Rugby Signal Box Track Diagram
I visited this box on 2 January 1967. I visited 4 boxes that day, see my "boxes visited" log.
www.flickr.com/photos/192151030@N08/51601553327/in/album-...
This was another box where I had obtained official permission to visit. At the time Rugby was the southerly terminus for the passenger service from Nottingham Arkwright Street. I had never had the opportunity to travel on the GC main line south of Nottingham and, with Rugby now being the furthest point, I was keen to add the signal box to my list. I think, though, I didn't relish the thought of travelling all that way only to be refused permission to go inside the box! So I wrote to the Rugby Station Manager and he agreed for me to visit, he would meet me at Rugby Central Station. I caught the bus to Nottingham and then rode on the DMU from Arkwright Street station. Good as his word I was met at Rugby and escorted to the box. On strolling to the box he commented that most people wanted to visit the Rugby Power box. After introducing me to the Signalman, he left and I was able to stay until it was time for my DMU to return to Nottingham. However, the Signalman was good enough to enhance my day further and he phoned the next box along, Leicester Goods North, to arrange for me to visit there during a break in my journey at Leicester Central. My flickr entry for that box is here www.flickr.com/photos/192151030@N08/51990066179/in/album-...
Some history:
A standard GC London extension brick base box with the usual 40 lever RSCo 5.5" frame even though all were not required but provided "just in case".
Nothing much happened until World War 2 when traffic on the GC line increased, many loops were created from sidings and also Intermediate Block signals added, but mostly only on the Up line. The layout up until the Up line re-signalling described below (and may well apply from when the line opened) can be seen here www.flickr.com/photos/192151030@N08/52307793469/in/album-...
xx-xx-1941 - So at Rugby it was a good job the GC had provided the extra spare levers, the 1941 re-signalling changed the Up Lie-bye to an Up Passenger Loop (so long as you didn't need the platform!). A diagram of the layout which can be described as "1950 to pre 16 August 1953" can be seen here www.flickr.com/photos/192151030@N08/52307793459/in/album-...
It is the 1941 re-signalling but includes a couple of slightly later bits.
Track circuits were added, TC "A" was a block section TC back to Rugby Cattle Sidings Up Starter so there was no need for trains arriving in the new Up Loop to report to the signalman they had arrived complete - however, tail light telephones had to be used when Rugby Cattle Sidings was switched out. Track Circuit "A" was never decommissioned when Rugby Cattle Sidings box was closed, this proved useful at the bitter end as its occupation announced the imminent arrival of a train after running through the long block section from Leicester Goods North (or Leicester Passenger South).
A new wartime ground level signal box was opened south of Rugby at Barby, but it wasn't required to be open 24 hours every day so its Up Distant and Up Home doubled as Rugby Up IB Home & Distant (lever 10) that could only be used when Barby box was switched out. With Barby box open, lever 10 was unusually locked normal as opposed to being left reversed.
The existing down line TC (original number not known but may have been a GCR number) from in rear of Down Outer Home 34 to Inner Home 33 was renumbered "N".
xx-xx-1950 - Semaphore Down Starter 32 renewed as a colour light but its lever top was not shortened because it also worked the mechanical backslot on Rugby Cattle Sidings outer Distant under signal 33. TC "O" added.
16 August 1953 - Rugby Cattle Sidings box closed. Lever 32 finally had its handle shortened because Rugby Cattle Sidings Outer Distant was removed.
Also at this time, to try and speed up the setting back of Down Freight trains into the Down Lie-bye, an additional set back disc 16 was added to repeat disc 12.
29 September 1955 - Barby box closed, Intermediate Block Home and Distant 10 became exclusive to Rugby.
Barby box closure was no doubt brought about because of a derailment that occurred 7 August 1955 which destroyed its crossover. That derailment occurred at a time when the Up line was blocked for pre-arranged engineering work and trains were being operated over the Down line between Rugby and Barby Sidings under the "single line working" arrangements.
The Report into that accident can be viewed as a PDF document here www.railwaysarchive.co.uk/eventsummary.php?eventID=214.
Unfortunately the driver of the train was killed. The Report cites the Primary Cause as "Excessive Speed" with Secondary Cause as "Signalman error".
Reading the Report, though, it is clear that, as is so often the case when the "normal" working has been suspended, the actions of others, as well as the Primary and Secondary Causes, culminate into the disaster scenario.
10 May 1959 - Shawell box closed, a new Down IB section (Shawell) and associated TC's added using lever 31. There were also Up IB's as well, worked from Lutterworth.
The layout from 1959 until 1965 can be seen here www.flickr.com/photos/192151030@N08/52307805540/in/album-...
xx-xx-1965 - In 1965, following reductions in passenger services and freight services, it all went downhill!, exactly when both Up & Down IB's were taken out and also Up Loop removed no exact date found but Braunston & Willoughby box to the south closed 13 June 1965 and Lutterworth box to the north closed 29 June 1965 so they were most likely removed at the same time, the IB's almost certainly as they would no longer be of much use!
3 September 1966 - (Saturday) The GC passenger traffic to London ended this day and the expectation would be that the boxes south of Rugby towards Calvert would close from then.
However there is evidence (from John Swift who worked for BR) that the GC line between Rugby and Calvert (and Culworth Jn to Banbury) hung on for 2 more weeks and closed wef Monday 19 September 1966 (The signal boxes at Woodford No. 2 and Culworth Jn were the only intermediate boxes remaining open towards Calvert by this date).
For the GC main line John meticulously quoted a whole series of box closure dates and two in particular are of note:
1) Woodford No2 (last box with access to both up and down yards - although the yards had closed they may have contained wagons which needed moving - a bit like Annesley after closure).
2) Culworth Junction (which allowed access to the Western at Banbury) - there may have been thoughts of repatriating wagons via there too.
The Signalling Record Society has recorded that the line southwards from Rugby through Woodford Halse and Culworth Junction to Calvert (North Junction points) and to Banbury Junction, was closed to all traffic as from 19 September 1966.
The layout at Rugby was then rationalised to be as per my drawing. There was an additional signalled move provided, this was the ability to signal a set back move from the Down Main (after shunting out of Down Siding) back along the Down Main into the Down platform. Instead of amending the locking on 12 they re-utilised lever 20 for this. Lever 12 remained only released by 13R, lever 20 was released by 13N & 23R.
Incidentally disc 14 did not require 32 Down Starter off so that a shunt move could be signalled from the Down Siding and authorised to pass 32 at danger to shunt behind a departed train still in the long block section. DMU's held at Rugby between duties were usually stabled in the Down Siding.
3 May 1969 - (Saturday) Signal Box closed & also line closed to East Leake after the last Rugby to Nottingham Arkwright Street DMU (2D59 - 18:55 Rugby to Arkwright Street) had cleared the long block section to Leicester Passenger South.
(A closure date of 5 May 1969 is often quoted, this being the "wef" date for Monday when no trains ran).
My external photo of the box is here www.flickr.com/photos/192151030@N08/52307740733/in/album-...
There are a number of photos courtesy of the Charles Weightman and Alan Bullimore Collection, part of the excellent "Tillyweb" website. tillyweb.biz/index.htm The photos can be seen here:
1) Box exterior tillyweb.biz/abcw/rugbycent1.jpg
2) Box exterior tillyweb.biz/abcw/rugbycent2.jpg
3) Box exterior tillyweb.biz/abcw/rugbycent3.jpg
4) Box exterior tillyweb.biz/abcw/rugbycent4.jpg
5) Diagram tillyweb.biz/abcw/rugbycentdiag.jpg
6) Frame tillyweb.biz/abcw/rugbycentfrm1.jpg
7) Frame tillyweb.biz/abcw/rugbycentfrm2.jpg
Additional photos can be seen:
1) David Blower, 1969 exterior view with DMU www.flickr.com/photos/90214143@N04/51686933093
2) David Blower, final SBD, adapted from The Charles Weightman and Alan Bullimore Collection www.flickr.com/photos/90214143@N04/51361472698
Additional links about this box can be seen here:
1) Disused Stations - disused-stations.org.uk/r/rugby_central/index.shtml
2) Warwickshirerailways.com - www.warwickshirerailways.com/lner/rugbygr.htm
3) Youtube video of 1966 photos - www.youtube.com/watch?app=desktop&v=QjfFjBakQs0
4) Life and the Railway - lifeandtherailway.yolasite.com/rugby-stations.php
The Sectional Appendix page is here
www.flickr.com/photos/192151030@N08/52309955243/in/album-...
The quite accurate location of the box was 451391 (Easting) 274382 (Northing), seen here on the NLS maps maps.nls.uk/geo/explore/side-by-side/#zoom=16&lat=52....
A more detailed 25 inch to the mile map is here maps.nls.uk/geo/explore/side-by-side/#zoom=16&lat=52....
Rugby Signal Box Track Diagram
I visited this box on 2 January 1967. I visited 4 boxes that day, see my "boxes visited" log.
www.flickr.com/photos/192151030@N08/51601553327/in/album-...
This was another box where I had obtained official permission to visit. At the time Rugby was the southerly terminus for the passenger service from Nottingham Arkwright Street. I had never had the opportunity to travel on the GC main line south of Nottingham and, with Rugby now being the furthest point, I was keen to add the signal box to my list. I think, though, I didn't relish the thought of travelling all that way only to be refused permission to go inside the box! So I wrote to the Rugby Station Manager and he agreed for me to visit, he would meet me at Rugby Central Station. I caught the bus to Nottingham and then rode on the DMU from Arkwright Street station. Good as his word I was met at Rugby and escorted to the box. On strolling to the box he commented that most people wanted to visit the Rugby Power box. After introducing me to the Signalman, he left and I was able to stay until it was time for my DMU to return to Nottingham. However, the Signalman was good enough to enhance my day further and he phoned the next box along, Leicester Goods North, to arrange for me to visit there during a break in my journey at Leicester Central. My flickr entry for that box is here www.flickr.com/photos/192151030@N08/51990066179/in/album-...
Some history:
A standard GC London extension brick base box with the usual 40 lever RSCo 5.5" frame even though all were not required but provided "just in case".
Nothing much happened until World War 2 when traffic on the GC line increased, many loops were created from sidings and also Intermediate Block signals added, but mostly only on the Up line. The layout up until the Up line re-signalling described below (and may well apply from when the line opened) can be seen here www.flickr.com/photos/192151030@N08/52307793469/in/album-...
xx-xx-1941 - So at Rugby it was a good job the GC had provided the extra spare levers, the 1941 re-signalling changed the Up Lie-bye to an Up Passenger Loop (so long as you didn't need the platform!). A diagram of the layout which can be described as "1950 to pre 16 August 1953" can be seen here www.flickr.com/photos/192151030@N08/52307793459/in/album-...
It is the 1941 re-signalling but includes a couple of slightly later bits.
Track circuits were added, TC "A" was a block section TC back to Rugby Cattle Sidings Up Starter so there was no need for trains arriving in the new Up Loop to report to the signalman they had arrived complete - however, tail light telephones had to be used when Rugby Cattle Sidings was switched out. Track Circuit "A" was never decommissioned when Rugby Cattle Sidings box was closed, this proved useful at the bitter end as its occupation announced the imminent arrival of a train after running through the long block section from Leicester Goods North (or Leicester Passenger South).
A new wartime ground level signal box was opened south of Rugby at Barby, but it wasn't required to be open 24 hours every day so its Up Distant and Up Home doubled as Rugby Up IB Home & Distant (lever 10) that could only be used when Barby box was switched out. With Barby box open, lever 10 was unusually locked normal as opposed to being left reversed.
The existing down line TC (original number not known but may have been a GCR number) from in rear of Down Outer Home 34 to Inner Home 33 was renumbered "N".
xx-xx-1950 - Semaphore Down Starter 32 renewed as a colour light but its lever top was not shortened because it also worked the mechanical backslot on Rugby Cattle Sidings outer Distant under signal 33. TC "O" added.
16 August 1953 - Rugby Cattle Sidings box closed. Lever 32 finally had its handle shortened because Rugby Cattle Sidings Outer Distant was removed.
Also at this time, to try and speed up the setting back of Down Freight trains into the Down Lie-bye, an additional set back disc 16 was added to repeat disc 12.
29 September 1955 - Barby box closed, Intermediate Block Home and Distant 10 became exclusive to Rugby.
Barby box closure was no doubt brought about because of a derailment that occurred 7 August 1955 which destroyed its crossover. That derailment occurred at a time when the Up line was blocked for pre-arranged engineering work and trains were being operated over the Down line between Rugby and Barby Sidings under the "single line working" arrangements.
The Report into that accident can be viewed as a PDF document here www.railwaysarchive.co.uk/eventsummary.php?eventID=214.
Unfortunately the driver of the train was killed. The Report cites the Primary Cause as "Excessive Speed" with Secondary Cause as "Signalman error".
Reading the Report, though, it is clear that, as is so often the case when the "normal" working has been suspended, the actions of others, as well as the Primary and Secondary Causes, culminate into the disaster scenario.
10 May 1959 - Shawell box closed, a new Down IB section (Shawell) and associated TC's added using lever 31. There were also Up IB's as well, worked from Lutterworth.
The layout from 1959 until 1965 can be seen here www.flickr.com/photos/192151030@N08/52307805540/in/album-...
xx-xx-1965 - In 1965, following reductions in passenger services and freight services, it all went downhill!, exactly when both Up & Down IB's were taken out and also Up Loop removed no exact date found but Braunston & Willoughby box to the south closed 13 June 1965 and Lutterworth box to the north closed 29 June 1965 so they were most likely removed at the same time, the IB's almost certainly as they would no longer be of much use!
3 September 1966 - (Saturday) The GC passenger traffic to London ended this day and the expectation would be that the boxes south of Rugby towards Calvert would close from then.
However there is evidence (from John Swift who worked for BR) that the GC line between Rugby and Calvert (and Culworth Jn to Banbury) hung on for 2 more weeks and closed wef Monday 19 September 1966 (The signal boxes at Woodford No. 2 and Culworth Jn were the only intermediate boxes remaining open towards Calvert by this date).
For the GC main line John meticulously quoted a whole series of box closure dates and two in particular are of note:
1) Woodford No2 (last box with access to both up and down yards - although the yards had closed they may have contained wagons which needed moving - a bit like Annesley after closure).
2) Culworth Junction (which allowed access to the Western at Banbury) - there may have been thoughts of repatriating wagons via there too.
The Signalling Record Society has recorded that the line southwards from Rugby through Woodford Halse and Culworth Junction to Calvert (North Junction points) and to Banbury Junction, was closed to all traffic as from 19 September 1966.
The layout at Rugby was then rationalised to be as per my drawing. There was an additional signalled move provided, this was the ability to signal a set back move from the Down Main (after shunting out of Down Siding) back along the Down Main into the Down platform. Instead of amending the locking on 12 they re-utilised lever 20 for this. Lever 12 remained only released by 13R, lever 20 was released by 13N & 23R.
Incidentally disc 14 did not require 32 Down Starter off so that a shunt move could be signalled from the Down Siding and authorised to pass 32 at danger to shunt behind a departed train still in the long block section. DMU's held at Rugby between duties were usually stabled in the Down Siding.
3 May 1969 - (Saturday) Signal Box closed & also line closed to East Leake after the last Rugby to Nottingham Arkwright Street DMU (2D59 - 18:55 Rugby to Arkwright Street) had cleared the long block section to Leicester Passenger South.
(A closure date of 5 May 1969 is often quoted, this being the "wef" date for Monday when no trains ran).
My external photo of the box is here www.flickr.com/photos/192151030@N08/52307740733/in/album-...
There are a number of photos courtesy of the Charles Weightman and Alan Bullimore Collection, part of the excellent "Tillyweb" website. tillyweb.biz/index.htm The photos can be seen here:
1) Box exterior tillyweb.biz/abcw/rugbycent1.jpg
2) Box exterior tillyweb.biz/abcw/rugbycent2.jpg
3) Box exterior tillyweb.biz/abcw/rugbycent3.jpg
4) Box exterior tillyweb.biz/abcw/rugbycent4.jpg
5) Diagram tillyweb.biz/abcw/rugbycentdiag.jpg
6) Frame tillyweb.biz/abcw/rugbycentfrm1.jpg
7) Frame tillyweb.biz/abcw/rugbycentfrm2.jpg
Additional photos can be seen:
1) David Blower, 1969 exterior view with DMU www.flickr.com/photos/90214143@N04/51686933093
2) David Blower, final SBD, adapted from The Charles Weightman and Alan Bullimore Collection www.flickr.com/photos/90214143@N04/51361472698
Additional links about this box can be seen here:
1) Disused Stations - disused-stations.org.uk/r/rugby_central/index.shtml
2) Warwickshirerailways.com - www.warwickshirerailways.com/lner/rugbygr.htm
3) Youtube video of 1966 photos - www.youtube.com/watch?app=desktop&v=QjfFjBakQs0
4) Life and the Railway - lifeandtherailway.yolasite.com/rugby-stations.php
The Sectional Appendix page is here
www.flickr.com/photos/192151030@N08/52309955243/in/album-...
The quite accurate location of the box was 451391 (Easting) 274382 (Northing), seen here on the NLS maps maps.nls.uk/geo/explore/side-by-side/#zoom=16&lat=52....
A more detailed 25 inch to the mile map is here maps.nls.uk/geo/explore/side-by-side/#zoom=16&lat=52....