Click for latest re-signalling progress.
After a long gestation period plans were finally agreed for renewal of the track layout at Horsted Keynes, obviously impinging on the Signalbox.
Left: Horsted Keynes Signalbox in the days before the work began. Photograph: Richard SalmonThe old arrangement had the former number three road up starter and the point leading to numbers two and three roads controlled by a ground frame which in turn was under the overall control of the signalman in the box. This point did not have a lock for movements into the former number three road, resulting in all down passenger trains having to use the then number two road. Although the old numbers one and two roads do join north of the station, at "Leamland Junction", this has not been an operational route and trains may only enter or leave number one road from the south. We want to have bi-directional running on all roads, so the new changes include making "Leamland Junction" operational and installing locking for movements south into what was number three road. When all of this trackwork is completed the points involved will be worked directly from the box.
Better signalling of the approach from the north (and at the same time a move further up the line for the advanced starter) creates a demand for additional capacity on the signal box's frame. When considering as well the plans for an eventual change to the layout south of the station, forty levers on their own appear to be insufficient for our needs. Several ideas were put forward to cope with this problem, only two of which were really practical. The first was to build a replica, but bigger, box to replace the existing one (whose structure is in sore need of repair), and the second to enlarge the existing box whilst at the same time repairing it.
Neither of these options is, however, now available to us as early in 1997 someone applied for, and obtained, a grade two listing for the whole Horsted Keynes station area, especially mentioning the signal box. We can knock it down in the interests of safety, but we cannot modify its fabric in the slightest way!
So, where to go next? It was decided that the best course of action is to have some functions operating remotely, as we do at present for the down distant signal at Sheffield Park. This means quite a few power-worked points and signals, a move which was not very popular but is, however, the course of action that is being instigated.
Work Progress
By clicking on the images you will be taken to a larger version, which may have more content than the smaller version on this page.
Second Quarter 2009
The Locks and Controllers have now been installed although not mechanically connected yet to allow the Signalmen to operate the levers with just mechanical locking so that they can operate the frame and get familiar with the new arrangement.
The pullies for the signal wires have been installed and despite the apparent random arranagement, have been carefully positioned so that the wires do not interfere with each other and can be routed via the adjusters for the long runs to the furthest signals.
The latest items installed in the locking room. Text and photographs: Chris Majer
The mechanical locking is now complete and a walkway has been constructed over the operating floor locking trays. The work has now shifted to downstairs in the locking room where the electrical locking is being applied.
Bert Bassett, one of the Bluebell's original Signalmen, inspecting the completed frame.
The walkway that has been constructed over the locking trays.
Charles Hudson, S&T leader, in the locking room downstairs where work has started on the electrical locking.
Text and photographs: Chris Majer
First Quarter 2009
The new mechanical locking for Horsted Keynes lever frame has been completed and provisionally tested. The mechanical actuators for the Sykes treadles and the train waiting indicator have been connected up. Work is currently progressing with fitment of pulley wheels for the wire operated signals. Many of the mechanical signals currently electrically operated using signal machines, will revert to mechanical operation and the recovered equipment transferred to Kingscote in readiness for the East Grinstead extension commissioning.
The lever frame inside the 'box with the mechanical locking completed.
The lever frame and block shelf looking almost ready for use!
The mechanical actuators for the Sykes treadles and the train waiting indicator connected up under the Block Shelf.
Text and photographs: Chris Majer
First Half 2008
Most of the components to reassemble the locking are now ready and the next stage will be to refit the interconnecting bars and dogs in the locking trays upstairs (there are more downstairs) and attach the tappets to the levers (see photo of the lever frame). The interconnecting bars and lock dogs are ready and waiting downstairs under the signal box. Some components will need to be customised as the assembly work progresses because of tolerances with a large mechanism such as this. The picture on the right shows two interconnecting locking bars that are so long that they almost go from one end of the frame to the other!
The tappets sitting by the frame.
The locking pieces presently underneath the 'box.
The long interconnecting bars. (Click to see the full image).
Text and photographs: Chris Majer
All photographs are © copyright. Non-accredited pictures are © Peter RichardsThe page showing the changes to the track layout at Horsted Keynes over the years may be of interest.
Updates from 1997 to 2000 are in the HK Signalling Work Archive 1,
for 2001 to 2003 in the HK Signalling Work Archive 2
for 2004/2005 in the HK Signalling Work Archive 3,
and for 2006/2007 in the HK Signalling Work Archive 4
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This page last updated 16th June 2009 by Peter Richards.
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