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  1. >>> At 1:28, you can see the ground levers probably controlling points 6 and 9.... and at 1:21 you can see another ground-frame for points 3.
  2. >>>Slotted so the distant cannot show clear until the box in the rear has cleared the home signal. Not relevant if (say) the distant was underneath the Starting or Advanced Starting signal. >>>>If not slotted then because the boxes are close together the distant for the box in advance will be fixed at caution. Talyllyn junction having a fin example of such an arrangement. I would suggest that is a misconception. The distants are not slotted with the stop arms above them because they are 'fixed'. The reason they are 'fixed' would be related to the circumstances at the box ahead (eg slow speed limit etc).
  3. Is this going to be a mechanical ground-frame with rod-worked points or a ground switch panel with motor worked points? If the former then you would also need a blue FPL lever (unless that doubled-up at the release lever as well).
  4. In the absence of any information about which railway company and what era, I would suggest that both A and B might be provided.
  5. Not necessarily IMHO, thinking of places such as Staverton or Cove which did have worked signals, although those at Cove went at an early date.
  6. Indeed there were, but they were simply remote intermediate locations in a block section with just a small ground-frame, no loop or platforms.
  7. In which case, Mike, you've forgotten about Williton, where between 1937 and 1967 the Up Starting was in advance of the crossing by a few yards :-) But admittedly it was certainly a rare occurrence
  8. Yes. Even with a Starting signal immediately in rear of the gates, for any train to enter the platforms from R to L the gates would have to be bolted across the road before the Home could be cleared (as happens to this day at Blue Anchor :-) ).
  9. >> Trains from R to L only need to stop at B or C if the point is set against them. ..... Not necessary IMHO, as normal hand-points can be trailed quite safely if wrongly set, tho' it might be preferred to change them anyway. >>>>I suppose a L-R train could disappear into the freight-only section leaving the token in the GF, but I guess such practice would be detected in the signalbox promptly..... Unless the whole line was track-circuited, which would rather defeat the object of having NSKT and be far too expensive to fit, the signalman at the 'far end' would have no means of knowing exactly were the train was. All he would know was that the key-token had not been returned to the instrument.
  10. Actually, if the point connecting the two sidings is simply a hand point and not worked from the GF, then no need for trains coming from R to L to stop at B or C, as they can trail the point - just stop at A.
  11. Not quite.....:-) The platform needs to be further to the left away from the point for the 'stub'. The trap should be between the end of the platform and that that point. Then everything to the right of the trap is non-passenger, so the point for the stub could be just a hand-point and no need to connect it to the GF. The 'stub' become in effect just another siding.
  12. If you were to move the platform to the left of the letter 'A', then 'A' could be become the limit of passenger working and the NSKT section. There would need to be a trap point just to the right of A, facing to trains coming from R to L, in order to protect the NSKT section. There would then be no need for a FPL, just one lever for the point, unlocked by the token. Passenger train could arrive at the platform, everyone get off, unlock GF, drive forward into spur, re-lock GF and replace token in NSKT instrument, leaving section clear for freight. No need for any signals at all. In very simple form, rather similar to places like Fairford or Looe or the current version of Coombe Jcn, putting all non-passenger stuff off to one end of the layout.
  13. That old plan looks very impressive! I had wondered too about there having once been an extra line on the left. Also, the post on the far left almost in the trees must have been another 'doll' (otherwise why would the gantry stretch that far?), so there must have been more signals on the gantry than in the later SRS diagram. The point-work in the throat appears to have been altered and re-numbered again after the Down Sidings were abolished.
  14. >>>>Why would 2 be released by 6.. Because 2 reads across 6 into the sidings. >>>What purpose do H and K fulfill if they're not used in the interlocking? They probably locked 3/4, but that would be front locks not back locks. >>>Similarly, why would 6 not be back-locked by L, but 18 would be back-locked by C? Missed that one :-( Generally speaking points were not locked/back-locked by treadles, only signals - there were exceptions but not relevant here. Treadles provided releases, not locks.
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