@edwin_m ,
Those are a different type of signal, effectively a mid-platform signal, they each convey individual movement authorities to a driver. You are right however that a train proceeding from say platform 12 at Piccadilly will only be able to do so when both that signal and the one at the end of platform 9 are clear, but that is to do with the fact that the first signal is two aspect able to show red/green only (with subsidiary for shunts) so the interlocking dictates that they can only show a clear aspect once the platform starting signal at the end of platform 9 is also showing a proceed aspect.
Platforms 3 and 4 at Lime Street had exactly the same setup as at Piccadilly prior to last year's resignalling.
For normal moves a train would receive a clear signal (green) at say MP380 on platform 12. This signal, like MP378, MP376 or MP390 which is the 'first' signal on platform 9, can only show red, green or a subsidiary proceed aspect. They have their own right-away indicators. The next signal after a train has left platform 12 is MP374 which is a three aspect signal at the end of platform 9 which must be displaying a proceed aspect but that signal does not repeat the same indication or movement authority as that received at say MP380 on P12. A driver will only receive their indication of route from MP374, and MP374 obviously might show a single yellow aspect.
The signals at the end of platform 1 at Bradford both show the same indication - if MM6261 is showing single yellow aspect then MM6251 also shows a single yellow aspect etc. just like a co-acting signal would, but the signals are not in the same plane, they are two chains apart. Drivers are aware that both signals there provide the same movement authority.