GWR Route: Banbury to Wolverhampton

Warwick Station: gwrw2463

A low resolution version of the Signalling Diagram for Warwick Signal Box showing the track layout and signalling arrangement in the early 1950s, after the removal of a second siding adjacent to the Down Refuge Siding and two roads from the main goods yard. In March 1956 further rationalisation occurred when the trailing crossover and connection to the down main line at the station end of the main goods yard was also taken out of use. This Signalling Diagram has been reproduced courtesy of the Signalling Record Society (S.R.S.). Details of how to purchase their full resolution content is available here. Warwick originally had two separate Signal Boxes, both of which had been constructed in 1884. The frame in the North Box was replaced in May 1892 to manage the additional sidings introduced for the Royal Show that year and for the same reason a Ground Frame was also added at the northern approaches on the down side. Both the Signal Boxes were replaced with a single Signal Box located at the north end of the up platform in June 1909. This was a Great Western Railway standard type 7D brick built design containing a horizontal tappet frame comprising 52 levers at 4 inch centres (see 'gwrw1591'). In addition the North Ground Frame was relocated closer to Capes Yard and a new South Ground Frame located at the southern end of the main goods yard (see 'gwrw2172'). The Signal Boxes at Warwick were open as indicated in the tables below:

Warwick South Signal Box (1884 – 1909)

Warwick North Signal Box (1884 – 1909)

Warwick Signal Box (1909 – 1969)

When the Signal Boxes at Warwick were open they controlled the block sections on the main double line. The Signalman sent messages to the preceding Signal Box to give permission for trains to enter the block section on their line and used signals to indicate to train drivers when they were allowed to proceed. Distant Signals, distinguished by their forked tails and yellow colour (post September 1928) gave train drivers advance warning of the status of the next ‘Stop’ Signal.

Warwick Signal Box controlled train movements associated with the two pairs of trailing crossovers and the switches associated with the down bay platform, up goods loop and refuge sidings. The Signal Box also controlled the switches connecting the horse dock sidings to the down main line and the switches associated with the facing connections to both the main and Cape goods yards. The Ground Frames were electrically inhibited by levers in the signal box and the signalman was also responsible for issuing the keys to the Ground Frames Cabins. The Signalman could set a route with the point switch levers. These were interlocked with various types of signals (including ground disc signals), operation of which informed the locomotive driver of the selected route and when to proceed. This interlocking with signals ensured that these indicated to other trains, when they could no longer proceed safely and had to stop. Levers No 11 and No 43 operated detonator placing machines on the up and down lines respectively.

Visibility was important in the days before track circuit indications and the Signal Box was positioned where it could oversee the most complex trackwork. 1929 the Up Main had been provided with track circuit indication and the Signalling diagram shows that several more track circuit indications had been provided by 1955.

Robert Ferris

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