A Guide to Cromer SignalboxHistory: A Grade II listed building, the 1922-built signal box at Cromer is the only remaining example of a Midland & Great Northern Joint Railway (M&GN) signalling structure formed of concrete blocks manufactured at that company’s work at Melton Constable here in Norfolk. Typical of the post-1920 M&GN design of concrete blocks up to eaves level topped by a hipped roof but without a fascia board and with 3-panes deep windows, this signal box replaced an earlier wooden structure of 1893 and saw active service for almost 80 years. It was declared redundant in 2000 when colour-light signalling was introduced on the Norwich to Sheringham line with control from the box on the swing bridge box over the river a little distance outside Norwich station. Start your visit inside the signal box …… Background: Signal boxes were developed c1860 to provide a roof over the raised platforms on which were grouped the levers for points and signals. Previously, men called pointsmen walked the station area moving the levers next to each set of points and operating capstans to raise or lower signal arms on their posts. Signal Box Equipment: The LEVER-FRAME in front of you is not as old as the signal box having been constructed at the Leyton Signal Works of the Eastern Region of British Railways in 1954. It contains 35 levers all of which once had a use. Immediately before the closure of the box in 2000, only those levers either painted red, yellow, blue or black were operational, the white ones were all spare. In the course of time as refurbishment continues, all the levers will be painted as they were in 1960, the era that is being re-created. Red levers operate signals which must not be passed if at danger (either semaphore ones on top of posts or the small circular ground signals); yellow levers are warning signals which can be passed but at caution; black levers move the point blades so that a train can pass from one line to another; and blue levers operate facing point locks, a mechanism that ensures that point blades are not accidentally moved underneath a moving train. Levers with shortened handles were electrically operated, all the others were either linked to signals by wire or points by rodding. The DIAGRAM in the glass case above the frame shows the area controlled by the Cromer box with the numbers corresponding to the levers in the frame. Through a series of lights which illuminate on the diagram when a train activates a track circuit, the signalman or woman is able to know the location of a train even when he or she can’t physically see it. When electric power is re-connected to the signal box site, it is planned to produce a demonstration sequence of the track circuit lights. Meanwhile, do please ask to be shown how to operate the levers which will move the arms of the two semaphore signals outside the box. Above the frame and below the diagram is the INSTRUMENT or BLOCK SHELF. Some examples of signals repeaters and switches were still found there when the Society first leased the signal box in 2006 but other examples were missing and these will need to be replaced. Most communications about train running between signal boxes were carried out using BLOCK BELLS with special codes being adopted to identify different types of trains. TELEPHONES were also used from c1900. At the far end of the box is a SINGLE-LINE TOKEN INSTRUMENT. These were widely used on railway systems across the World to ensure that no two trains were in the same single-line section at any one time. This machine issued the token for the Cromer-Sheringham line and the token was handed to the driver of a train inside a POUCH. The latter had a wire loop which enabled the pouch to be taken-up/given-up when a train was travelling at a slow speed instead of having to stop for the exchange to be affected. As the Cromer signalman/woman was required to be in the signal box continuously throughout their shift, a sink and running water plus a coal stove and an outside flushing toilet was provided. Now descend the steps and at the foot you will find …… A door into the LOCKING ROOM. This contains the mechanisms which enable the levers to link with the signals and points. A display of SIGNALS. The two semaphore signals mounted on the top of posts are both Grade II listed structures and were erected here when the colour-light signals that can be seen the other side of the fence were introduced in 2000. These two are examples of the upper quadrant (i.e. they rise 45 degrees from the horizontal when put at ‘clear’) signals used across the British Railways’ system from the time of Nationalisation in 1948. In M&GN days, the running signals would have been lower quadrant (i.e. they fall 45 degrees) with some being of the ‘somersault’ type, an example of which exists today at Weybourne on the North Norfolk Railway. An example of a ground signal is in the middle of the display with the operating tops of 3-aspect (red, yellow and green) colour-light signals either side. Beyond the signals is arranged a group of sleepers upon which will be constructed an example set of POINTS. In the same manner as the two semaphore signals, the points will be linked to a lever in the frame. Now take a walk around the site …... The entire site is approximately two acres in size and when the Society was first able to get access after the fence was constructed, clearing the extensive amount of undergrowth was a major task for the volunteers. A CATTLE LOADING-DOCK stretches almost the entire width of the site. When used for this purpose, cattle or sheep were driven along Holt Road and through the gate and down the slope at the back and on to the platform. Since 2008, a length of railway line has been laid in front of the dock. It is hoped to arrange to have a railway carriage or van that is surplus to railway use brought to Cromer and craned on to this piece of track. This will provide space for further museum displays and visitor amenities. Adjacent to the signal box is a PERMANENT WAY HUT. This was the base for the ganger and his group of lengthmen who looked after the railway lines in the area local to Cromer station. The hut is also formed of concrete blocks from the M&GN works at Melton Constable. This building needs a considerable amount of money and time spent on it before it is fit to contain artifacts as part of the planned educational and museum project.
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