Wellington 'A' signal box - New Zealand
Wellington 'A' signal box with its Westinghouse Brake & Signal Co. Ltd. Style 'L' Power Lever Frame was opened in 19th May 1937 when the whole of Wellington station opened and it was fitted with a 127 lever Westinghouse 'L' frame.
Wellington signal box controls Wellington Railway Station, Wellington rail yards and along the Wairarapa Line as far as Ngauranga. It is usually manned by one person, but at peak times it is manned by two people,
Wellington 'A' signal box viewed from the front track side of the building, For many years the diagram could be clearly seen from passing trains. Then
about two years ago windows with a sun filter on them were installed as were
venetian blinds. Now the diagram cannot be seen from the outside.
Picture curtsey of David at http://valleysignals.org.nz ©
Wellington 'A' signal box photograph from the rear of the box, this was photographed on 23rd October 2008. Front elevation to follow when one becomes available.
In the early 1980s there was concern at the state of the wiring and in 1989 a
building was erected next to A-Box housing miniature relays, replacing those
on the ground floor of A-Box.
Picture curtsey of David at http://valleysignals.org.nz ©
In 2009 (as seen above) the Westinghouse L style lever frame is now only in two parts the first section has 59 levers, the second section has 31 levers, The yard wiring was removed sometime in the 1980s or 1990s. Wellington 'B' box was removed sometime in the 1980s or 1990s.
Above is pictured a closer view of the main interlocking frame, and its track diagram above, this was photographed on 23rd October 2008. Please note that
the current track and signal configuration at Wellington is similar to that
in the 1937 diagrams. That is about to change as work has started on the
installation of a third, bi-directional, track between Distant Junction and
the throat.
Currently my New Zealand contacts are not aware of any firm plans to replace it so it will be in use for another few years. Picture curtsey of David at http://valleysignals.org.nz ©
Picture curtsey of Ben Calcott in NZ ©. Larger picture availiable by double clicking pictue above.
Westinghouse publicity photograph of the Wellington signal box circa 1937.
in 1934 (as seen below) Westinghouse supplied the frame comprising of 127 levers, 29 of these levers worked the points, 40 signal levers operated the coloured light signals, there were 5 special levers and 36 spare levers [yes] 36 when the frame was supplied and installed.
This photograph above depicts the complete assembly of all 3 sections of frame L60 as installed. The centre section carries 65 levers although it is of a configuration long enough for 67, whilst the two wing sections have a capacity of 31 levers each giving a capacity total of 127 for the complete assembly. The centre centre construction if formed from (3 x 12 + 8 + (2 x 12) castings whist the doors used were (2 x 12) + (2 x 10) + (2 x 12) this was one of the rare occurrences where of a frame with 10-way doors. The left hand wing was replaced in the early 1960's by a rotary switch panel upon remodeling at Ngauranga when the north Island Main trunk and Wairarapa lines meet outside the station.
The buttons which can be seen above the levers on the indication panel are for selecting the SLOW SPEED aspect on a signal. These buttons are mechanically latched upon reversal of the lever and do not return until the lever is reversed to normal.
Westinghouse publicity photograph of the Wellington signal box circa 1937.
You can click the picture to get a larger more detailed view.
Picture curtsey of Westinghouse and John Francis © John Francis
& Westinghouse.
Westinghouse publicity photograph of the Wellington signal box circa 1937.
The left hand portion was place at 30 degrees to the main central section, The photograph clearly shows the (2 x 12) & (1 x 8) section construction to achieve the 31 levers. Only the top one or two of the front contact band rollers have been required for use. Each roller can cary a maximum of 9 bands. The catwalk pit arrangement beneath the frame is clearly visible This allows installation and maintenance staff the facility to stand uprights whilst working within the frame. An example of blanking plates for the purpose of permanent spare spaces can be seen in lever position 27, 28 nd 30. the space at the end of the frame, to the right of lever 31, is always rendered redundant.
Levers 15, 22 and 31 on this section used 'selection' on these levers allowing more than one signal to be operated by each of them, for example lever 31could control.
Route A. UP MAIN JUNCTION HOME TO TAWA PLATFORM
Route B. UP MAIN JUNCTON HOME TO HUTT
Route C. LOW SPEED FROM UP MAIN
The left hand wing was replaced in the early 1960's by a rotary switch panel upon remodeling at Ngauranga when the north Island Main trunk and Wairarapa lines meet outside the station.
You can click the picture above to get a larger more detailed view.
Picture curtsey of Westinghouse and John Francis © John Francis
& Westinghouse.
Signalling Information from 1937 opening guide
The New Zealand Railways Magazine, Volume 12, Issue 2 (May 1, 1937)
The new Wellington yard is about two miles in extent and, with the exception of a few signals and points in the goods yards, is wholly controlled from one main signal cabin. It will be appreciated that to control a yard of this length and size from one main cabin involves a very complicated electrical system in order to ensure that trains pass safely through their respective routes and only to lines which are clear. The signalling is operated by electric power and it has already been mentioned that every care is taken to ensure that the power supply shall be entirely reliable under all conditions.
The main signal cabin, where the electric interlocking machine consisting of 127 levers is installed, is situated about a-quarter of a mile north of the station building in close proximity to the main substation. The signals are those known as the three-position, colour-light type and give the well-known red, yellow and green indications to drivers. The points are operated by motors which are connected to the relative levers in the interlocking machine.
Situated above the interlocking machine is an illuminated diagram whereon the positions of trains in the various parts of the yard are indicated by lights. The signalman is thus aware at all times what parts of the yard are occupied and where trains are moving, There are approximately 80 indicating lights installed in this diagram and the signalman can work quite safely with this and does not require to see the actual trains themselves. Behind each of the levers are small indicating lamps which tell the signalman whether the lever is free to be pulled and whether the mechanism which it controls has responded to the movement of the lever.
The interlocking between signals and points is effected electrically and it is only after all the necessary conditions are complied with to ensure the safe passage of a train that the indicating light behind the lever will show free and indicate that the lever can be pulled. Unless this light shows, the lever is locked and cannot be moved from its normal position.
Trains moving through the yard put the signals to “Danger” behind them independently of the signalman and it is impossible for the signalman to allow a train to proceed on to a section of line which is already occupied.
It has been mentioned that the points are operated by electric motors. There are 70 of these machines in the yard and the points are moved by them in approximately three seconds. While a train is passing through a pair of points the power to the motor is cut off, thus ensuring that the points cannot be moved under a train.
What is known as electric detection is employed as an additional safeguard, the sequence of conditions when a train is signaled being, firstly, that the road must be clear, secondly, that all the points must be in the correct position and, thirdly, that the signalman pulls the correct lever.
Should any of the conditions not have been complied with, it is not possible for the lever to be pulled and, further, if any of the points are at all out of adjustment then the signal will not go to clear as the electric power to operate it passes through contacts on the particular pair of points over which it applies. An inside view of the signal cabin showing the interlocking machine and levers is the subject of one of our illustrations. In this the illuminated diagram can be clearly seen, as can also the indicating lights behind the levers.
In this short article it has been possible to give only the broadest out line of the electrical equipment which has been installed in the new station and yard, but it is hoped that there may be some added interest for those who look at the fine and imposing facade of the new building to know that it is the home of many interesting pieces of apparatus, representing the latest achievements in many phases of engineering.
Picture above taken from The New Zealand Railways Magazine, Volume 12, Issue 2 (May 1, 1937)
all copyrights acknowledged. Sorry the picture quality is of a low resolution.
Click picture for larger version of Wellington station area as it was in 1937
Click picture for larger version of Wellington station area as it was in 1937