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RailWest

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  1. One of the two Up Sidings at the west end of Exeter Central station had a number of wagon turntables to serve adjacent merchant's premises (timber yard etc). The sidings were used sometimes to store coaching rakes at busy periods. The notice shown here was erected at the entrance to the sidings, so clearly they did expect some (small) engines to pass over them. Note that there is no reference to 042 engines, presumably 'cos the SR never had any. The 'grey streaks' sadly are the result of sloppy work by WR painters when painting the signal post to which the notice was attached :-(
  2. >>>Was the situation at the loco release crossover a special condition? As when the points were normal signals was locked? Sadly I can't answer that without sight of the actual locking table. I have come across situations elsewhere (non-GWR) where the the starting signal at the end of the platform could not be pulled off until the shunt signal in rear of it had been cleared first, but I'm not familiar enough with GWR practice in such situations. Hopefully the Stationmaster will be able to help in due course....:-)
  3. I think you have a fundamental mis-understanding here :-) The older types of pre-HT/VT locking (eg Double-twist, stud) did not allow for conditional locking (although some frames had tappet locking added later to provide this). So you could not have the case that when the lever for (say) a ground-signal was pulled it did one set of locking if the point lever was reversed, but a different set of the point lever was normal. Hence again with an engine release crossover as an example, the shunt discs would be released ONLY if the points were reversed. Hence the use of white lights for shunts which had to be passed when 'on' for one route. Once HT/VT frame arrived with a conditional capability, then you could have the case that the shunt discs could be worked for either route, as the frame allowed for different locking to be applied applied depending upon the position of the points. As a ground signal could now work for more than one route, then it was preferable - indeed probably essential - that it had a red rather than a white light as it had to be obeyed regardless of the route.
  4. >>>>My next question relates to the effective limit of shunting at a terminus. I am still not sure what constitutes the limit of shunting at a terminus. How should shunting past advanced starter be signaled? In its simplest form, provided that the signalman 'blocks back' i/a/w the Regulations to the next box, then he could simply authorise the driver (verbal or hand-signal) to pass the section signal at danger and shunt as far as was necessary. The GWR did tend to provide subsidiary SA arms for this purpose where such moves would be common, but the rest of those comments would still apply.
  5. The ground-signal (No 21 ?) needs to be at, or in rear of, the toe of the points (22) to which it applies. But AFAIK there is no reason why you should not simply put it in the 6-foot instead.
  6. ...but there were also a lot of (usually older) situations where the FPL only bolted the point normal and not when it was reverse. Eg if 'normal' was for a passenger-carrying route but 'reverse' led to a non-passenger route.
  7. I have some close-ups taken from up on the landing if required.
  8. Indeed, the ringed arm read into the goods yard on the right. The current Swanage Railway have a different version of that signal (seen here in 2009) and here the ringed arm reads into the run-round loop on the left.
  9. No wonder I could not find anything 'interesting' when I went there at a later date :-)
  10. >>>..to help obscure the joint between the scenic boars... Yes, such things can be a pig to hide :-)
  11. Nor was it unusual for LQ arms to survive well into the 1960s anyway on place such as the ex-L&SWR and S&DJR.
  12. IIRC - but I would need to check and that could take some time - there was the normal set of AB instruments for Down trains on the Down line and Up trains on the Up line, plus another instrument for trains going wrong-direction on the reversible line.
  13. In all the above new examples, the 'Up Starter' at the START of the platform IMHO is superfluous, as all moves into the platform could be controlled by the stop signal in rear or a shunt signal at the Down line end of the crossover. Likewise in C1 and C2, as there appears to be no pointwork or other potential obstructions between the Down Home and Down Starter, then one of those is superfluous also.
  14. >>>Double slip on a running line at a wayside station? Most unlikely... Generally I would agree, but such things were not unknown eg Marston Magna.
  15. What about the alternative, where the block section is actually the stretch of line past the platform? In other words, the 'Home' at the entrance to the platform is West's 'section signal' for the line to East, and the 'Starter' at the exit from the platform is actually East's Home signal. Neither signal would be slotted by both boxes.
  16. Different railway companies had different colour schemes, and also at different times. For example, level-crossing locks were blue on some lines at one time, but then became brown in later years. Could the OP be more specific about his chosen period please?
  17. It is certainly the case AFAIK - and from all the examples which I have seen - that GWR block bells used for block working on double-track lines did contain relays driven by the line wire circuit, which switched current to the bell coils from a local circuit. The block bells used with electric train staff or electric key token circuits had no tappers (worked by the plunger in the staff/token instruments) and no relays of their own, usually being controlled from relays in the instruments instead. AIUI the bell coils local circuit was usually about 6V.
  18. Now, here's a puzzle.... The signal-box at Burnham had a door and two windows in the end nearer the pier. The end near Highbridge had merely two windows (as seen in this photo dated 1960 https://thetransportlibrary.co.uk/index.php?route=product/product&product_id=166290&search=Burnham-on-Sea) and appears like that in all the pre-BR pix which I have seen. BUT...this photo is dated 1952 and clearly shows 3 windows !https://thetransportlibrary.co.uk/index.php?route=product/product&category_id=65&page=1876&product_id=70637 so unless the image date is wrong, was the box altered from 2 to 3 and then back to 2 ?? Just to confuse the issue, after the box was sold to the Yieldingtree Museum they converted that end to a door + one window (of different pattern) and when eventually it ended up in the hands of the S&DRT they converted it back to 3 windows.
  19. A BR-era job with a frame put in the former Porter's Office on the Up Platform
  20. Corfe Castle is on the site of the FIRST, not the second, box at that station. Again, it is a modified version of the original and about a 1/3rd longer in length.
  21. >>>The signal box at Swanage is a preservation copy of the original that was demolished, built on the same site as the old one - and you would be hard pressed to tell the difference. No, you won't :-) because (a) it is NOT on the same site as the original , but on the opposite side of the line with its frame back-to-track and (b) it is a modified version of the previous Type 3 style.
  22. The Scottish lines originally were traditional LH running, but AIUI changed to RH running when RETB was introduced as it was easier then (for some reason) to deal with access to the sidings. The (recently) new 'dynamic' loop at Axminster was indeed RH running originally , apparently AIUI because this fitted better with the geometry of the points at the loop ends by enabling departing trains to leave the loop at speed. Exactly why and when they changed to LH running - and whether that is still the case - is not known to me. Certainly as a 'customer' I found the RH running b***** confusing when waiting for a train at a station that was different from all the others on the line :-(
  23. >>>>...and only applies to the local geography such that other places still exist as normal (Exeter, Bristol, Bath.....) That is comforting to know :-)
  24. AIUI the terms 'Direction Lever' and 'Acceptance Lever' relate to different methods of block working over single lines - sadly I can never remember the precise difference between the two :-( Certainly from a GWR/BR(WR) perspective the term 'Interlocking Lever' was often used for levers which controlled one of a number of different functions, say (for example) GF releases or 'switching out' at single-line passing-loops or 'wrong direction' running on AB lines such as at Exeter St Davids etc, so not exclusively related to block working in any way.
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