The following is a brief account of Princes Risborough North (PRN) signal box. For a more complete account please see risboroughbox.org.uk here.
Background: In 1904/5 Princes Risborough North (PRN) and South boxes were built and commissioned to GWR design by the Great Western & Great Central Joint Railway as part of the Bicester cut-off, which was the Great Western North Main Line from Old Oak Common (near Paddington) to Aynho (near Banbury). In 1988 with closure rumoured, the PRN building was listed. 1989 saw the last British Rail (BR) train ran on the Chinnor Branch and the Chinnor & Princes Risborough Railway Association (CPRR) was formed with the aim of purchasing and preserving the line.
1991 saw the CPRRA purchase the branch from BR from a boundary about half a mile from Princes Risborough to Chinnor (3.5 miles). Purchase of the remainder was expected to follow, after anticipated BR resignalling and route modernisation. In 1991 PRN box closed, and the layout was resignalled and controlled from Marylebone. CPRR volunteers worked with BR staff to recover the redundant signals etc. which were purchased from BR. Large items were taken by train to Chinnor, smaller ones being stored in the PRN box. In 1991 it was anticipated that the CPRR could extend into Princes Risborough, so in addition to using the closed PRN box for storage of signalling equipment the CPRR informally took over day to day maintenance of the building. The line extension having not yet occurred (BR were still using the sidings), the interim arrangement over the box was formalised in 1993. CPRR members undertook significant maintenance work, including roof repairs and an external repaint.
More recent history: 1958 saw a major re-engineering of PRN, including renewal of the lever frame with a shorter modern one. In 1968 singling of the line northwards, simplification of the track layout, and closure of the South box. The lever frame in PRN was again shortened and the operating floor partitioned to create a crew mess room at the south end. 1993-1998 in addition to looking after this building, CPRR members purchased and recovered material from other closing signal boxes including Gerrards Cross, Aynho, Bradford Junction and Radyr Junction. Much of the smaller kit recovered was stored in PRN box. Post-privatisation 1998 and the Railtrack safety regime began to bite. CPRR members had Personal Track Safety certification, but this was not recognised under the Sentinel scheme. We were asked to suspend work on the building, pending the conclusion of the extension arrangements (anticipated in a year or so). Though not realised at the time, this timescale estimate was to prove wildly wrong. Tools and signalling equipment became trapped in the box. Effectively the building had been abandoned. Following a break-in in 2011, British Transport Police requested CPRR attendance at the box. (No-one else would know what damage had been done or what had been taken.) Network Rail (NR) provided an escort. The building was found to be in a very poor state structurally, with water damage, cracked and shifted brickwork, roof leaks etc. Damage from the break-in was by comparison insignificant. NR allowed CPRR volunteers to access the box under escort to carry out some emergency repairs. To make things easier, a fenced access route was constructed by NR so we could get there without the escorts, but another part of NR then vetoed this. We only had about 10 days of access when it was brought to an abrupt halt in early 2012. One thing we had achieved was to get a prop under one corner of the roof where a supporting timber was failing. Subsequently it seems likely that this would have collapsed had we not done so, and in that event who can say what would have been decided; demolition on grounds of safety? 2012 along with most of 2013 was lost, with no access.
A change of direction: Then changes in personnel at NR, together with an improved working relationship in connection with some through working of excursion trains, led to the path to the box being improved and authorised for our unescorted use from November of that year. We were back, hopefully this time to stay, broadly on the terms of the 1993 agreement with BR.
In the late 90s, the industrial
estate behind the box was a demolition site. The box became the target
for vandals, nearly 200 window panes being broken. Pigeons then moved
in. In the 00s, a contractor for Railtrack boarded up the building,
because the broken glass and the ailing staircase were seen as safety
risks to track workers on a relaying project. The staircase was taken
down pending our eventual repair. Throughout 2013/14 once back in, CPRR
teams have been at PRN box every weekend. Priority is being given to
structural tasks (fitting steel ties to halt brickwork movement,
replacing rotted structural timbers, replacing failed mortar work
including a collapsed window brick arch etc.), and to improvements in
the working environment (admitting daylight and ventilation, removing
layers of pigeon contamination, getting electrics and plumbing working
etc.). Restoration has begun again, our previous efforts in the 90s
having effectively been wiped out by the years of neglect, vandals and
weather. At the time of writing, the matter of the line extension is
still under ongoing discussion between NR and CPRR. The box stands on
land which would be part of the lease for the extension. With no
security of tenure, the CPRR is limited in its ability to spend
charitable funds on the project or to seek grants or sponsorship; its
volunteers are looking after the box on a shoestring funded by the
Association members. In reality however there are no obvious short-term
alternatives if the building is to be preserved: it is in a bad way,
beyond economic repair for anyone but a volunteer organisation; it is a
listed building and therefore a liability to NR; yet it is the largest
surviving GWR signal box so worth preserving.
For more details please please see risboroughbox.org.uk here.