lock & Block".

Regional History of the Railways of Great Britain, Vol VIII South & West Yorkshire; David Joy; 2nd ed; 1984, David & Charles; Newton Abbot; p. 171 After the two High Speed 1 tunnels opened in 2007, it became the fourth longest mainline railway tunnel in the UK. Because of its length, in addition to the Midland's normal block system, signal wires were installed which, when cut, caused alarms to ring in the signal boxes at each end. The same system was used in the shorter Cowburn and Clay Cross Tunnels. From the Hope Valley towards Totley the tunnel starts level, then falls on gradients of 1 in 150, 1 in 176 and 1 in 100.

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.

Platform 1 on the down (northbound) line can accommodate trains having eight coaches, whereas platform 2 on the up (southbound) line can hold ten. The station formerly had two signal boxes to supervise the passing loop and junction between the two routes - both were however closed in 1985 when the Radio Electronic Token Block system was introduced by British Rail on the Far North Line. The system was initially worked from a control centre at the station, with the line southwards planned for inclusion in the Inverness area resignalling scheme. However, when the Inverness scheme was completed in 1988, RETB control was transferred to the new signalling centre there and one here was closed.

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.

Pedestrian access to and from the platforms is to be achieved via both escalators and elevators, allowing for a quick transition to the older platforms where the main line long-distance and S-Bahn services shall continue to stop at, or to exist the station into the city itself. Various adaptions and changes to both the existing station and its surrounding area are planned. Larger underground car parking areas are to be constructed at Eilgut, as well as underground spaces for the installation of miscellaneous railway systems and emergency access routes. The station's decorative Perron ceiling is to undergo restoration, while various track works and the installation of new signal boxes shall also take place.

A northern extension of the NLR to Spratton currently remains within the planning stage. The previous extension heading north, opened after several years' work and around £50,000 was spent on repairs to Bridge 13, (the same amount (or more) will be required for Bridge 14, when the NLR turns its intention northwards). The signalling system, with three working signal boxes (at Pitsford and Brampton station, Pitsford Sidings and Boughton), makes it one of the most comprehensive and detailed on any heritage railway of its size, within Preservation. The Booking Office at Pitsford and Brampton station was built using the disused Lamport signal box, originally located around away on/up the same line.

Between 1997 and 2004, services into Essex and some into Suffolk were operated by First Great Eastern, whilst services into Norfolk and other Suffolk services were operated by Anglia Railways. Between 2004 and 2012, services out of Liverpool Street, except for a limited number of c2c trains, were all operated by National Express East Anglia. Since 2012, the franchise has been operated by Abellio Greater Anglia; in May 2015, the Shenfield "metro" stopping service transferred to TfL Rail, as a precursor to Crossrail. Liverpool Street IECC replaced signal boxes at Bethnal Green (closed 1997), Bow (closed 1996), Stratford (GE panel closed 1997), Ilford (closed 1996), Romford (closed 1998), Gidea Park (closed 1998), Shenfield (closed 1992) and Chelmsford (closed 1994).

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.

Newmarket was once a centre of railway activity, with significant growth occurring after the rail line from the city was opened in 1873. Eventually, there was a junction station, two signal boxes, two railway workshop complexes, railway houses, a railway social hall and extensive goods yard. This changed in 1930 when the Newmarket Workshops closed and its functions were taken over by the Otahuhu Workshops. The workshops bordering Broadway on the other side of the Remuera Road overbridge were torn down. The workshops along Middleton Road were retained and transferred to the New Zealand Post Office for use as Post Office workshops and these structures remained in place until they were unceremoniously torn down in the mid-1990s.

Westbury railway station was a station in Westbury, Shropshire, England. The station was opened in 1861 by the Shrewsbury and Welshpool Railway company, later coming under the joint control of the Great Western Railway and the London and North Western Railway. It closed (along with all the other intermediate stations) on 12 September 1960, though it retained its passing loop and signal box until 1988, when the modernisation scheme for the line saw Radio Electronic Token Block signalling commissioned, all remaining manual signal boxes closed and control pass to the signalling centre at . Just a year earlier, the loop was the site of a head-on collision between two passenger trains after one passed a signal at danger.

The station was opened on 1 August 1854 on the Leeds, Bradford and Halifax Junction Railway's Leeds to line. Three years later, a second route from the station to via and Morley (Top) was opened by the same company, making the station a junction of some importance. Further construction by the ambitious Great Northern led to the addition of branches to Wakefield via Adwalton and in 1864, Shipley in 1875 and Pudsey (Greenside) in 1893.GNR BRADFORD (LAISTERDYKE EAST JN) - SHIPLEY (6 miles) Railway Ramblers Gazetteer of Disused Railways in West Yorkshire; Retrieved 21 January 2016 The facilities provided here were consequently quite generous, with four platforms, two signal boxes and a sizeable goods yard.

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.

94 Trains of the line RB51 call at Lüdinghausen.Deutsche Bahn AG: RB 51 WESTMÜNSTERLAND- BAHN ENSCHEDE–DORTMUND In December 2011, the Deutsche Bahn AG stopped selling tickets in Lüdinghausen.Kein Ticketcenter im Reisebüro, in Westfälische Nachrichten, 7 October 2011 The railway station consists of two signal boxes with mechanic operation, (Ln (pointsman) and Lf (signalman)), two level crossings (Olfener Straße and Seppenrader Straße), two platform tracks with a centre platform, two dead-end sidings with buffer stops, and six sets of points, out of which four are remote-controlled, one is operated by waggon shunters with a nearby lever, and one is out of order. A local distillery is connected to the station.

Speed limits were increased to 75 mph (only 75 due to running on London Underground track between Harrow and Amersham), all remaining fast loops at stations were removed and the line between and Aynho Junction was singled. Stations were refurbished and even reconstructed (£10 million spent on stations alone), and signal boxes and the freight depots/sidings were demolished. Regular services to Banbury, and a few specials to Birmingham were introduced and a new maintenance depot was built at Aylesbury. This was a massive undertaking and work began in 1988 and by 1992, the route had been completely modernised, demand for the service had grown considerably and the route had become profitable.

Bradford trolleybus in Laisterdyke (1971) The Leeds-Bradford railway line passes through Laisterdyke however Laisterdyke railway station itself was closed to passengers in 1966. At Laisterdyke was a complex set of junctions controlled by Laisterdyke East and Laisterdyke West signal boxes on the Leeds-Bradford line. In 1875, the Great Northern Railway opened its Laisterdyke - Shipley branch railway, a six-mile double track branch line from Quarry Gap junction to Shipley and Windhill railway station, passing Eccleshill, Idle and Thackley railway stations however the line was not competitive and after 1931 was made single line freight only, and progressively closed from 1966 to 1968.; In 1911 Britain's first trolleybus service commenced operation between Laisterdyke and Dudley Hill.

The M.S.& L.R. also constructed goods facilities on the site, to the west of the passenger station, but its engine shed remained adjacent and to the east of Exchange station with access over Jumble Lane crossing. The short section of line from Court House Junction to Exchange Junction was closed to passengers on 1 June 1870 when the M.S.& L. R. changed stations and reopened, following the closure of Court House station, on 19 April 1960. The station was controlled by two signal boxes, Court House, a small box which sat on the south end of platform 2, with 16 levers, and Barnsley Goods Yard, with a 25 lever frame (2 spare), which also controlled the bay platform (No.3), cattle dock and the goods yard.

Telegraph pole with spars, insulators and open wires on a now decommissioned Railway Pole Route, Eccles Road, Norfolk, United Kingdom A pole route (or pole line in the US) is a telephone link or electrical power line between two or more locations by way of multiple uninsulated wires suspended between wooden utility poles. This method of link is common especially in rural areas where burying the cables would be expensive. Another situation in which pole routes were extensively used were on the railways to link signal boxes. Traditionally, prior to around 1965, pole routes were built with open wires along non-electrical operated railways; this necessitated insulation when the wire passed over the pole, thus preventing the signal from becoming attenuated.

When trains from the north-west of England started running through to Southampton in the 1920s, the proprietors of the DN&SR; hoped their line would provide the north–south link, but in fact most trains were routed via Reading west curve, using the faster lines with greater capacity. During the 1930s the line was downgraded, with the removal of most passing loops and signal boxes that were not in stations. Station staff numbers were also reduced. At the same time, the section of line around St Catherine's Hill, north of the Hockley viaduct was moved west by around to allow the construction of the Winchester Bypass section of the A33 (now itself removed following the building of the M3).

Heavier suburban traffic on the Melbourne network saw a greater strain on the block working then used, which required a large number of manned signal boxes to enable trains to run close together. As a result, it was decided to adopt power signalling under the Automatic Block System (ABS) of safeworking, where the presence of trains automatically control the signals after them, providing a safe distance between trains. Introduced from 1915, the system was based on American speed signalling practice with GRS2A upper quadrant mechanical signals with two arms able to indicate up to 5 different speed aspects to train drivers. These signals were later replaced by colour light signals which are the standard today, but the old mechanical style remained until 2001.

A variant of the Automatic Block System, Automatic and Track Control (ATC) has since been introduced, which provides the same benefits as ABS on single lines of track, while still ensuring only one train in a section at a time. Centralised Traffic Control was also introduced in the 1960s on the new standard gauge line to Albury, and then on the main interstate line to Adelaide, allowing trains to be directed from a distance. Today little mechanical signalling remains, with local signal boxes controlling signals abolished from many areas as part of the Regional Fast Rail project. The suburban network and busier regional lines use variants of Automatic Block Signalling, while quieter lines use the Train Staff and Ticket or Train Order systems of safeworking.

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.

The 'box features a set of characteristic wooden external steps that must be climbed to access the levers, with storage space beneath the timber-built top section, this would have housed all the linkage and control gear. The top section also features a three-quarter glazed section and integral fireplace, and bears a considerable resemblance to Dutton's signal boxes constructed for the Great Northern Railway (Ireland) about this time. From there the signalman on duty could command a view of the entire yard, controlling every traffic movement from passenger trains to complex shunting procedures. The one thing the signalman did not control was the staff and ticket single line safe- working, which in accordance with earlier practice remained the responsibility of the stationmaster.

It was the first CTC system in New Zealand and the first outside the United States of America.Changes to the Railway Line through Porirua City . Porirua City Council. Accessed 4 September 2016. This avoided the need for two new signal boxes at the North and South junctions and the need with "tablet" working to continuously man five stations (Tawa, Porirua, Paremata, Plimmerton and Pukerua Bay; with 3 or 4 tablet porters at each station); so requiring 19 men for traffic working. CTC working applied between Paekakariki and Plimmerton on 25 February, Plimmerton and Paremata on 30 June and Tawa to Porirua on 4 December 1940; giving full traffic control from Wellington to Paekakariki (as Wellington to Tawa was double tracked).

The loops would only be used if trains needed to pass each other; if there was no requirement for trains to pass, then the westernmost track at Helmsley and the northernmost track at Kirkbymoorside (which were adjacent to the main station buildings at both stations) would be used instead regardless of the direction that the train was travelling in. Signal boxes were located at (west to east); Gilling, Helmsley, Kirbymoorside and Goslip Bridge (Pickering). Signalling on the line was a mixture of electronic token, staff and ticket and the one engine in steam principle. Gradually, all of the line was converted to electronic token particularly after one incident at Kirbymoorside when a train arrived from Helmsley going east with a staff for the Helmsley to Gilling section.

The office area consists of an office chair and desk, the most prominent feature on which is a book called the Train Register Book (TRB). Several telephone systems are provided so that signaller can always contact and be contacted by other signal boxes, station staff and operations control and can be contacted by members of the public at level crossings as they require. All telephone calls are recorded for safety and training purposes. A new additional telephone system was introduced in 2012 with the advent of GSM-R this is a GSM, 3G telephone system that allows signallers to contact the train crew by voice or text and can link into the communication systems used by the British police, fire and ambulance services.

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.

In the first years of the century, the Manson tablet exchange apparatus (referred to as Manson's travelling tablet catcher) was installed on the line, enabling exchange of the single line tablets at signal boxes at a higher speed than with manual exchange. Acceleration of the fast trains was planned, and the Traffic Manager, Hutchinson, asked of the Engineer, Melville, "I assume that there can be no objection to the inclusive speed of one of our trains being increased from 36 to 40 mph. The road, I take it, is as good as can be found anywhere." Melville replied "There can be no objection at all to the express trains running at the inclusive speed you refer to ..." The acceleration was applied from July 1901.

After the line via Knaresborough was built, most passengers to and from Harrogate no longer used this route. There were more passengers on the Leeds to Wetherby route but only six southbound and four northbound trains stopped each day and competition from bus services made passenger numbers unsustainable despite the increase in commuters living in Wetherby. All stations were manned, as were 16 signal boxes and three level crossings requiring 35 staff, the line had steep gradients requiring banking engines and it was considered uneconomical having an operating cost of £57,000 pa compared to receipts of £9,000. Through freight traffic via Wetherby was costly and slow because of steep gradients and became uneconomical following the quadrupling of the track between and in 1959.

The line is double-track throughout but is only electrified between Cambridge and Ely, and also between Norwich and Trowse Junction, at 25 kV AC. It has a loading gauge of W8, except for the section connecting the Ipswich–Ely line to the Ely–Peterborough line, which is W10. The line speed ranges between 40 and 90 mph. Until 2012 the line retained its historic characteristics, with well preserved stations, semaphore signalling and, until spring 2009, lineside telegraph poles, along with sections of jointed rail on wooden sleepers. However, the two-stage Ely–Norwich re-signalling programme in August and December 2012 involved the closure of the nine local mechanical signal boxes and removal of the seven sets of manually-operated wooden gates at level crossings.

Road access to the NR station building is from Grampian Road, to the west of the line. A canopied island platform, connected to the station building by a footbridge, lies beyond the two main-line tracks, and the further (eastern) platform face of this island is used by Strathspey trains. The junction between the Strathspey Railway and Network Rail lies to the south of the station and is controlled from the station signal box, which also controls a large portion of the main line either side of here (from all the way to Culloden Moor since 1979) as well as the immediate station area.Scottish Signal Boxes Jessop, R; "Ronrail"; Retrieved 2013-12-20 The station is from , and has a passing loop long, flanked by two platforms.

The signal boxes at Kemp Town and Lewes Road were decommissioned and "one engine in steam" working was instituted on the line for the one or two daily goods trains; this arrangement started on 29 July 1933. There was an occasional Sunday School special excursion on the line after passenger closure. During the Second World War the tunnel on the branch was used for overnight storage of main-line electric multiple unit trains, as a protection during air raids; the branch was not electrified and the trains were positioned by steam engines. This practice was adopted between October 1941 and May 1944, except that it was suspended during the period that London Road viaduct was unusable following air raid damage, during May and June 1943.

The station was designed by Brian Lewis and F.C.C. Curtis and first served by Central line trains on 21 November 1948 when the Central line extension from London towards West Ruislip was completed after being delayed by World War II. The rounded booking hall was not completed until 1960.Edwards 1985, p.36 The concrete, glass and granite chip frieze in the booking hall is one of the earliest public works by glass artist, Henry Haig. (paper based on ) In late 1973 and early 1974 the track layout was simplified and the manual signal box was removed in early 1990, along with other manual signal boxes on this line, and its function replaced by colour light signalling and power operated points, both controlled from Marylebone.

The bay platforms were originally long enough for four-coach Bakerloo trains when such trains ran outside peak times, but were shortened in the 1960s when a new toilet block was installed; in more recent times the platform buildings have been reconstructed and the bay length increased due to the addition of a fourth and then a fifth coach to class 378 trains. In 1896 staff totalled 271, including 79 porters, 58 signalmen (in 14 signal boxes) and 58 shunters and yard foremen. They issued 1,006,886 tickets to passengers in 1896, up from 530,300 in 1886. Many of them were housed in what is now the Old Oak Lane conservation area, built by the LNWR in 1889 and which included an Institute, reading room and church.

Some early-19th-century references to "railway police" or "policemen" do not concern constables but instead describe the men responsible for the signalling and control of the movement of trains (it is still common colloquial practice within railway staff for their modern equivalents in signal boxes and signalling centres to be called "Bobbies"). These personnel carried out their duties mostly in the open beside the track and were often dressed in a similar manner (e.g. a top hat and frock coat) to early police constables but were not directly concerned with law enforcement. Historical references (including those originating from the BTP itself) to when the first group of true "constables" was organised to patrol a railway should be treated with caution.

A c2c Electrostar train on the LTSR During the early 1990s proposals were put forward to convert the whole route into a guided busway, however these plans were quickly dismissed when British Rail announced a complete re-signalling of the line. Over the years the line had been used in an almost experimental fashion and contained a host of different signalling systems, such as geographical, WESTPAC and relay interlockings. In 1995 work began to replace everything from signals and point machines to whole junctions. The main contractor for the work was GEC Alsthom which provided a Mark 3 Solid State Interlocking (SSI) system, with SEMA providing the IECC element at Upminster that replaced all signal boxes on the whole line.

However, this would involve the rebuilding of the station buildings and signal boxes at Abermule and several other small stations, and it was suggested that alternate single-line sections use the electric tablet system and the older electric staff system; there would be no possibility of mistaking a staff for a tablet. The signalling method continued in use on the line until 1988, when it was replaced by the radio-controlled electronic token block system. The obvious, though costly, solution to the problems of working single lines would be to double the tracks. As finances allowed, the Cambrian Railways (and the Great Western Railway, which took over the Cambrian after the grouping of 1923) had been slowly carrying out the necessary work.

Untertürkheim station was chosen as the starting point for the new line and as a location for a new freight yard and marshalling yard and Kornwestheim station was chosen as its end point. Construction work started in the spring of 1894. The new freight yard was built next to the street of Cannstatter Straße (Augsburger Straße since 1936) and opened in 1896, in the presence of King William II. The length of the track field was about 2,300 metres and it was on average 125 metres wide. It included an administration building and several service buildings, loading docks for freight and military transport, five signal boxes for 162 sets of points, a separate platform for railway workers and a roundhouse with four stalls and a water tower.

Map of railways around Worcester, showing location of station The entire station is controlled by Worcester Shrub Hill Signal Box located at the 'London' (south) end of platform 1. The Worcester area is controlled by another two signal boxes at Henwick (west of Foregate Street), and Tunnel Junction to the north of Shrub Hill. Both platform 1 and 2 can be used in either direction, generally trains for Foregate Street use platform one and trains towards Oxford and Cheltenham Spa use platform 2 but this is not in all cases. Platform 3 is a small bay that was used mainly for the former Wessex Trains/Wales & West service towards Cheltenham Spa, as it is a small south facing bay platform its use is limited.

From 1870 the most difficult sections were equipped with the disc block system, which was permissive.As opposed to absolute; in absolute block a second train could not normally be permitted to enter a section until the preceding train was known to have left it; in permissive systems the following train could enter after a certain time lapse, but the driver was warned that the section might still contain the preceding train. Absolute block working started to be implemented from the end of 1874,Phillips, page 26 and in the following few years recognisable signal boxes were constructed across the system, with interlocking.Primitive precursors of the signal box may have been erected at Weymouth in 1865 and Dorchester Junction in 1866, but probably did not include interlocking.

The station's three signal boxes of Bingerbrück Ostturm (Bot), Bingerbrück Kreuzbach (Bkb) and Bingerbrück Westturm (Bwt) and the nearby Bnb signal box at Bingen Stadt were decommissioned on 3 February 1996 and replaced by the central interlocking Bf on the railway bridge at Bingen Hbf. The mechanical interlocking of Bingerbrück Ostturm was built in 1920 and was responsible for setting the points and signals on the Rhine line and for shunting towards Mainz. The Hauptbahnhof was remodelled for the Rhineland-Palatinate State Garden Show (Rheinland-pfälzischen Landesgartenschau), which took place in Bingen in 2008. The disused marshalling and freight yards, which covered an area of 150,000 square metres and had two humps, were removed and the site was integrated into the Garden Show.

The old formation was used to store locomotives. Three of the platforms on the southern side (both bays and the down loop) were taken out of use in 1968 when the easternmost of the two signal boxes was closed and the track layout altered. In 1983 the branch junction was again moved slightly eastwards to allow for a new freight terminal (now disused) to be built to replace the original goods yard and another at nearby Colwyn Bay that had been closed down prior to the start of the A55 road widening scheme the previous year. The 1985-built Llandudno Junction signal box The station was also remodelled once more and resignalled at this time and in 1985 a new power signal box was commissioned at the western end,Signalling Around The Junction www.6g.nwrail.org.

Phase 1 saw the line close for nine months to completely relay two sections (Coleraine to Castlerock; and Eglinton to Derry) of the route, extending the life of the remaining section by converting the currently jointed track to continuous welded rail, elimination of wet spots, and essential bridge repairs. This was completed on 24 March 2013, and new timetable changes have resulted in a morning train reaching Derry before 9am for the first time since Northern Ireland Railways took control of the network in the 1960s. Phase 2 has seen the passing loop removed and the 'down' track lifted at Castlerock, replaced with a new loop further down the line at Bellarena halt. New signalling has been introduced, and the signal boxes at Castlerock and Waterside, Derry closed, with the line operating under absolute block.

The arrival of the railway in 1869, which was opened on 27 May by the Governor Lord Belmore (an event commemorated by Belmore Park in the centre of the city), along with the completion of the line from Sydney to Albury in 1883, was a boon to the city. Later branchlines were constructed to Cooma (opened in 1889) and later extended further to Nimmitabel and then to Bombala, and to Crookwell and Taralga. Goulburn became a major railway centre with a roundhouseMcLeod, A. R. Goulburn Locomotive Depot, February 1947 Australian Railway History, December 2005 pp483-489 and engine servicing facilities and a factory which made pre-fabricated concrete components for signal boxes and station buildings. The roundhouse is now the Goulburn Rail Heritage Centre with steam, diesel and rolling stock exhibits.

Most of the Broadmeadows line was controlled by Metrol, the main suburban control centre managed by Connex, either directly or through local signal boxes along the route. Metrol was responsible for trains up to the station boundary, from where it was possible to access all 8 dead-end platforms. However, final access to platforms 1 through 6 at Spencer Street was controlled by V/Line staff at Spencer Street No.1 signal box, and platforms 7 and 8 were jointly managed by the two control centres. N463, the locomotive involved in the accident, pictured in 2007 after returning to service The electric train involved in the accident was a 3-carriage Comeng electric multiple unit, and consisted of motor car 393M, unpowered trailer 1048T, and second motor car 394M.

There were two signal boxes in the station vicinity one to the south west of the running lines that controlled the goods yard, and one to the north of the eastern platform, between the slow and fast lines, which controlled access to Golborne Colliery. The goods yard had two, later three sidings on the west side of the running lines and a warehouse, it was able to accommodate most types of goods including live stock and was equipped with a five ton crane. In 1895 there were 11 local services on weekdays in each direction, northbound all going to and southbound to except for one service, the 1453, which went to . In 1922 thirteen services called at Golborne in each direction on Mondays to Saturdays, most were local services.

Now that the shed and marshalling yard were gone, the only remaining features were the Croes Newydd North and South Fork signal boxes. However the closure of the Wrexham and Minera Railway closed the South Fork signal box, leaving the North Fork box as the only remaining box in the Wrexham area. In 2010, Morrisons, a national supermarket chain, announced its intention to develop a majority of the remaining vacant land into a supermarket and adjoining car park. This will be the first time in almost fifty years that the land has been occupied, and is being subjected to intense environmental rules, as over the years, the untamed scrub land and low lying debris from the original usage have formed natural habitats for a wide array of species.

Where a signal box was not nearby but road traffic still warranted a full gated crossing a dedicated crossing keeper would be employed, often living in a railway-owned cottage adjacent to the crossing and in communication with the signal boxes via the telegraph system. In 1955 various European countries were visited and automatic crossings examined by two inspecting officers from the Railways Inspectorate (HMRI), two road engineers from the Ministry of Transport, and two officers from the British Transport Commission (see Hixon rail crash). They visited 46 crossings in 10 days in three countries; Belgium, France and the Netherlands. The report was signed on 14 March 1957, and automatic and automated crossings came into use, with the first automatically operated level crossing commencing operation at Spath near Uttoxeter in Staffordshire in May 1961.

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.

Eleven weeks later, on 26 November, a connecting line was opened between Chard Town and the B&ER; station, which was known at this time as 'Chard Joint', and the station was then used as the terminus for both railways. Both railway companies provided staff and there were even separate signal boxes controlling train movements at each end of the station The LSWR was built to standard gauge but the B&ER; was a broad gauge until 19 July 1891. From 1 January 1917 the Great Western Railway (GWR, which had amalgamated with the B&ER; in 1876) took over the operation of trains on the LSWR branch. This allowed some economies to be made, although the trains to Taunton and Chard Junction were still mostly advertised as separate services.

1910 railway map showing Wrangbrook Junction and the lines in the vicinity Wrangbrook Junction near Upton in West Yorkshire was a location where two lines branched off the Hull and Barnsley Railway main line from to . The first junction led to on the South Yorkshire Junction Railway, and after some four chains (80 m) further the Hull & South Yorkshire Extension Railway to Wath diverged. The line between Hull and Cudworth had opened on 20 July 1885, the branch to Denaby on 1 September 1894 and the one to Wath on 31 March 1902. Originally three signal boxes controlled the junctions: "Wrangbrook North" on the south side of the main line by the Denaby branch; "Wrangbrook South" on the west side of the Denaby branch and "Wrangbrook West" on the west side of the Wath branch.

The line is already at 93% capacity, with an extreme mix of different types of trains with considerably differing top speeds, including scheduled passenger services, which is already subject a high level of delays. The EBA has also asked DB Netz to provide more overtaking tracks in the stations of Niederdollendorf, Unkel, Rheinbrohl, Bad Hönningen, Hattenheim and Oestrich-Winkel, some of which were illegally withdrawn from railway operations. On 3 October 2014, the signal boxes in Schierstein, Niederwalluf, Eltville, Hattenheim and Geisenheim were taken out of service at 5:30 am CET and signalling has since been controlled by the operations centre in Frankfurt and, if necessary, via the under operations centre (Unterzentrale, UZ) in Oberlahnstein. The signal box in Oestrich-Winkel will remain for at least two more years (until ca.

The route is now fully colour-light signalled all the way from Huyton to Wigan, though a manual signal box remains at St Helens Central, that at Huyton having been abolished and demolished in July 2014. The St Helens 'box' takes responsibility for the middle section of the line, with the northern end controlled by Warrington PSB since the WCML was resignalled in 1973. All other manual boxes en route have been abolished, along with the last few semaphore signals (those at Prescot survived until September 2012, along with the box there). As well as the electrification of the line, control will eventually pass to the new North- West Regional Operating Centre in Manchester, as various areas are transferred over, any remaining signal boxes will then be decommissioned.

Main line running signals mostly became four-aspect colour lights (replacing searchlight signals amongst others), all point machines were replaced with HW2000 machines and the whole line had a complete fibre optic network installed. All level crossings were renewed with automatic barriers to be CCTV-controlled by a designated workstation at Upminster. The main line between East Ham and Shoeburyness was also bi-directionally signalled (with three-aspect signalling) along most parts, with the bi-directional section alternating from one track to the other between certain stations, to provide maximum flexibility for continuing operations should disruption occur. The line was re-signalled over the Easter weekend of 1996 when all the signal boxes from Fenchurch Street to Shoeburyness (via Basildon) were switched out and control was transferred to Upminster IECC.

The idea of this project is for control of East Kent from Longfield to Ramsgate and just short of Dover Priory to be under the control of the East Kent Signalling Centre (EKSC) based at Gillingham. Phase 1 of the project was carried out over the Christmas and New Year period of 2011, which involved the complete re-signalling from just east of Sittingbourne to Faversham, then on to Minster Junction and Buckland Junction, just short of Dover Priory. The old signal boxes were then abolished at Faversham, Margate, Ramsgate, Canterbury East and Shepherdswell. Phase 2 involved the re-signalling of the line between Sittingbourne to Longfield and Strood, including the Sheerness Branch Line and the Medway Valley Line to operate from the East Kent Signalling Centre at Gillingham, which is now operational.

Therefore, in the event of one or both of the sleepers running late, the stopping train would depart at its advertised time of 6.10 am, and then be shunted at one of the intermediate stations or signal boxes to allow the sleeper(s) to overtake it. One of the locations where that could take place was Quintinshill, where there were passing loops for both Up and Down lines. If the Down (northbound) loop was occupied, as it was on the morning of the accident, then the northbound local train would be shunted, via a trailing crossover, to the Up (southbound) main line. Although not a preferred method of operation, it was allowed by the rules and was not considered a dangerous manoeuvre, provided the proper precautions were taken.

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.

Bad Wildbad station in spring 2002 before the Stadtbahn upgrade In the second half of the 20th century the line increasingly lost its importance. This was due to the increasing competition from cars and trucks, the decline in the traditional tourist traffic to Wildbad and the importance of companies such as the Krauth & Co sawmill. Although Deutsche Bundesbahn attempted to counteract competition through the use of railbuses and the replacement of steam by diesel locomotives from 1962, it could not stem the loss of traffic. The signal boxes in Neuenbürg and Bad Wildbad were rationalised and replaced by more modern equipment in 1976 and the stations of Birkenfeld, Höfen and Calmbach were subsequently downgraded to halts, so that it was only possible for trains to cross in Neuenbürg.

The year after the Hailsham line was opened, the LB&SCR; opened the line between Chichester and Midhurst with three intermediate stations; these and the new station at were all designed by Myres. was built in a cutting and, as a result, the platform buildings were in effect a basement to the main buildings at road level and thus the station appeared to be on three storeys from the trackside. The two levels were connected by a wooden staircase under the canopy, with a separate luggage chute on the southern side. has been described as "the most lavish station on the line" and as "most unnecessarily extravagant", being built with four platforms, arranged as two islands, as well as two signal boxes, a goods shed and a turntable.

Track and signalling upgrades between Hebden Bridge and Leeds (following on from work already carried out between Littleborough and Manchester) will allow for quicker journey times by the autumn of 2018. The work will see four existing signal boxes between Hebden Bridge and Mill Lane Junction in Bradford closed and signalling control transferred to the Rail Operating Centre at York."Track and signalling works target journey time and capacity" Halifax and District Rail Action Group news article; Retrieved 10 August 2017 The ROC will also take over the operation of the parts of the line through Brighouse and Mirfield currently controlled from Huddersfield and Healey Mills panel boxes. station, between Bradford Interchange and Halifax, reopened on 2 April 2017 after the original opening planned for 2005 was delayed by the discovery of disused mine workings under the station site.

The Elsenz Valley Railway (Elsenztalbahn) or Neckargemünd–Bad Friedrichshall railway is an electrified, partly double-tracked main line in the German state of Baden-Württemberg, running from Heidelberg via Sinsheim to Bad Friedrichshall, that, for part of its course, follows the Elsenz river that gives it its name. The crossing stations on the single-tracked sections were controlled by mechanical signal boxes until 2008, but are now controlled by electronic interlockings. The section from Heidelberg to Meckesheim was opened on 23 October 1862 by the Grand Duchy of Baden State Railway as part of the Odenwald Railway and is one of the oldest railways in Germany. The section from Meckesheim to Bad Rappenau was opened by the Baden State Railway on 25 June 1868 and it was extended to Bad Friedrichshall-Jagstfeld on 5 August 1869.

The commutator has three positions and each of the two indicators has three positions: normal (or line blocked), line clear, and train on line. Either integral to the instrument or separately mounted, there is a single- stroke bell and a bell operating device, either a tapper or a plunger. In a simple double line configuration where the signal boxes are A, B and C in succession, the signal box at B will have two block instruments, one for trains in down and up direction in the section between AB (trains leaving station B and trains approaching station B), upper and middle part of the first instrument and one for trains in up and down direction in the section between BC (trains leaving station B and trains approaching station B) upper and middle part of the second instrument.

Safety on single line sections was secured by every train carrying a token for each single line; instruments at the signal boxes were electrically interlocked to ensure that only one token could be out of the instruments for any one section at a time. The tokens had to be handed to the driver of every train by the signalman, and in the case of express trains, this meant slowing to walking pace to secure the handover. Alfred Whitaker, the S&D; locomotive engineer, developed a mechanical apparatus; part of this fitted to the locomotive cabside consisted of jaws which caught a loop on a pouch containing the token; the pouch was held at the lineside in a special delivery holder. The token to be given up by the train was correspondingly caught by a catcher fixed at the lineside.

Passenger traffic on this route ended in August 1952, with complete closure following in 1963. The section of line across the viaduct and on to Usan is the only single track section on the entire line between Edinburgh & Aberdeen - though the rest of the route was doubled by the NBR in the years after opening, the cost of widening or rebuilding the viaduct to accommodate double track was deemed prohibitive and so it remained single. Until recently, the section was worked by signal boxes at each end (Usan and Montrose South) using tokenless block regulations, but a 2010 resignalling scheme saw both boxes closed and control transferred to the former Montrose North box - this now supervises the entire area including the single line over the viaduct. The work also made the southbound platform at the station bi-directional.

Indeed some photos show that it was originally double-sided, serving both the Northallerton and Masham lines, before being demolished by BR and replaced by a small single-sided platform on the main line only. According to Ken Hoole, the platform was moved in 1913 in connection with a redesign related to the closure of one of the two signal boxes at Melmerby. It is possible that at some time somebody was confused by the date of passenger service cessation (1931) and the date of the platform change (1913) and assumed a connection which has been perpetuated].'The Masham Branch' North Eastern Express No.36, S.L Rankin, with addendum by Ken Hoole As the line to Thirsk had been downgraded and traffic moved away, it became the earliest full casualty being closed completely in September 1959.

Such a staff is usually literally a wooden staff with a brass plate stating the two signal boxes between which it is valid. In UK terminology, this method of working on simple branch lines was originally referred to as One Engine in Steam (OES), and later One-Train Working (OTW). However the system was used on long through lines as well; R H Dutton, Chairman of the London and South Western Railway explained in 1876 the slow journey time between Exeter and Plymouth by saying, "the cause of the delay is the stopping at every station on the staff system. That really does cause a great delay because if the staff is not there, the train must stop while a man is sent on a horse to get it [from the other end of the section]"; quoted in Williams.

A hand-held railway signal lamp, on display at Israel Railway Museum It was a signalman's duty to check each train that passed their signal box, looking for the red tail lamp exhibited on the trailing vehicle, the sighting of which confirmed that the train was still complete, and thus the section was clear. Each train movement was logged, by hand, in a Train Register Book, and it was normal practice to provide a special desk to support this sizeable book. As well as train movements, every communication between signalmen and adjacent signal boxes via bell codes (when accepting trains or dealing with a token) was logged. Technological advances including mechanical fixed signals in the 1840s, the electric telegraph and block working in the 1850s, and proper mechanical interlocking from 1856, allowed safer, more expeditious train working, and more complicated track layouts to be controlled single-handedly.

To the east, a small turntable and engine sheds lay on land recently used as a garage and (as of 2012) earmarked for supermarket use. During the station's heyday, the station had two signal boxes, "South", located opposite the current building and behind platform 3, and "North", controlling access to the Bishop's Stortford–Braintree branch line. For most of the station's life, four lines passed through it (as opposed to the current three lines); up and down main lines to the west of the now much extended island platform, and a branch line and passing loop (with access to turntable) to the east of the island platform, the northern end of which was located where the footbridge is today. Bishop's Stortford was also a junction station for the cross-country route to and , which opened to passengers on 22 February 1869 and closed on 3 March 1952.

The depot remained in government service for approximately 46 years. Many major components of important railway centres and work precincts have been demolished or otherwise removed or substantially modified and as a consequence, their past use can no longer be shown. In the 1940s, through to the 1950s period (arguably the pinnacle of steam locomotive operations in the state), the railway precinct at Junee consisted of a large railway station, a relatively large and important shunting yard, a Train Control Centre, two large signal boxes, junction arrangements for the Junee- Narrandera-Hay-Griffith branchline and a relatively modern locomotive depot. The depot comprised a roundhouse, large elevated coal bunker (for fuelling steam locomotives), boiler wash-out plant, ash handling arrangements, large and modern machine shop and a substantial amount of equipment essential for the rapid and efficient servicing and repair of the steam locomotives working in the district.

Lindern station about 1900 Lindern station, including the station building, was completed in 1852 and passenger and freight operations were recorded in the same year on the new Aachen–Düsseldorf–Ruhrort railway. The ticket office was closed in 1989 and today (2013) the station building is used as a restaurant and a kiosk, while tickets can be purchased at a vending machine on the platform. Two mechanical signal boxes are located on the south side of the tracks, code-named Lf (class 43, built in 1950 at the end of the station towards Aachen) and Lo (class Jüdel, built in 1930 at the end of the station towards Mönchengladbach), have been taken out of service since the completion of the second stage of the Grevenbroich electronic signalling centre on 6 November 2007. The points and signals of Lindern station are controlled remotely from the Duisburg signalling control centre.

The station in 1958, with the branch to Gloucester leaving the main line on the left Hereford to Paddington express in 1958 The line was originally built by the West Midland Railway who opened Ledbury station on 15 September 1861. A branch line from Ledbury to Gloucester, via Dymock and Newent opened in July 1885 for which a new signal box was opened at Ledbury replacing one or perhaps two earlier signal boxes and controlling a small engine shed on the north side of the station and a goods yard on the south. The Newent branch was closed in 1959, and the goods yard and engine shed closed in 1965, leaving just the station itself. The modern station comprises two platforms with waiting shelters and car parking facilities, the station is unusual in having a privately run ticket office located in a wooden chalet by the entrance.

The westbound platform was re-located and widened into an island with an extra loop line on the south side, new bay platforms added (along with new carriage sidings and a large goods yard) and a pair of non-platform lines laid in the centre of the station for use by non-stop trains. A covered footbridge was provided to link the platforms, along with extensive awnings to shelter passengers and two large brick and timber signal boxes built to control the new layout. These were all completed and the new layout commissioned in 1900.North Wales Signalling - Rhyl Alan's Railway Images; Retrieved 13 January 2017 Rhyl would remain a popular holiday destination throughout the 20th century, though after World War II and nationalisation of the railway system in 1948 the Denbigh branch would see its service reduced; the line eventually closing to passenger traffic in September 1955.

Although the railway station is virtually synonymous with the town of Crewe, it was not actually incorporated within the borders of the borough of Crewe until the late 1930s, as it lies about 1 mile to the south east of the actual town centre. With the exception of two new signal boxes and associated greatly improved colour light signalling, track circuiting and electrically operated track points, train operation at Crewe changed little in over fifty years. The trains did become longer and heavier and were hauled by larger engines, which required increased supplies of water to be taken on board before departure, but the number of passenger trains using Crewe Station and the method of operation did not vary greatly despite the passage of two world wars. Trains continued to divide at Crewe with the front portion for Manchester and the rear for Liverpool.

From 24 July 1940 electrification at 1500 V DC of the southern section of the NIMT from Wellington to Paekakariki was completed. The Tawa Flat deviation has a long tunnel (Tawa No 2) not suitable for steam operation because of excessive smoke (although steam trains were temporarily operated in the new deviation from 1935). A Centralised Train Control (CTC) system was installed in 1940, so that new signal boxes were not required and five stations between Tawa and Pukerua Bay no longer had to be continually staffed for Tablet operation; see Kapiti Line. Electrification eliminated the need to relieve the steep (1 in 57) gradients from Plimmerton to the Pukerua Bay summit by a deviation to the east and allowed more frequent suburban passenger trains (and allowed suburban electric multiple units to run on this section from September 1949). EW1805 hauling DC 4611 near Paekakariki on the electrified Wellington section.

The track apron connects five tracks of the regional and long-distance traffic (one track towards the Gäu Railway and two tracks each towards Bad Cannstatt and Feuerbach) with the station tracks; five further tracks connect the station with the storage facility at Rosenstein Park. The set of tracks is protected as an object of cultural heritage under the Baden-Württemberg heritage act, although this protection will be removed after the completion of Stuttgart 21. The necessary flying junctions were built according to plans by Karl Schaechterle between 1908 and 1914. At the opening of the station, it had two dispatcher's signal boxes: Signal box 1 provided routings for tracks 1 to 4 to and from the suburban tracks to Cannstatt and for tracks 4 to 7 to and from the suburban tracks to Feuerbach. Signal box 2 provided routings for the tracks for long-distance traffic.

In 1866 the Great Eastern Railway (GER) took over the LBR on a long-lease and instigated a series of repairs and in 1869 provided improved signalling arrangements with a new signal box and interlocked signals and block working between adjacent signal boxes. On 9 April 1871 a train from Bow ran through a signal and hit a Blackwall to Fenchurch Street train with the last coach being knocked off the viaduct and landing on a building below. A further accident in 1879 saw the Board of Trade inspector recommend the re-siting of the signal box which was duly provided in 1880. With a frequent train service however Stepney was again the site of an accident in 1874 with 106 injuries, in 1889 where a LTSR locomotive derailed, and in 1892 where another LTSR locomotive was derailed but this time was hit by a GER locomotive killing the LTSR driver.

In addition to the relocation of the electrical substation, numerous tracks at Richmond Junction needed to be relocated to make room for the ramps descending into the tunnel, and tracks in the yard itself were slewed as work progressed on the cut and cover tunnels. The Metrol train control complex was also constructed beside the yards on Batman Avenue, to control the loop as well as to replace the five Flinders Street signal boxes. During construction the public discovered that the building would block the view from Russell Street to the Botanic Gardens and Government House, and that it had occurred due to no planning permit being applied for. State Premier Rupert Hamer responded to public outrage and instructed the half built building to be demolished, and instructed all government departments that they must apply for planning permits, whether they were legally needed or not.

Crewe Junction, on the north end of the station, accommodates around 120 levers and is of the same design as Severn Bridge Junction. The other Shrewsbury signal boxes are at Abbey Foregate (to a GWR design), controlling the eastern corner of the triangle and Sutton Bridge Junction where the Aberystwyth line diverges from the Hereford line (the now closed Severn Valley Railway to Bridgnorth and also left the main line there). Two other boxes at Crewe Bank and Harlescott Crossing (slightly further on towards Crewe) were both abolished (and subsequently removed) in October 2013, when the Crewe line had its signalling replaced by a new modular system controlled from the South Wales Rail Operating Centre in Cardiff.Shrewsbury – Crewe Modular Re-Signalling Pilot Network Rail Consulting Projects site; Retrieved 3 August 2017 The former box had been "switched out" of use for several years previously and had been proposed for abolition by Network Rail back in 2009.

These demi-official traffic movements had not escaped the attention of BR management, especially considering that all signal boxes north of Droxford had been closed, which suggests that someone had to have authorised the 'one-engine-in-steam' movements without the necessary Special Traffic Notices having been published in advance. It would appear that someone in actual authority decided to put a stop to this: at some point in 1955, the southernmost turnout at West Meon was deliberately damaged, not just dismantled, the toe of the pointwork with its interlocking appearing to have been lifted up, bent out of shape and dropped back onto the formation at an angle, well and truly scuppering any movements from the south and preventing any incursions from the north from being able to run round its train before heading back. Thus the Meon Valley Railway ceased to be a continuous route, not just officially, but in actuality.

Meiningen station in 1859 Grimmenthal station, Go signal box Lichtenfels station Former seat of the Werra Railway Company in Meiningen today In 1841 the Grand Duchy of Saxe-Weimar-Eisenach and the duchies of Saxe- Coburg and Gotha and Saxe-Meiningen signed a treaty to establish a railway from Eisenach to Coburg. In 1845 an agreement was made with the Kingdom of Bavaria to connect the Werra Railway to the Ludwig South-North Railway in Lichtenfels and finally in 1855 the newly formed Werra Railway Company (Werra- Eisenbahn-Gesellschaft) received a concession to build and operate the line. On 18 February 1856 a groundbreaking ceremony was celebrated in Grimmelshausen near Themar. On 1 November 1858 the whole line was formally opened between Eisenach and Coburg with a length of 130.1 km. There were 17 signal boxes, 10 roundhouses, a depot, 22 houses for railway officials, 128 gatekeepers’ houses, 179 crossings, 63 underpasses or overpasses, 31 bridges and a tunnel at Förtha.

Dunster Signal Box was retained to control the level crossing and points there, and ground frames allowed the train crew to change the points at Minehead to allow locomotives to run round from one end of the train to the other. The original turntable was removed from Minehead in 1967 by which time all trains were operated by diesels. With the line still proposed for closure, the Transport Users Consultative Committee heard from the Western National bus company that it would require twenty buses in the summer to cope with the influx of holidaymakers, but that most would be idle for much of the year when far fewer people travelled to Minehead and the surrounding district. In an attempt to make the loss-making line profitable, BR reduced the double track from Norton Fitzwarren to one track on 1 March 1970 and closed the signal boxes at Bishops Lydeard and Norton Fitzwarren.

Rule 55 was introduced following a spate of accidents caused by signalmen forgetting that trains were standing on a running line, sometimes within sight of their signal boxes. It required that, if a train was brought to a stand at a signal, within three minutes in clear weather or immediately in rain, snow, or fog, the driver of the train must despatch his fireman, guard, or any shunter riding on the train, to the signal box to ensure that the signalman was aware of the presence of the train, and that all safeguards to protect it, such as slides or collars on the signal levers, were in place, the crewman then signing the train register to confirm this. In practice, this meant a cautious trudge, in whatever weather, for the crewman (although there was usually a mug of tea to be had in the signal box). Occasionally the rule was obeyed to the following extent: the crewman merely exchanged a greeting with the signalman, signed the register and returned to the train.

The official analysis of the failure suggested that a wind pressure of over 30 pounds per square foot was needed to cause toppling of the structure, but he examined smaller structures in the vicinity of the bridge and concluded that the pressure could not have exceeded 15 pounds per square foot on the night of the disaster. Such smaller structures included walls, ballast on the track on the bridge and both signal boxes either actually on or very near the bridge. A street railway in New York 1876 He also said in his statement to the court that he had built over of railway viaduct, referring to his design of the elevated railroad in New York in 1868, some of which still survives in Manhattan (unused). By this time he had already made himself an authority on bridge construction, and shortly afterwards he was engaged on the work which made his reputation with the general public: the design and erection of the Forth Bridge in collaboration with Sir John Fowler and William Arrol.

When the Midland Railway took full control of the SVR and the SVR&N;&BJR;, it had already been running its trains on the line under running powers arrangements. The high dividends paid in the final years of the SVR's independent existence had been achieved by not doing enough maintenance of the line or locomotives. There were a number of track-related derailments in the early period of Midland ownership, and Miles et al attribute them to lack of maintenance. The Midland was no doubt aware of the poor state of the infrastructure of the network it had acquired, and it quickly set about modernising it; track replacement was an early priority, followed by the renewal of some bridges. Two bridges at Brynamman were renewed in 1875, and the Midland installed signal boxes and block signalling (for the first time probably) during 1875 and 1876 In 1876 the Midland opened a new goods depot at Swansea on the link line between Swansea St Thomas station and the Eastern Docks.

The connections either side of Lostock Hall toward Todd Lane Jcn (Preston ELR) & Moss Lane Jcn (Ormskirk) were closed at the same time and subsequently dismantled, whilst the station itself was also demolished at some point in the early 1970s. Services over the ex-ELR Preston extension from the Bamber Bridge direction finally ended in the autumn of 1972, when the line was closed (as a result of the Preston area re-signalling scheme) along with the remaining manual signal boxes in the areaPreston Signalling Ingham, D Preston Station, Past and Present; Retrieved 21 November 2016 (though a short section remained in use for freight to Lostock Hall gas works until 1977). East Lancashire line trains were thereafter routed via the original 1846/49 lines as far as Lostock Hall, then over the 1908 connection to reach the WCML. The loco depot eventually lost its role as a maintenance facility in 1971, thereafter taking over the role of its predecessor further east as the area carriage & wagon repair shops.

By now, however the rationalisation scheme had converted the double line into two single lines, for Savernake High Level and Low Level trains respectively. Between 26 July 1944 and 18 August 1946, there were temporary signal boxes: Marlborough Tunnel North and Marlborough Tunnel South,Signalling Record Society Archive with a single line operating through the tunnel and the split for Savernake stations taking place at Marlborough Tunnel South. A large ammunition store was established north of Savernake in July 1940; US troops operated it, supplying armaments during the Battle of the Atlantic, and it later became especially important in the build-up for the Invasion of Normandy in 1944. The rail connection to Southampton was important. At first the base was served by loading and unloading at Marlborough goods yard, but in mid-1943 work started on establishing a rail to road transfer site; the connection was located about half a mile (about 1 km) west of Hat Gate Cottage at a ground frame, and was commissioned on 18 August 1943.

Hooton's architecture is in the style of the Birkenhead Joint Railway, the brick-built station buildings being similar to those at Hadlow Road which date from 1866, rather than the rough-hewn Gothic style used at Little Sutton and Ellesmere Port stations from 1863. The original 1839 Birkenhead Railway was single track and few if any relics remain today along the route which was doubled in 1847 and widened to four tracks in 1891. The signalling and the signal boxes of Hooton North, a 90-lever box which closed on 9 December 1973, and Hooton South, a 128 and then 80-lever box which closed on 18 May 1985 and now replaced with a modern structure, were distinctly L&NWR.; However, in spite of some local L&NWR; (later LMS) trains and locomotives, it was very much Great Western territory - situated as it is near the end of the main line which earned that railway its major profits, even though it did not serve the rather more glamorous destinations with which the GWR liked to be, and generally is, associated.

The Hasselborn Tunnel, which the section of line passes through, was still in an exceptional condition. The signalling was brought up to date and later renovated again. The low speed limit in the tunnel was raised in 2007. In March 2006, the FKE transferred normal operations to the HLB subsidiary HLB Hessenbahn GmbH. Under the 2006/2007 timetable change, commencing in December 2006, services were cut on many routes due to cuts in local public transport funding, but the Taunus Railway was the only RMV line to gain services. Following planning in 2005, the platforms of the stations from Köppern to Usingen were extended in the autumn of 2006 in order to enable the operation of trains made up of four VT 2E railcars or three LINT 41 railcars. In November 2007, train destination indicators were installed along the whole line. At the change of timetable on 9 December 2007, the control system was integrated with the signal boxes to clearly indicate departure times and any delays. In February 2008, regular operations were started.

A writer for the Railway Magazine had a run on the line in 1940: > Passenger and parcels traffic on the Fort Augustus branch was suspended in > November, 1933, and there is now only one weekly coal and petrol train, > leaving Spean Bridge at 10.30 a.m. on Saturdays, all other traffic being > dealt with by L.N.E.R. motor lorries and David McBrayne’s buses and > steamers, the latter in summer only. The locomotive working the branch is an > ex-North British 0-6-0 goods, No. 9663, which runs out and home light from > Fort William, and makes up its train at Spean Bridge; the latter usually > consists of twelve to sixteen wagons and a brake... The branch presents a > rather neglected appearance, for several sidings, passing loops, > footbridges, signal boxes, and all signalling except for a fixed distant > just outside Spean Bridge, have been removed. Leaving Spean Bridge I > travelled in the brake, having, in addition to the guard, a bicycle, two > passengers, some newspapers, three or four bags of coal and a large > consignment of cakes, as companions.

Major structures at the complex include a type 1, sub-type 3, brick station buildings with combined office and station, completed in 1877, with additions completed in 1902, 1907, and 1915; and associated platform; both managed by RailCorp. Other structures, managed by the Australian Rail Track Corporation (ARTC) include a type ll Station Master's Residence located at 158 Peisley Street, completed in 1885; a timber Railway Institute Building located at 156 Peisley Street, completed ; an administration building located at 154 Peisley Street, completed , a through goods shed located in Piesley Street, completed in 1877; a rail motor shed located in Piesley Street, completed ; a signal box, completed in 1938, identified for removal as part of a statewide strategy to manage redundant signal boxes; a transhipment shed located in Endsleigh Street, completed ; and a Perway Inspector's Office and Depot, also located in Endsleigh Street. Other items include an iron footbridge with concrete deck, completed in and extended in 1938; and a jib crane. ;Station building, 1877, modified 1902, 1907, 1915 The brick station building was built with a combined two-storey residence for the Station Master with upstairs bedrooms.

In New South Wales, Australia, train controllers and the Telephone Train Control System have survived to the present under RailCorp, despite the advent of power signal boxes and other improved technical provisions for signalmen. These train controllers have gradually assumed theoretical and actual safe working responsibility, stemming from a process of consolidation and restructure in the 1980s and facilitated by considerable changes to the rules and regulations. The net result of these changes was far-reaching, with fewer train controller positions, but an expanded train controller duty statement, diminished overall responsibility for signalmen (at least theoretically) and more direct involvement by train controllers in work previously managed by signalmen.Rules and Regulations, New South Wales Government Railways, 1907Rules and Regulations, Department of Railways, New South Wales, 1959Network Rules, Rail Infrastructure Corporation, 2002General Appendix to the Book of Rules and Regulations and to the Working Time-Tables, Part II, Department of Railways, New South Wales, 1967, as amended until 1993 It is doubtful that these changes have led to an overall improvement in train working efficiency and, significantly, it was not until circa 2000 that the train control system was ever properly enforced.

The changes made to AHBCs were additional information signage, telephones to signal boxes and the addition of a preliminary amber light to the pair of red lights at all crossings (plus a now defunct 'Another train coming' illuminated box; now just a piece of signage is needed). Provision of telephones at these crossings had been opposed by Colonel Reed of the Railways Inspectorate (HMRI), although some BR managers still installed them. Colonel McMullen of HMRI had stated in 1957 that if AHBs (Automatic Half Barriers) were adopted "the principle must be recognised that it is the responsibility of the individual to protect himself from the hazards of the railway in the same was as from the hazards of the road". Wynns, the operator of the low-load transporter had received a terse reply from British Rail when they wrote about a near-disaster with a slow transporter in Leominster in 1966."Ignorance from Arrogance in 24 seconds" by Fraser Pithie in The Railway Magazine (England): January 2018 (No 1402, Vol 164) pages 24-30 The Automatic Open Crossing (now known as AOCL, with the L standing for Locally monitored) was introduced in 1963.

The following year, the short section of track between Rugeley Town and Rugeley Trent Valley stations was also reopened, allowing services to be extended via the Trent Valley section of the West Coast Main Line to Stafford (though through running there ended at the December 2008 timetable change). In May 2019, a new service to London Euston started to run using Class 350s operated by London Northwestern Railway In April 2011, the area was still mechanically signalled from the Brereton Sidings signal box immediately south of the station on the east side of the line (the sidings are no longer extant, though there is still an active rail connection to the adjacent coal-fired Rugeley power stations), but the box closed in 2013 (along with neighbouring Hednesford & Bloxwich boxes and the PSB at Walsall) as part of the ongoing West Midlands re-signalling scheme.End of the Line for 38 Signal Boxes www.expressandstar.com news article; Retrieved 17 September 2013 Control passed to the West Midlands Signalling Centre at Saltley, though in the long term the WCML South Rail Operating Centre at Rugby will have responsibility for this part of the country.