Train movements in through stations with bi directional platforms

[Crossover]

What you definitely cannot do is signal a train out of one end of the platform whilst allowing a permissive move in from the other end (Huddersfield control). I'm not sure there is an absolute ban on simultaneous moves out of opposite ends, but the risk of confusion to platform staff and train crew would need to be considered tolerable.

Preventing routes being set out of both ends appears to be a regional speciality. The older Scottish relay interlockings don't allow it. In one case that springs to mind (Cowdenbeath), the down platform starter in the down direction is an automatic, and it has to be replaced to danger by the signaller's replacement button before the route can be set from the up-direction signal in the same platform.

Which makes a mockery of ARS operation, since ARS can set routes, but it can't operate replacement buttons.

But when Waverley was resignalled to SSI, such controls weren't placed in the interlocking.

Whilst not fully bi-di, but a turnback, I recall (and have photos somewhere) of terminating on a timetabled service at Whitlocks End in the West Midlands, with the signals at both ends of the platform being green

Local instructions only allowed a movement into an occupied platform line if one train was stationary.

Surely that would have been Huddersfield Control rather than a local instruction?, or did the St. Andrew’s Cross override it, hence a local instruction?

 

[WibbleWobble]

Bournemouth - Cross Country services sometimes start from platform 3, which is normally used by trains heading towards Poole.

 

[Annetts key]

Surely that would have been Huddersfield Control rather than a local instruction?, or did the St. Andrew’s Cross override it, hence a local instruction?

No Huddersfield Control in an interlocking designed in 1969…
The St. Andrew’s Crosses were just illuminated signs (fed from the stations 240V (230V) mains supply).
The respective signal (on the respective gantry, either on the West gantry or the East gantry) which controls entry into the platform lines would display a theatre showing the intended platform number (selected by the signaller pressing the respective exit button on their panel), and a main aspect if the track circuits for both platforms were clear, otherwise a “calling on” position light aspect (with the main aspect being red).

More here https://www.railforums.co.uk/threads/x-signals-at-bristol-temple-meads.217888/

 

[Crossover]

No Huddersfield Control in an interlocking designed in 1969…
The St. Andrew’s Crosses were just illuminated signs (fed from the stations 240V (230V) mains supply).
The respective signal (on the respective gantry, either on the West gantry or the East gantry) which controls entry into the platform lines would display a theatre showing the intended platform number (selected by the signaller pressing the respective exit button on their panel), and a main aspect if the track circuits for both platforms were clear, otherwise a “calling on” position light aspect (with the main aspect being red).

More here https://www.railforums.co.uk/threads/x-signals-at-bristol-temple-meads.217888/

Thanks for the info. I’m not well versed with the timings of when controls came in and interlocking were built, but always happy to learn. I did see the St Andrew’s Crosses at Temple Meads a couple of times before the new signalling came into being