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  1. Given that the 'tandem' photo shows the rear end of a banked train, would the side lamps actually have been in place while the banker was attached? I'm not sure of the precise rules in such circumstances :-(
  2. I don't know the precise provenance of that type of sign, but the only examples which I have encountered in the South West have been (a) of WR origin and (b) dated post-1948. [Even in WWII the GWR was still making cast-item SB nameplates.] The SRS records the temporary 1940-42 GF as being open-air. Incidentally, the Turnchapel plates are the only ones of which I am aware that had 'GROUND FRAME' in full rather than just 'G.F.' Compare with this 1956 example.....
  3. I would have considered this to be electro-mechanical, being that AIUI there is a physical arm worked by a mechanical linkage to an electrical drive mechanism. But maybe I'm being too 'picky'....???
  4. At the RH end, in the upper half of the upward sloping diagonal cross-bracing, there is an extra piece of black ironwork, almost in a boomerang shape. Is that perhaps a side-lamp bracket, otherwise what is it for?
  5. I'd forgotten about that one, just a little before my time there :-) Are there any photos of it ??? - must check your book again, but don't recall seeing any.
  6. Strictly speaking IMHO a non-independent point disc/point indicator merely indicates that the point is (hopefully fully) in one position or the other. It is not a signal to the driver to move, for which he needs to await a hand-signal from the guard or shunter. If one can assume that the guard/shunter has checked that the point is in the required position before giving that hand-signal, what practical purpose does the disc/indicator serve?
  7. AIUI the principle of the colouring, other than perhaps for aesthetics, was that - if perchance the arm fell off - the colour of the ball would tell the driver what sort of arm the signal had - ie distant or stop - and therefore what action he was required to take on the basis of assuming that the arm was in the 'on' position. Rather irrelevant for a repeater, hence I would have thought a 'neutral' black or white would have been appropriate.
  8. I would agree with Grovenor. Mind you, it appears that a B&ER style one survived at Creech Junction for many years. In fact, I would doubt if an indicator would have been provided in the beginning anyway, though having said that the L&SWR seemed to have been quite keen on providing worked shunt signals for both in and out movements. I always thought that rather pointless (no pun intended!), given that the in-going signal would be ignored anyway by every passing train (ie 99% of the branch services) and as there would be a guard or shunter present to work the GF when shunting then hand-signals ought to have sufficed.
  9. You may well be right. On the other hand, given that probably there were very few occasions when the painter would have had a finial that was other than red, he might just have assumed this to be red as well.
  10. Why not get rid of the backscene and just have a really wide display screen ?
  11. There needs to be a trap point at the LH end of the goods line to protect the bay platform line (assuming that the latter is a passenger-rated line). I would argue that the points leading to the ES would be worked directly from the SB. The LH yellow disc could be worked from SB as well. A yellow disc reading OUT of the RH end of the siding is redundant, as it could only read for one route anyway, which is the one that an engine could pass when 'on' anyway! I see no purpose for the GF, other than perhaps one lever to give a release to the SB for the points - a release plunger could serve the same purpose. I do not see any need for the subsidiary (Calling On ?) arms on the Inner Home bracket. A disc (or multiple discs) at the foot of the post could cover all shunt moves into the ES or either platform. I would agree with most of what ikcdab has said, but.... >>>The home bracket..... As the right hand arm reads into the goods loop, then this could be a short goods arm. I'm not sure if that would be valid given that it would lead only to a disc at the :H end of the goods loop. For 80s/90s I would make it just a disc (mounted on the bracket) and abolish the ground disc at the points. >>>The section signal is good, might be a bit further out to the right to allow running round inside the section without releasing the token. This would presuppose an outer home which would be 440 yds away and off scene. If an Outer home was provided then the run-round would be outside the section, hence no need to draw a token. The OH would need to be at least 440 yards from the Advanced Starting, not just the Inner Home, but only really needed if you want to be able to accept a Down train while shunting was in progress.
  12. >>>If by "the OP" you mean me... Not really, given that the thread was started by Steve, who also posted the photos of the signals in question. But if, as you say, you ".. rely upon pictures and reference books to deduce what might be 'right'...", then it seemed reasonable IMHO to presume that you had found a SR example of 'small' arms used in the configuration shown by Steve. My apologies if I was mistaken. >>>where does one find the "SR paint scheme"? I'll try and find the relevant references to post here in due course - unless someone beats me to it :-) [EDIT] Variously:- 1. http://www.semgonline.com/proto/sthnpaint.html 2. HMRS Livery Register No 3: LSWR & Southern (signals were Section 7 in the original edition, but I do not have the revised edition) 3. "Southern Nouveau and the Lineside" Irwell Press 2017 page 372
  13. What all that means in modelling terms is that any subsidiary arm below an SR (Railway and Region) will be a 3ft arm, painted in the red-white-red horizontal lines scheme and carrying either a letter 'C' or 'S' according to function.... Unless, of course, you happened to be on the S&DJR (the one with the blue engines), where a right old mish-mash of styles and sizes appeared over the years. >>>An area where I am not sure is whether a large metal cutout 'W' was ever used instead of the arrangement for Warning Signals shown in the illustrations on page 32 ' 'Railwest' might be able to answer that for us? Fortunately I can :-) When the SR replaced the signal-box at Templecombe (Upper) in 1938 a Warning signal was added to the Up Branch Advanced Starting and Signal Instruction 23 of that year describes it exactly as that 'indicator' form. A similar 'indicator' type of signal appeared at Midford in 1948 and there was one provided at Sturminster Newton in the 1950s, although by its location one would expect the latter to have displayed a 'S' (sadly no further info is known).
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