Stations with two signal boxes

[jfollows]

Noted that the OP mentioned Stockport at the top of this thread. What stretches of line do the respective boxes control in the area.

Stockport No. 1 controls the south end of the station, the junction for Cheadle and Altrincham is beyond its area, being controlled by Edgeley Junction No. 2. Stockport No. 2 controls the north end of the station, onto the viaduct, but the junction for Denton is controlled by Heaton Norris.

https://www.railforums.co.uk/threads/heaton-norris-denton-signals.258549/#post-6538505 has some more information along with https://www.railforums.co.uk/threads/platforms-at-stockport.222356/#post-5313728

== Doublepost prevention - post automatically merged: 29 Sep 2025 ==

Not a lot has changed since the 1970s

• most of the bay platforms have gone
• the central carriage sidings have gone
• the up main has been repurposed to the inaccesible platform 0, so the approaching driver still gets a “M” indication on 111 signal
• points are motor worked and ground signals are colour lights

 

[Phil25]

If you Google ’ newton abbot train routing bell codes ‘ and chose Help file for !Signalbox , which came top for me, you will come across what looks like the Box Special iInstructions for Exeter West.

Thanks, that's what I was looking for

 

[Tomnick]

Noted that the OP mentioned Stockport at the top of this thread. What stretches of line do the respective boxes control in the area.

Although the simple answer is as stated a couple of posts ago, the slightly more detailed answer is that "it's complicated", with how short the block sections are and how complex the layout is in places. Edgeley No.1 (on the Down), Edgeley No.2 (both ways), Stockport No.1 (both ways) and Stockport No.2 (on the Up) each only have a single main signal for each line, controlling the entrance to the block section in advance as well as protecting any intervening pointwork. Some of the shunt moves at the south end are complicated by the fact that they fall wholly within the block section in each direction - a shunt from an Up platform to a Down platform at the south end actually takes you right through the block section from ST1 to EY2, and then shunting forward into the block section from EY2 to EY1 (so the whole train is beyond the section signal), before finally coming back into the station under the authority of a shunt signal controlled by ST1 but with the trailing crossover electrically released by EY2 (because it lies within the block section in rear of ST1 on the Down).

 

[londontransit]

Bewdley on the SVR is the only (to my knowledge) preserved station with two signal boxes, Bewdley North and Bewdley South. The two main running lines (platforms 1 & 2) are worked on the Absolute Block principle. The loop platform (3) is nowadays worked by directional lever, previously it was the shortest electric-token single line section on the BR network. Other loops on the up and down sides are treated as double-ended sidings / yard arrangements.

I think whatever standard options were available, you’ll find non-standard quirks at most locations with two or more boxes. Layouts would be designed with bespoke oddities to suit local traffic requirements. Even the Down Main at Bewdley has its own quirk (installed by the SVR) - a fully controlled wrong-direction move using the GWR ‘backing signal’ on the south end of platform 1. Unless I’m mistaken this is now unique, one of the last examples having been on the Up platform at Castle Cary until removed in the 1980s.

Sheringham is another although the box at the Cromer end is in a different location to the original and mainly to protect the end of the line plus the ungated crossing access from Network Rail.