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  1. After much (unexpected!) research, and with kind help from Tony Cooke, I've now produced a web-page about Bason Bridge station and its signalling. Still a few unanswered questions and some gaps in records, but hopefully it may prove of interest. www.trainweb.org/railwest/railco/sdjr/bason.html
  2. You might want to take a look at the diagram here https://signalbox.org/~SBdiagram.php?id= 1057 which may answer a few questions.
  3. >>>Is there a difference between a fouling bar and a clearance bar or is it just different terminology for the same thing? Essentially a combination of the latter, how it was being used, and the railway company concerned. >>> I understood a fouling bar to be a length of metal that lay against the inside of one rail and, when depressed by the wheels of a train/engine, prevented other levers in the signal box being pulled..... In which case, you are talking about a depression bar, which was usually electrical. The concept of a mechanical fou
  4. Again, not from specific L&NWR experience, but.... Although there were instances where MFB/MCB were worked by their own lever, there were also instances where they were worked by the same lever as the adjacent points. In the case of somewhere like Alsop, the basis idea would be to prevent a set of points at the exit from a loop being reversed if the tail end of a train on the other loop was sitting foul of the connection.
  5. 'Yellow' discs mean that you can ignore/pass the disc if the point ahead is NOT set for the route for which the signal applies. When the point IS set for that route, then in effect you treat the signal the same as a 'red' one. Therefore the signals applied ONLY when the points were set for the 'crossover' route onto the main line. In effect, a method to allow a train in the sidings to run up and down between the dead ends without (a) the signalman needing to keeping clearin the discs or (b) the driver having to keep passing a 'red' signal at danger.
  6. Q1. Maybe the draughtsman forgot it? Not unknown. I suggest that you ask the SRS. Q2. Yes, as they appear to be marked MFB (Mechanical Fouling Bar). Q3. Given the way that it is drawn, then (a) 17 locked both points and (b) there would probably be one locking bar working both the lock plungers. Q4. Maybe that was L&NWR practice at the time? Not my speciality :-) Q5. Usual principle is top to bottom = left to right routes Q6. Y= Yellow shunt, hence worked only for the diverging route. Q7. At a rough guess, the main
  7. Published 1990 ISBN 1 870872 03 7 A quick Google shows that Abebooks has a 2nd-hand copy for sale....
  8. Derek Phillips did do a "Steam on the S&D" book for Fox some years ago, similar to the others that treggyman mentions. Anyway, I asked George Reeve for some details :-) and he tells me that essentially it will be a photo album (about 95% previously unpublished views) with extended captions and track diagrams and signalling diagrams thrown in for good measure, covering the whole line from Bath to Bournemouth and all the branches. Should be available at the beginning of July.
  9. I can't even find that small amount on the Irwell Press website :-( Does Byelines give a title and/or any idea of its content please?
  10. I am aware of the plan in Judge & Potts. My problem is that the two sidings at the station end are not shown on a 1930 copy of the diagram for the sidings GF , although it is possible that it simply had not been updated since 1910. The signalling diagram in J&P is for the alterations which took place in 1938 and 1939, including replacement and relocation of the GF.
  11. The 1938 RCH book does indeed specify 'G' for Bason Bridge. My problem is - what/where were those facilities ?
  12. The sidings at Bason Bridge were provided initially for milk factory traffic, but was there ever any provision for public goods traffic? There are certainly references in the Minutes to proposals for that, but no clear evidence as to any actual provision. Immediately east of the level-crossing there were two short sidings on the Down side of the line (date unknown) were they perhaps used for public goods?
  13. I'm bemused how this thread seems to have drifted so far from the original question and almost gone off into fantasy land...:-) Let us not forget that many early railways ran many miles of single-line track by block instruments only, a well-known example being the Somerset & Dorset. Even after the Foxcote disaster the BoT does not appear to have recommended TS&T (ETT not yet being available) and only made a 'recommendation' in 1886 after the second Binegar accident, by which time the S&DJR had started to use ETT anyway (albeit in a small way). Block working
  14. To be honest, that sums up my thoughts too :-) Perhaps this has become a case of 'over analysing' what was otherwise quite a simple question.
  15. I'm afraid that I fail to understand the logic for that approach. If you have a single line between A and B then IMHO that is one block section, regardless of whether it is uni- or bi- directional and the type and number of 'instruments' that may be used to control it.
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