RailWest

A distinction apparently not employed at Henstridge on the ex-S&DJR, where white marker lights appeared circa-1955 but the siding points remained in use until 1965 :-)

But the diagram for Penwithers Jcn would not show whether the distant belonging to another box was fixed or not - that would be shown only on the diagram of the other box.

There is a SLS photo from 1936 which clearly shows the disc 7 some distance in advance of the Down Home, so presumably (not visible in the photo) close to the point toe (or end of the FPL locking bar).

I would agree with the Stationmaster as regards using just a single yellow disc (or perhaps the miniature-arm version thereof). The GF seems totally unnecessary. I'm dubious about the need for a BR for sighting simply by trains coming out of the bay or goods yard, as any such trains are going to be moving slowly enough that IMHO a delay in sighting the actual stop signal is unlikely to be a problem.

What is the purpose of the facing crossover? Such things were usually avoided like the plague unless absolutely necessary. If the sidings at the bottom are for goods, then how can anything coming across the facing crossover into the yard do any shunting when there is no run-round facility. If the 'DMU line' at the top is for passneger traffic, then there needs to be a trap-point at the exit from the loco yard to protect it. Rule 1 - work out your layout signalling before you start laying any track, it avoids a lot of messy alterations later :-)

Actually, it was neither ! The line from the goods yard crossed the Down Main by a plain diamond crossing and connected into the Middle Siding only.

Errr.....that's the new TT in the New Yard, not the old one in the goods yard.

AFAIK that turntable was removed when the new one was installed in yard at the Junction. I'm not aware of any photo of it. As late as 1930 the points (No 10) leading into the goods yard were still known as the Loco Yard points.

Prompted by the emergence of that photo, I've done a few updates to my 'signals' web-page . Mostly about ground signals and such topics as those used as repeaters and the various methods used to 'elevate' some. To a large extent such variations do not appear in official records, so they only come to light when a suitable photograph turns up at random somewhere.....so keep posting any you find please :-) www.trainweb.org/railwest/railco/sdjr/signals.html

'Recycled' by the RAF :-)

On the subject of captions...on looking at the splendid view on Page 218 at Wincanton, where the camera is clearly pointed southwards, then I would suggest that the photographer must have climbed the Down Starting signal and not the Up as quoted :-) If only we could still do the same sort of thing these days <sigh>.....

I think he may be mistaken.....for a start, I'm sure the SRS diagram for St Dennis Jcn shows one on the line from Drinnick Mill.

Well, I know the GWR had such things, and indeed I have seen a photo of one somewhere, but forget the details now. IMHO the arm would have a black chevron - after all, it was essentially a 'normal' distant - and the ring would be white, which was the usual GWR practice.

Yes, I would say that ring was black.

Usually, but....:-) Certainly there were pair of ringed arms at the exit from the Lower Yard at the former Templecombe No 3 Junction post-1933. There was also one at the exit from the loop at Westerham IIRC. Using them on exit signals appears to have been the older practice before the use for entry to goods lines was adopted, but not sure when the SR did the latter.

Curious....AFAIK the ring on SR arms was always black, at least in later years. Also, I've never seen any example of ringed 'yellow' arms - that's not to say they never existed, but I can't find any on the SREMG site to which you refer....

Looks nice...but a shame that the diagram on the cover of Part 2 appears to be incorrectly numbered...:-(

Sorry, not for WR discs - it was a yellow stripe on a black background, as was also the case for SR discs.

I saw this in operation (if that's the right phrase!) at RailWells today. As an aside, the GWR signal-box at North Crofty, which controlled access to the branch, was unusual that it was a block-post and had signals on the Up line only.

By that time the 'standard' for electrical releases was top half of the lever blue, bottom half brown. Sadly the only interior photo that I have seen is too dark and from the wrong angle to tell if the lever was two-tone or not. 'Mice' have a lot to answer for.....:-)

Errr....nice lever-frame, but - sorry to say this - it has been put together the wrong way round! The catch-handles should be at the back of the levers, not the front. Lever 27 seems to be a curious colour and, as an electric release, should have a cut-down handle - as can be seen in a interior view of the prototype photo - not that many people will see into the box that far to notice :-)

>>>Initial sales in the last month have been very strong....... I must have missed any announcement then :-(

Time to 'wake up' this topic again :-) This photo came to light recently (courtesy of Derek Phillips) showing Edington Junction in a view taken from the Highbridge end looking east through the station towards the level-crossing . Of particular interest to me on the LH side in the foreground is the rear of shunt signal 11PUSH, which is clearly of the Stevens 'flap' type but with an elongated 'pillar'. No doubt this design was used to give better sighting for a driver stuck on an engine far away at the east end of a long train in the platform, but I have not previously seen one like that. Unfortunately unless a ground-signal was 'elevated' on quite a tall post (eg probably more than the 2'-odd used for one at Bridgwater North), then such things were not specifically drawn as elevated on signal-box diagrams, so they only come to light if/when a photo turns up. Given the white stripes on the canopy stanchions, then clearly post-WWII. However visible in the foreground is part of FPL 24, which appears to have been removed somewhere about 1948/49 and also at the same time the ground signal was moved from outside the Down loop into the 6-foot (and maybe replaced by the later SR half-disc type?).

"There was a siding between the running lines stopping just short of the level crossing which was terminated with a buffer stop that had a three-link coupling used to stop wagons running downhill..." To clarify - the coupling was on the buffer-stop at the north end of the siding, next to an accommodation crossing, not the one at the south end near to the public road level-crossing.

The 1938 RCH Handbook says that Evercreech Jcn had a 1-ton crane.