seymour - victorian railways history resources

Seymour

Victorian Signalling Histories No 49, Version 1.0 (September 2002)

Copyright 2002, Andrew Waugh. Non commercial reproduction is permitted. Corrections and additions welcome. Please contact theauthor at 25 Grieve St West Macleod VIC 3085.

SEYMOUR ASeymour was an important railway centre. Although the actual junction was situated at Mangalore, the next stationnorth, Seymour was the effective junction of the two main trunks of the north east: along the Goulburn Valley toTocumwal and the main NE line to Wodonga. Seymour was also situated at the foot of the Great Dividing Range andconsequently goods trains were remarshalled in both directions to maximise the loads. Seymour was opened with theline in 1872 and became a Staff station when Staff and Ticket working was introduced into Victoria in 1873. The stationwas interlocked in 1886 from two boxes. For most of the next 40 years the box at the south end of Seymour station wasknown as �Seymour B� (Seymour A being the box on the south side of the Goulburn River). Duplication from Mel-bourne arrived at the South side of the Goulburn River in 1886 but got no further for 45 years due to the expense ofduplicating the bridges over the river. The resulting short, busy, single line section received the first Tablet instrumentsin Victoria in 1892. These were replaced by No 5 Pattern Tablet instruments in 1899 and Miniature Electric Staffinstruments in 1913. In 1925 the single line section was provided with power signalling and the end of the double linecontrolled from the erstwhile Seymour B, now known as Seymour A. Most of the yard roads were extended southwardsin 1929; this allowed Seymour to handle the longer goods trains resulting from operating the new X class locomotivesto Benalla. The second world war saw the provision of a second bridge across the Goulburn River and the duplicationwas extended to the start of Seymour yard. The remote control of Goulburn junction was consequently abolished.Duplication was not completed through to the platforms until 1961, when, for one and a half months the double line wascontinuous between Melbourne and Mangalore. After this the Up line over the Goulburn River was taken out of useand converted to standard gauge. Technically the end of the double line, once again on the south bank of the Goulburn,was worked by Dysart signalbox, but Seymour A worked the junction when Dysart was switched out. After the provi-sion of the new standard gauge line there were no significant changes at Seymour A until the mechanical signalling wasabolished in 1989.

??.05.1872 Opened as a telegraph office (Somersault Vol 22/2 page 27)26.08.1872 Line extended over Goulbourn River from Schoolhouse Lane (Victorian Railways to 62, Leo J. Harigan, CI has

20.06)20.11.1872 Line extended to Longwood (for passengers only). (Harigan, CI has 16.11 for passengers and 21.11 for goods)17.12.1873 Staff and Ticket system introduced with sections Broadford - Seymour (Blue Staff) and Seymour - Longwood

(Brown) (S5/1-3)(01.12.1879) By this date, Train Staff and Ticket sections are Tallarook - Seymour - Avenel. Down trains worked under

Telegraph Block on both sections. Up trains worked under Time Interval working (WTT)(31.05.1880) By this date, Mangalore opened as a Train Staff and Ticket station. All trains between Seymour and Mangalore

worked under Telegraph Block (WTT)(11.01.1882) By this date (since 31.5.80) Telegraph Block withdrawn for Down trains between Seymour and Mangalore.

Only Up trains between Mangalore and Seymour now worked under Telegraph Block. (WTT)(03.12.1885) By this date (since 1.12.82) Telegraph Block in use for all trains between Tallarook - Seymour - Mangalore

(WTT)01.04.1886 Up end of yard interlocked from �Seymour A� box containing a 30 lever Rocker frame (24 working) (IR)01.06.1886 New signal to goods yard in conjunction with provision of Seymour B box. Now 26 levers working. Locking

sketch shows a 34 lever frame with 30 levers working (IR, LS)

SEYMOURVictorian Signalling Histories

Version 1.0 (August 2002)Copyright 2002, Andrew Waugh

07.10.1890 New connection to loco depot. No changes in working lever (IR)02.03.1892 New signals and facing point lockbar levers provided. Now 29 working levers. Probably No 2 Road made

running line involving the provision of lockbars on points in No 2 Road and lower arm on left hand doll ofPost 3. (IR)

07.08.1892 Signalbox relocated to Up side of line to work gates across back platform road. Now contains a 39 lever frame(with 33 working levers) (IR)

c1892 No 1 pattern Tablet instrument provided to work Goulburn Bridge - Seymour section (McLean)16.12.1897 New disc signal. Almost certainly disc on Post 3 for moves to Engine Road. Now 34 working levers (IR)

(01.07.1899) By this date frame contains 17 signal levers, 3 control levers, 8 point levers, 5 fpl levers, 1 gatestop lever, and1 gatewheel (4 spare) (IR)

18.07.1899 No 5 pattern Tablet instrument replaced No 1 pattern instrument on Goulbourn Junction - Seymour �B� Boxsection (WN 3)

04.02.1907 Up Distant abolished. Now 16 signals. (IR)24.03.1907 Back Road is now a bi-directional running road. Back Road is track circuited and calling on arm provided on

Post 3; note Home 5 is not fitted with a reverser, instead the lever is locked normal when track is occupied.Connection provided from Shunting Siding D to Back Road. Additional signals provided on Posts 3 and 5.Discs replaced arms on Posts 4 and 6. Posts renumbered. Frame extended to 48 levers. Diagram 174/07 replaced99/07 (WN 12, IR)

(13.01.1908) Post 4 relocated behind level crossing. Disc 22 (Down moves along Engine Road) relocated to new Post 4A(WN 2)



07.06.1912 Siding E provided leading from main line. Additional disc provided on Post 2A for moves into siding, andnew disc provided on new Post 2B. Frame extended to 49 levers with addition of lever �A� at left hand end.Connection to siding worked from three lever Auxiliary Frame (1 signal, 1 control, and 1 points) secured byan Annett lock with duplicated lock on frame. Down Outer Home (Post 1A) provided (WN 16)

(10.06.1912) Nos 3, 4, 5, 6, and 7 Roads extended to lead to Nos 8 & 9 Roads (WN 24)

(07.12.1913) Miniature electric staff instruments replaced the Tablet instruments on the section Goulbourn Junction - Seymour�B�. Special design with 100 staffs (WN 7)

c1913 Special instructions: (1) In darkness, and foggy weather, no movement may be made towards the main linewhile it is occupied without the engineman being cautioned. (2) Shunting movements from Sdg D to the Backroad are prohibited. (3) Before a train may enter a goods road the signalman must check with the signalmanat C Box if the road is fouled, or about to be fouled. (4) Shunters must always notify signalman when a road isoccupied or fouled and when it is clear. The signalman must notify the signalman at C Box. Permission mustbe obtained when a loco is to proceed through one of the goods roads.(1913 SB)

07.10.1919 No 39 lever now secured by Annett lock (IR)c1919 Special instructions (alterations from 1913): (3) Before a train may enter a goods road (2-8) permission must be

obtained from the signalman at C Box. Trains are not to enter from both ends simultaneously. (5) Whenvechicles are left in the Back road, the signalmen are to be notified. In darkness or foggy weather, red lightsare to be placed on each end of the vechicles. (6) Down goods trains may be held at Goulbourn Junct (A Box)if they cannot be accepted in the yard. (1919 GA)

04.09.1921 Connection to Siding E connected to frame. Ground Frame removed. Up Home provided on Post 2A and discfor moves to Engine Road removed to Post 2. Additional disc provided on Post 2 and discs rearranged. BottomDisc 29 removed from left hand doll on Post 4 and point indicator provided on Points 11D. (WN 33*, SLR has4.8)

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16.08.1925 Goulbourn Junction signalbox abolished.Seymour ��B�� box renamed ��A�� box. Junctionworked from ��A�� box using a GRS Desk circuitcontroller known as lever A. Up Distant Post 1replaced by an automatic signal E3171 and newUp depature home signal (46) provided. Postsrenumbered. Controller had a single lever(working in a semi-circular slot) with 5positions: L. B. C D. R. C is the centre positionwith all the signals at stop. For a Down train,the lever is moved to the D position (whichmoves the points, if needed, to the reverseposition). When the POINTS REVERSE andLEVER FREE indications appear, the lever ismoved to the R position which clears signal AR.This signal is a stick signal and the lever mustbe operated from the C to the R position foreach Down train. For an Up train, the lever ismoved to the B position. When the POINTSNORMAL and LEVER FREE indications

appear, the lever is moved to the L positionwhich clears signal AL. This signal is a non-stick signal and will automatically clear whenthe first train has cleared the block section inadvance (as Up train movements can becontrolled by Home 46). Approach locking isprovided in both directions and may be freedby a time release. Home 46 is electricallyreleased by the lever being in the L position.The illuminated diagram may be operated fromeither the Town supply or batteries. The pointsat the junction may be operated manually. Ahandle is fixed in a box adjacent to the pointsin a switch. Opening the box secures both homesignals at stop. Removal of the point handlecuts the point circuit. Pilotman�s keys areprovided at each end. Diagram 10/25 replaced57/19. (IR, IS, WN 31 &, C14.26)

01.10.1926 Locking altered. Main line signals on Post 2previously locked by signal 46; Signals 20 and

29 previously locked by fpl 25; and 35previously released by 12. (IS)

c1927 Special instruction (changes from 1919): (2)shunting movements from siding D to the Backroad are no longer prohibited. (6) instructionre holding trains back at Goulbourn Junction.(7) down trains to whistle when passing post 1to warn shunters near D siding. (1928 GA)

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24.10.1927 Private siding for Seymour Sand and GravelCoy Ltd provided in the single line sectionbefore the Goulbourn River at 60 miles 55chains 67 links. Can hold six 25 ft trucks. Noengines, cars, vans, box truck, or trucks loadedabove the water level are to pass the derail blockat the entrance to the siding. The siding issecured by a B pattern Annett lock with aduplicate lock on Lever B in the frame. Removalof the key secures Home 46, Home AR, andAutomatic E3089 at stop. Key has a brass platereading �Drivers in possesion of this Key arepermitted to pass the Home Signal on Post 46when it is the �Stop� position�. (IS, 1928 GA-No1 Supp, WN 47*)

28.11.1927 Clearence bar (14) provided in No 2 Rd nearPost 3. Locking altered (IS, WN 49*)

24.11.1929 Post 2 relocated to the right hand side of theline. Four left hand discs (Discs 18, 19, 20, and29) moved from Post 2 to a new Post 2C situatedat the site of the former Post 2. Lockingalterations. (IS, IR, WN 49)

01.12.1929 Posts 1 and 46 moved 240 yards further out(WN 50)

15.12.1929 Nos 3, 4, 5, and 6 Roads extended over AnzacPde bridge. The Up end main line connectionsrelocated 740 feet further out. The connectionsfrom No 6 Road to Nos 7 and 8 Roads moved500 yds further out. No 9 Road (Goods Shed

Road) has not been extended. Siding E has beensplit in two. The furthest portion became SidingH. The points to Siding H are secured by anAnnett lock, the key to which also operates theSand Siding. Diagram 23/29 replaced 10/25.(IS, IR, WN 52)

16.07.1930 Ground disc Post 9 moved 80 feet further out(WN 30*)

03.09.1930 Post 11 moved 16 yards in the Up direction(WN 38*)

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03.10.1930 Crossover 48 between Nos 2A and 3 Roads, andGround Discs Posts 9B and 10B provided.Frame extended by 4 levers at right hand endand gates levers renumbered. (WN 41*, IS)

08.07.1931 Track locking provided on No 1A, 1, and BackRoads. Homes on Posts 3, 7, 8, 10, and 12 fittedwith reversers. Calling on 3 (Main Line to No1) provided on left hand doll of Post 7. Diagram9/30 amended. (WN 29, IS)

04.11.1931 Control of Back Road and No 1 Rd transferredto B Box. Control levers 33 and 35 abolished.Post 9C (Up home Back Rd to No 1A) provided.Signal 44 previously locked B (locking removedat the request of the transportation branch).(WN 46, IS, IR)

(20.12.1932) No 9 Rd extended 140 ft to dead end at Up end(WN 51*)

c1936 Special instructions (where different from1928): (8) If an engine is at Post 9B, a movementfrom No 2A Rd to No 3 Rd is not to be madewithout informing the driver of the loco in No

3A Rd. If No 2 Rd is occupied and a loco is inNo 2A Rd, then a movement along 3A/3 Rdmust not be made without notifying driver inNo 2A Rd (due to ground discs 9 and 9B placedon the wrong side of the line. (9) Points 13Uare motor worked in a similar fashion to thoseat Goulbourn Junction (but points 13D are rodworked). (10) Siding H and Sand Coy�s sidingare secured with an Annett key with a plate�Drivers in possession of this Key are permittedto pass Home signals on Posts 1, 3, and 8, alsoSignal No 46 at the Stop Position�. Shuntersmust not allow trains to leave Siding H untilhe has obtained permission from the signalmanand the required signal is shown on Post 2.(1936 GA)

11.08.1936 Seymour Sand siding removed. Locking altered(IS)

05.10.1937 Private siding for C.O.R. provided leading offshed road (No 9 Rd) and across roadway (WN40)

14.09.1941 Post 1 moved 209 yards further out and Post46 replaced by new 25 foot post 46 yards furtherout (WN 38)

(22.07.1941) All classes of trains may run through the Backplatform subject to not exceeding 15 mph (WN29)

20.10.1940 AGST directs that the Sydney and AlburyExpresses are not to use the Back platform. (SB)

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17.05.1942 Additional bridge over Goulburn Riverprovided and line duplicated from GoulburnJunction to Post 1 at Seymour. Remotecontrolled junction at Goulburn Junctionabolished. Lever A abolished. Frame extendedby 2 levers at left hand end (numbered 53 and54). Lever B renumbered 55. Points 20provided, Disc 20 renumbered 35, E3171controlled by lever 55 and Annett lock movedfrom lever 55 to 53. Diagram 12/41 replaced9/30. (WN 21, IS, IR).

c1943 Weighbridge moved from No 9 Rd to Sdg D(CI)

25.08.1943 Detection of facing points. (CI)04.07.1944 Lockbar removed from Points 28 and plunger

now worked by lever 12 in lieu of 27. Lever 27spare. (IS)

26.08.1945 Posts 2 and 3 moved 50 yards further out (WN36)

09.09.1945 Double compound 13/14 replaced by simpleturnouts. Crossover 13 replaced by a new

crossover 124 feet further out and Points 13Dprobably converted to motor operation. Annettlocked connection to Siding H moved 96 feetfurther out. Disc 40 now electrically detectsPoints 13D. (WN 38, IS, CI has electric detectionof 13D on the 10.9)

20.10.1946 Post 12 replaced by new lop bracket. (WN46,IS)

19.12.1951 Disc 42 removed from Post 11 and placed onnew Ground Disc Post 11B. (WN 1, IS)

c1953 Special instructions: (9 - amended) Points 20are motor worked in a similar fashion to Points13, (10 - amended) Plate on Annett key nowreads ��Drivers in possesion of this Key arepermitted to pass Home Signal on Post 3 at theStop position�. (GA)

01.12.1954 Yellow glass replaced green in calling onsignals 3 and 5 (WN 49)

08.08.1957 Post 11 moved 3 yards closer to platform (WN33)

03.11.1957 Cabin basement renewed. (CI)

23.02.1958 Post 4 renewed (CI)19.08.1958 Lockbar 25 replaced by lever lock due to

renewal of Crossovers 24 and 48. Points (andconnections) 13D and 17 also renewed. (CI, IS)

21.01.1959 Telephone near Post 3 relocated to the downside of the line (CI)

27.11.1960 Point rodding raised account alteration ofAnzac Ave bridge. (CI)

12.02.1961 Lines over Anzac Ave bridge lifted (CI)07.05.1961 Sidings E and H abolished. New siding E

provided leading off Siding D. Siding Dextended in Up direction. Post 5 abolished andDisc 43 removed from Post 8. Post 2 replacedby a new post 87 yards further out and Discs18, 19, and 35 moved to a new Post 5. (WN 20,IS)

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28.05.1961 Double line junction moved266 yds further in. Points 20replaced by Points 7. Posts 1and 46 abolished. New threeposition Post 1 provided 880yards in rear of Post 2. PostE3171 abolished. UpAutomatic E3242 provided.Post 3 moved 4 yards furtherout from track. (WN 23, CI)

02.09.1961 Engine Road abolished.Control 31 abolished. Discs 21(Post 7) and 30 (Post 12)abolished. Post 11 abolished.(CI)

17.09.1961 Diagram 11/61 replaced 3/42(WN 39)

01.10.1961 Duplication over Anzac Pdecompleted (double track nowcomplete between Melbourneand Mangalore). Posts 7 and8 replaced by new Posts 8, 9,and 10 on a pin arch bridge(104 ft between pin centres, 29ft 2 in from rail level to bottomof bottom chord). Bridge cutdown from a 120 ft pin archbridge from Spencer St. NewPost 3 with 4 discs provided.Disc 30 (Siding C to No 1ARd) provided on Post 9C(renumbered 13). Post 12replaced by Post 17 four yardsfurther out on signal bridge.Posts renumbered (WN 41, CI,RK221)

17.10.1961 Interlocked gates on stationaccess road replaced bymanually controlled boombarriers (worked by theformer gate stop lever). Gatewheel 52 removed. (WN 44)

12.11.1961 Points provided in Down linefor future Dysart Junction.Future No 20 points

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previously spiked for straight (now spiked forturnout). Normal speed indication on Post 1replaced by a medium speed indication. (WN47)

26.11.1961 Up line over Goulbourn River abolished. Theend of the double line and signals 2 and 7 atDysart are now worked from Seymour A Boxwhen Dysart is switched out. Dysart signal boxis crosslocked from Seymour A Box. Pilot keysare provided at Homes 7 (Dysart) and 46.Diagram 20/61 replaced 11/61. (WN 51)

29.12.1961 Down Home Post 9B (controlled by B Box) andUp Home Post 17B provided on StandardGauge line to protect the Station Access Roadlevel crossing. (CI)

03.01.1962 Standard Gauge opened for goods (CI)08.04.1962 Light signals replace Homes on Posts 9B and

17B on the standard gauge line in preparationfor introduction of passenger service. Thesesignals are worked from Seymour B Box notfrom Seymour A Box. (CI, IR).

(15.05.1962) Dead end extensions at up end of No 7 and 8Rds removed (WN 20)

31.10.1969 Nos 16 and 17 points and connections renewed(CI)

28.06.1971 Mechanical time release provided to releaseapproach locking on Points 20. (CI)

20.12.1974 Standard gauge passenger platform provided(CI, IS)

(06.09.1977) Weighbridge removed (WN 36)04.07.1978 B.P. Siding (ex C.O.R. Sdg) has been dismantled

(CI)c1979 Special instructions: (9) and (10) deleted. (GA)05.06.1983 Points 10 and Lockbar 9 disconnected account

W+W bridge renewals. (CI)04.09.1984 Pilot keys for single line over Goulbourn River

removed (WN 36)03.05.1987 Tallarook and Dysart signal boxes abolished.

Automatic signalling Tallarook - Dysartabolished. Double line block section nowBroadford - Seymour. Up Automatics E3048and E3116 abolished. Down Automatic E3047

converted to a repeating signal. Posts at Dysartrenumbered to reflect Seymour A levers ratherthan Dysart. Crosslock lever 55 sleeved normalSeymour A may accept down trains if the lineis clear to Up Home 53. Up trains awaitingline clear must be held at Home 46 (WN 18, IS,SD)

25.06.1987 Post 47 (now the Up starting signal) wasconverted to a two position home by theremoval of the B (lower) light. (WN 25)

25.08.1987 Home U53 converted to Controlled AutomaticE3117 (WN 36)

(01.12.1987) Closed circuit television installed near Post 47so that signalman can detect the end of trainmarker on down trains. (WN 47)

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09.03.1988 Siding D abolished. Points 13D replaced bymotor operated Hayes derail and wheelcrowder. Post 5 abolished, Discs 40 removedfrom Posts 6 and 7, and Disc 36 removed fromPost 10. Crossover 11 spiked normal andlockbar 8 became a pilot lever. Levers 11, 18,19, 35, 36, and 40 sleeved normal (IS has 08.03)(IS, WN 10)

25.01.1989 Down line between Posts 1 and 2 became twoway running line (known as No 1B Rd).Vehicles are not permitted to stand in No 1BRoad. New dwarf signal Post 35 provided atup end of No 1B Rd. Disc 36 on Post 10 broughtback into service. Siding C abolished (bookedout about 3 months earlier). Levers 35 and 36

previously sleeved. Lever 28 sleeved normal.Diagram 34/88 replaced 8/87. (WN 4/89)

01.03.1989 Crossover 48 spiked normal and posts 11 and14 removed. Points 15, 16, and 17 converted tohand operation (by WSa levers). Levers 15, 16,17, 43, 48, 49, and 50 sleeved normal. Diagram2/89 replaced 34/88. (WN 8, S12.3-64)

11.07.1989 Post 17 relocated 2 metres to the left. (CI)13.07.1989 Post 10 replaced by new Post with a three

position signal. New Home can only showStop, Medium Speed Warning (for moves toPost 46) and Low Speed Warning (for movesto Post 35) (WN 28)

20.07.1989 Station access boom barriers and standardgauge signalling temporarily out of service due

to wiring changes. (CI)26.07.1989 Signal box abolished. Mechanical signalling

replaced by power signalling worked frompanel in the station building. Block instrumentrelocated. Diagram 18/89 provided. (WN 29)



SEYMOUR BThe box at the north end of Seymour yard was opened in 1886, slightly after the box at the south end. It was known asSeymour C until 1925 when it was renamed Seymour B. The line to Mangalore was duplicated in 1889 and a new boxwas probably provided with a 55 lever frame. The yard was rearranged in 1907, but otherwise there were no signficantchanges until 1961 when, in conjunction with the provision of the standard gauge a new box with a much larger 78lever frame was provided. After the upheaval of the arrival of the gauge almost no changes eventuated until the demiseof mechanical signalling in 1989

01.06.1886 Down end of yard interlocked from �Seymour B� containing a 34 lever Rocker frame (24 working) (IR)23.07.1886 Block working (Winter�s Instruments) provided between Seymour and Mangalore (CI)10.03.1889 New 55 lever Rocker frame provided (42 working). Surviving McKenzie and Holland locking sketch shows

the single line, but has 49 levers working. (IR)22.09.1889 Line duplicated to Mangalore. Now 45 levers working (IR)27.10.1889 Yard rearranged. Now 48 levers working (IR)

07.10.1890 Signal provided to and from Engine Shed. Now 49 working levers (IR)16.12.1897 New signal; probably Disc on Post 18 (Coal Stage to Post 14). Now 50 working levers, but this does not agree

with later interlocking register or Weekly Notice. (IR, WN 25)



(01.07.1899) By this date frame contains 24 signal levers, 1 control levers, 18 point levers, 4 fpl levers, 1 gatestop lever, and1 gatewheel (6 spare) (IR)

03.03.1902 Bank engine key provided for banking to 63 miles 50 chains. Only trains with greater than 80% maximumload to be banked. Bank engine key is an Annett key which is normal kept in a lock on lever 37 (DownStarting). Removal of the key will secure signal normal. (WN 9, SLR)

03.02.1904 Points to new siding (No 8 Road) connected to frame and worked by lever 29. Point indicator provided onpoints (WN 5)

(21.03.1904) Special instructions re vehicles left standing on east platform (WN 12)(13.08.1906) Post 16 moved 30 yds further out. (WN 33)(20.08.1906) Post 15 moved 18 yds further in (WN 34)(27.08.1906) Connection from Down line to Cattle Yards siding (Crossover 37) disconnected from frame and worked by

hand. Points in siding are secured by an Annett lock and the main line points are secured by hand locking barand padlock. Annett key kept in a duplicate lock on the frame - probably Bank Engine Key. Post 19 (Shuntingsignal 37) abolished. (WN 35, but not mentioned in IR or SLR)

(11.02.1907) Cattle Yard siding extended across level crossing to form shunting neck. Connections to Nos 5 - 9 Rdsdisconnected from the frame and worked by hand. Signalling alterations. Diagram 64/07 replaced 97/04.(WN 6).

24.02.1907 Rearrangement of tracks and signalling. Car Siding provided. Crossover provided from Back road to Downline and Back Road signalled for bi-directional running. Back Road track circuited. Occupancy of road lockslever working Home on Post 8 normal; calling on arm provided. Goods yard connections rearranged andconnections to Engine Road removed. Now frame contains 27 signal levers, 1 control lever, 15 point levers, 4lockbar levers, 1 gate stop lever and 1 gate wheel (5 spare). Diagram 99/07 replaced 64/07. (IR, WN 8)



12.01.1908 New crossover provided between Loco Rds and goods sidings. Signals on posts 6, 10, 12, and 13 rearranged.Diagram 876/07 replaced 174�07. (WN 2, IR, SD)

c1913 Special instructions: (3) Engines must not be allowed into Loco Road III unless requested by a responsible locoofficer, and then not until protected. (4) Drivers on Loco Road I must keep an eye out for engines coming fromthe goods yard. (SB)

27.07.1917 Ground Disc Post 8B provided for setback moves from Down line to No 1 Road or Back Road. Disc providedon Post 12 for moves along Down line towards Ground Disc Post 8B. (IR, WN 32*)

c1919 Special instructions (different to 1908): (1) Banking assistance is limited to those trains whose load exceeds asingle locomotive. (GA)



25.11.1920 Defence Dept�s siding provided. Leads from Engine Road and crosses Victoria Street behind signalbox. Post10B provided and right hand disc on Post 11 abolished. Point indicator provided on Points 29D. (IR, WN 49)

13.03.1923 Post 6 moved 21 yards further out from the platform. (WN 12)04.08.1924 Crossover 39 previously secured normal when Bank Engine Key removed from frame. (LS)21.05.1925 Wickets on the up side of Victoria Street connected to frame. Signals at the right hand end of the frame

renumbered. Frame extended by 5 levers at left hand end but only Lever E in use. Disc 43 on Post 10 removedand point indicator on Points 28 provided. (WN 22, IR, LS)

16.08.1925 Renamed Seymour B Box due to Goulbourn Junction being abolished. Diagram 10/25 replaced 57/19. (LS,WN 35)

28.11.1927 Point indicators provided on Points 16, 20D, 24, 25, and 26. (LS)c1928 Special instructions (different to 1919): (5) The Defence Dept�s siding crosses Victoria Street at the rear of B

Box. The level crossing has cattle pits and movements are protected by shunters. Trains may only shunt indaylight and movements may not be made across Victoria street unless the disc on Post 10B is clear. (GA)

04.12.1929 Post 6 replaced by new Post 6 (Home 7 and Disc 13) and Post 6B (Discs 14 and 15). (WN 50)15.12.1929 Posts renumbered (WN 52)



08.07.1931 Track locking provided on main lines to Down Starting signal and Up distant. Home signals (except theDown starting signal) fitted with reversers. Up distant motor operated and works automatically (controlledby Homes 49 and 50). Calling on signal provided (Down line to No 1 Rd) provided on Post 16 worked by No51 lever. (WN 29, LS, IR)

04.11.1931 Control of Back Road and No 1 Road transferred from Seymour A to Seymour B Boxes. Control levers C andD provided. (LS, IR)

15.04.1932 Locking altered. (LS)c1936 Special instructions (different to 1928) (5) Yard side of Defence Dept siding is protected by a gate, the key of

which is kept in B Box. When Seymour yard is congested, siding may be used to store wagons. They are to beremoved as soon as possible and are not to interfere with Defence Dept�s traffic. If placed at night, two shuntersare to be used and the interlocked gates shut to protect on side of the level crossing. Otherwise, siding is onlyto be used during the day except when authorised. (GA)

04.06.1940 Delta crossover abolished. Crossover 19 moved 103 yards further out and Lockbar 18 replaced by lever lock.Crossover 29 moved further out. (WN 24)



(22.07.1941) All classes of trains may run through the Back platform subject to not exceeding 15 mph (WN 29)20.10.1940 AGST directs that the Sydney and Albury Expresses are not to use the Back platform. (SB)25.08.1943 Electric detection added: No 3 signal detects 20U and Signal 49 detects 16. (IS)06.09.1944 Post 26 (2 discs - worked by quadrents near turntable) abolished. (LS, WN 37)16.10.1944 Post 27 replaced by new post 10 yards further in. (WN 43)18.02.1947 Post 28 replaced by new post 33 yards further in and 13 yards from track (WN 8)28.06.1947 Points at Down end renewed. (CI)01.03.1951 Post 15 relocated 10 yards further in. (WN 11)01.12.1954 Yellow glass replaced green glass in calling on signals 43 and 51. (WN 49)15.03.1955 When an engine of a train is standing on No 1 Road between Posts 13 and 20, no loco movements are to be

made between the Goods Yard and the Loco until the Driver of the engine on No 1 Road is informed. (SB)02.06.1957 Posts 16 and 20 renewed. Interlocking renewed. (CI)16.06.1957 Fittings on Post 25 renewed (CI)30.06.1957 Lockbar 40 replaced by lever lock in conjunction with renewel of single compound crossing (LS, CI)22.06.1958 Steel supports provided under the machine timbers. (CI)06.07.1959 Points 24 and 27D renewed. (CI)20.04.1960 Post 15 renewed. (CI)18.09.1960 Post 28 moved 35 yards further out and 28 feet from line. (WN 40)02.07.1961 Rearrangement of point and lockbar leads (CI)10.08.1961 Points 34 (to Mobilisation Siding) spiked because of re-routing of point rodding. Disc 37 on Post 19 abolished.

(CI, IR)13.08.1961 Re-routing of point leads. (CI)26.08.1961 Crossover 19 abolished. Home 4 on Post 15 abolished. Plunger 18 now pilot lever. (CI, IR)02.09.1961 New signal box provided at the Up end of the old box with 78 lever frame (constructed from 88 lever frame

from Cressy). Down end rearranged and Posts 16, 19, 23, 25, 26, and 30 abolished. Gates worked by handpending completion of subway. Wicket gates worked from ground frame. Remaining posts renumbered.(now 23 signal levers, 2 control levers, 16 point levers, 4 plunger levers, 3 pilot levers, 1 annett lock lever and29 spare) (IR, CI)

09.09.1961 Crossovers between Up and Down main lines, coal stage, and loco roads provided. Post 21 abolished and Post31 (with 2 discs) provided. Now 4 extra signals, 1 point, 2 plunger. 1 pilot lever removed. (CI, IR)

17.09.1961 Broad gauge signalling completed. Engine Road provided with crossover to Back Road. Posts 21, 22 and 30provided. Two extra discs provided on Post 31 and Disc provided on right hand side of Post 18. Victoria Streetgates and wickets still hand worked under instructions from signalman. Diagram 11/61 replaced 3/42. (WN39, IR, LS)

29.12.1961 Mechanical home signals provided on standard gauge: Down Home Post 9B (controlled from A Box) and UpHome Post 33B. Levers 50 and 51 previously spare. (LS, IR, CI)

03.01.1962 Standard Gauge line opened for goods traffic (CI)08.04.1962 Mechanical Home signals on Standard Gauge replaced by light signals. Post 9B replaced by Down Home 50

worked by lever 50. For Up moves Seymour B controls Departure Homes at Seymour Loop by lever 50. (CI,LS, IR)



20.12.1962 Post 20 renewed. (CI)11.02.1963 CTC control of Gauge Crossing provided. Control of Down Home 50 and Up Departure signals at Seymour

Loop abolished. Homes 50, U50 and V50 became Homes 21/2, 22/4 and 22/U4. (LS, IR, CI)

(26.03.1963) Dual Gauge Turntable provided (WN 13)12.12.1967 Coal Stage Rd removed. Points 40 and signals 71 and 72 deleted. (LS, IR)1967 - 68 Pedestrian subway extended and Siding B connected to stockyard siding. (CI)31.10.1969 Points and connections 26, 28, and 54 renewed. (CI)13.10.1972 When a movement to or from the switch locked loco siding is necessary, the CTC Train Controller must

inform the NE Train Controller at Seymour who must arrange for the Signalman at B Box to operate theswitchlock. The priorities of Broad or Standard Gauge moves is to be determined by Seymour Train Controller,but Signalman is not to leave the box if an Up Passenger has departed (or is about to depart) Mangalore or ifthe signals have been cleared for an Up Goods train. The Guard of a Standard Gauge light engine or ballasttrain may operate the switch lock, but Guards are not to be booked on for this duty (Memo from ACTM in SB)

24.12.1974 Flashing light signal and shunters warning bell provided (CI)03.09.1974 Up distant relocated 6m nearer track due to abolition of Seymour C Box. (WN 36)10.01.1975 Fireman responsible for operating Standard Gauge switchlock for movements into the loco depot except when

a Guard is on the loco, or the train is running Bona (SB)27.05.1975 Flashing red warning light provided on up side of B Box for approaching standard gauge trains. Bell provided

previously. (WN 21)11.07.1983 Signals 48, 49, 69, 76, 77, and 78 electrically lit (WN 3)04.11.1983 Signals 2, 3, 4, 16, and 17 electrically lit (WN 21)17.08.1987 Crossover 7/8 over Standard Gauge abolished (actually abolished much earlier). Discs 4 and 10 abolished and

levers 4, 6, 7, 8, and 10 sleeved normal. (WN 31, S10/6-112)(1808.1987) Banking to stop board or Mangalore prohibited. (WN 32)08.01.1988 Posts 21 and 22 removed and levers 5 and 9 sleeved normal. Annett lock on Lever 39 (Bank Engine Key)

removed. (WN 2)11.09.1988 Connection from �X� to Down line abolished. Crossover 58 and Discs 46 (Post 25) and 68 (Post 32) abolished.

Levers 46, 58, and 68 were sleeved normal. (WN 37)12.10.1989 Nos 7 - 9 Rds abolished (except for a short portion of No 9 Road serving Freight Centre). Points 54 and 55 were

abolished. Crossover 56 was spiked reverse. Points 57 were converted to hand operated. Post 24 (Disc 44)abolished. Post 25 was abolished and Disc 63 relocated to a new ground disc Post 25 further in. Siding A backin service. Levers 44, 54, 55, 56, and 57 sleeved normal (WN 41, LS)

31.01.1989 Home 48 (Post 26) and Crossover 27 abolished. Levers 27 and 48 were sleeved normal. (WN 5)(07.02.1989) Car Siding abolished. Points/Catch 21 and Plunger 22 were abolished. Post 20 (Discs 13 and 14) was abolished.

Lever 22 became a pilot lever. Levers 13, 14, and 21 were sleeved normal. (WN 5)(28.02.1989) Lead from goods yard to main line and loco sidings abolished together with remaining interlocked points in

goods yard. Points 26. 28, and 29 were converted to hand operation. Crossovers 30/31 and 34/35 were abolished.Plungers 32, 33, and 36 were abolished. Posts 23 (Discs 41, 42, and 43), 25 (Disc 63) and 28 (Disc 69 and Home76) were abolished. Discs 17 (Post 19) and 65 Post 27) were abolished. Levers 33 and 36 became pilot levers.Levers 17, 26, 28, 29, 30, 31, 32, 34, 35, 41, 42, 43, 63, 65, 69, and 76 were sleeved normal. Diagram 2/89 replaced34/88. (WN 8)



17.07.1989 Main line crossover abolished. Crossover 24 and Plungers 23 and 25 were abolished. Home 2 (Post 18) andDisc 67 (Post 27) abolished. Levers 23 and 25 became pilot levers. Levers 2, 24, and 67 sleeved normal (WN 28)

26.07.1989 Signal box, frame, and all mechanical signalling abolished. Uni-lever panel provided in station building. (WN29)

SEYMOUR

26.07.1989 Uni-lever panel provided in station building. Double line (and block working) to Mangalore abolished. FormerDown line became Goulburn Valley line worked by Train Orders with sections Seymour - Nagambie. Commenceand End Train Order Boards were erected at Home 62 near High Street. Former Up line became NE main lineworked by Miniature Electric Staff with sections Seymour - Avenel. CCTV camera provided near High Streetto allow Signallers to detect that Up trains are complete. Diagram 18/89 replaced 6/89. (WN 29)

26.11.1990 Crossover provided between No 2 and No 3 Tracks at Down end. Crossover secured by Annett Lock. Annettkey normally secured in Crosslock at Down end of platform. Crosslock released by lever 35. When crossoveris reversed Homes 46 and 48 and Dwarf 52 can display a low speed aspect for moves into No 3 Road (WN 7)

(14.09.1993) Electric Staff on NE line replaced by Train Order working with sections Seymour - Avenel. (WN 34)31.10.1996 Push buttons to operate the low speed aspects on Homes 46 and 48 were provided in the crosslock cabin. To

signal a train into No 3 Track the Signaller must reverse the crosslock release (lever 35) and then levers 46 or48. After removing the Annett key from the cabin and reversing the crossover the low speed aspect may bedisplayed by pressing the pushbutton. Two selection buttons were provided on the panel for moves pastHome 36 to either the NE line or Goulburn Valley line. After the route is set and lever 36 is reversed theappropriate selection button must be pressed before the signal will clear. (WN 44)

19.06.1997 Dwarf 28 was relocated 16m in the Down direction and the track circuit extended (WN 23)(10.07.2000) Down trains accepted under non-terminal block conditions (WN 27)

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