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  1. You are right of course. Ironically I was actually trying to talk specifically about the older arrangement, but somehow my brain seems to have scrambled to the two situations around chronologically <oops>.
  2. Do not forget that the 'pivot' light in the bottom RH corner has to show either red/yellow when 'on' or white when 'off'. PS: no hats were worn in the making of that statement :-)
  3. <pedantic hat on> Surely, strictly speaking, this is not 'MAS signalling' anyway, but just a 'traditional' signalling installation done with C/Ls rather than semaphores? Are you assuming also all points to be motor-worked rather than mechanical? <pedantic hat off> >>>The reason the two signals at 2 both share the same number, is that both signals are worked from a single control knob on the panel. Same goes for the two signals at 3. Well, that might work for 2 but not for 3 as the layout allows for parallel moves, eg a shunt move from DM to P3 at
  4. Without a lot more searching of photos (too late at night for that now!), what I am not sure about is the situation after the siding was removed, but my guess would be that the SR simply removed the redundant rodding and left the 3-way roller stools in place with one empty. Whether you want to model 'reality', or just pretend that the siding never existed at all and so there was only ever 2-way stools, is up to you.....:-)
  5. >>>Now awaiting the arrival of more ordering stools as I found a pohot showing three runs going towards the Barnstaple end after only noticing two in past research....... The run starting from the SB towards the Barnstaple end was only 2 rods. The section with 3 rods existed only for the rodding for the siding + trap on the Down side (worked by its own GF), which IIRC you were omitting from your model.
  6. The pre-preservation Alresford was rather unusual IMHO because, in addition to having an Up Advanced Starting, there was also a subsidiary arm below the Up Starting (apparently known colloquially as the 'watercress' signal on account of being used i/c/w the shunting of watercress trains). This signal apparently was used to enable trains in the Up loop to 'draw past' the Up Starting in order to shunt back into the Up Siding - but given the existence of an Up Advanced Starting then why not just use the Up Starting? I've never seen a similar provision elsewhere - any such 'shunt ahead' arm usuall
  7. If 17 reads 'wrong direction' on the Up Main, then you will need a Limit of Shunt somewhere on the Up Main to limit the movement.
  8. There seems to be some confusion here. Any shunt movement going outside of the Home would be going in the opposite direction to that controlled by the Home, so that signal would remain 'on'. Coming back past the Home is a different matter :-) 'Token release' would apply only to signals for moves /towards/ the signal line, not those coming off the single-line. Provided that the signalman 'blocks back' to the signalman at the far end and gets approval (Block Regulation 7(a)(i) ), then no token needs to be withdrawn (unless the shunt move was going forward to access a sid
  9. >>>16 is a shunt signal from P4 down to the up main..... ...but 16 is listed as a spare :-) >>>I think in the era I'm modelling that the starters would have S shunt signals.... Not sure what you mean by that? or why?
  10. Rule 1 - never base your model's signalling on anything you see at a heritage railway, unless you can be assured that it conforms to the practice of the period and originating company of your choice. Rule 2 - never rely entirely on what you may be told by one of their signalmen, who was told it by his predecessor, who learnt it from somebody else, who may not have been familiar with the signalling practices of the original company. You could end up with the modeller's version of 'Chinese whispers'. Rule 3 - always ask the Stationmaster :-)
  11. The branch train would still have had to shunt between platforms at each end of the journey (unless the railway indulged in expensive signalling alterations at a time when no doubt the 'writing was on the wall' for the Branch already), so the use of a motor-train would only have saved the actual engine run-round moves.
  12. IMHO unless we are talking about some inner-suburban terminus or similar location where regular traffic demanded the ability to run into a platform behind existing stock, then CO arms would be very unlikely - probably done by hand-signals if required. At places such as Lyme Regis, where the shunt signal was actually in advance of the Down Home, it was more to do with the reversing into the sidings of engines/stock which had been drawn out of the platform than to admit incoming Down trains.
  13. Possibly also a yellow shunt at the toe of point 6. There would need to be a red shunt under the Up Starting for Platform 2 for the route into the engine shed road.
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