GWR Route: Banbury to Wolverhampton

Budbrook and Warwick Cold Store: gwrw2669

A low resolution version of the Signalling Diagram for Budbrook Signal Box showing the track layout and signalling arrangement in its heyday. This was the layout after May 1914, when the Down Goods Loop had been extended up the 1 in 105 Hatton Bank to form a Down Goods Running Loop all the way to Hatton Station. 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.

In December 1910, the original eleven lever frame in the McKenzie & Holland type 3 Signal Box (see 'gwrw2668' and 'gwrw2670') had been replaced with a GW Stud frame with seventeen levers at 5.25 inch centres. In addition a separate two lever frame was added at some point after this to operate the two detonator placers on the main lines, located immediately in front of the Signal Box. Visibility was important in the days before track circuit indications and the Signal Box was positioned where it could oversee the most complex trackwork. In 1929, the Up Main line was provided with track circuit indication, identified as 16 T adjacent to the dashed line on signalling diagram.

The opening and closing times of Budbrook Signal Box are provided for a selected number of years, below:

When the Signal Box at Budbrook was open it 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.

Budbrook Signal Box also controlled train movements associated with the trailing main line cross-over adjacent to the Signal Box and access to the Down Goods Running Line up Hatton Bank, which allowed the Main Down line to be kept clear of slow moving freight trains. 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.

Budbrook Signal Box closed on 1st September 1969.

Robert Ferris

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