MAHOGANY, CHAIN DRIVEN, FUSEE DIAL CLOCK

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First let me say, this is not a railway clock. The name on the dial is the name of one of the resident signalman from 1978 t0 1986. The signal box was taken out of commission in 1988. The new panel box at Exeter St, davids took over the section up to Honiton. The box was sold to a private railway. The signal box can be seen at Bere Ferrers. This is a mahogany, chain driven, fusee movement, dial clock, in full working order, and keeping good time. The clock is a King George V, G.V.R ( seen in this last photo, the dial, hands, and case before it was restored ) wall clock which dates from 1910 to 1936, its clearly marked G R V on the back plate. I have put the clock up for sale not as a railway clock, but as a clock that may be interesting to someone who has an interest in old signalboxes, and may like this clock as part of there collection.SOME INFORMATION ON PINHOE SIGNALBOX Pinhoe was a weather-boarded cabin on a brick base, 1 mile 1,511 yards from Broad Clyst box, on the up side at the Broad Clyst end by the level crossing. The original crossover, 249 yards at the Broad Clyst end was joined, as we have seen, by a second crossover at the west end from 1943, when the Ministry of Food private siding was installed. The box originally had a Steven's frame with 11 levers but this was extended to 17 levers about 1943. Another lever, 'A' , was added in 1953 to release the new Pye Storage ground frame. Preece 1 wire block instruments controlled the section to Broad Clyst up to 1959. On the section to Exmouth Junction the Preece block instruments were superseded by Sykes lock and block in 1892, and these in turn were replaced in 1938 by 3 position block instruments. There were distant, home, starting, and advanced starting signals in both directions, the semaphore distant signals being replaced with colour lights in 1962. The gate lock and wicket gates were operated by lever, but in the absence of a wheel in the signal box the gates were opened and closed by hand. The B3181 was a busy road so the gates had to stay open whenever the line was clear. When the gates were shut, as they often were, road vehicles could make a diversion of a mile along the A38 to cross by the bridge and pedestrians could come on to the station and use the footbridge. Pinhoe signal box did not have a closing switch so was open continuously, as illustrated in the 1952 instructions. This was convenient in that the level crossing gates could be opened at any time; more important for the railway was Exmouth Junction, less than two miles away. Exmouth Junction signal box was the busiest on the line and as soon as the signalman there had received the 'train out of section' bell code from Pinhoe he could begin to signal the next up train. The running time for an up passenger train from passing Exmouth Junction to arrival at Pinhoe was just four minutes, but a pick-up freight starting at Exmouth Junction yard took about seven minutes. Delays to up trains clearing Pinhoe signal box could soon affect all up trains as far back as Exeter Central, as well as those on the busy Exmouth branch. Organising the pick-up freights between here and Exmouth Junction required skill and attention from the Pinhoe signalman. Even when all trains were running on time it demanded smart work to get the locomotive running round an up arrival and off down to the Pye Siding and Exmouth Junction Sidings before the next down passenger train. In the event of delay departure from Exmouth Junction sidings would be delayed in turn, or the train could be held in the 'Cold Store' siding clear of the main line read more

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