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I don't believe the GNR(I) had any somersault signals. The Belfast & Northern Counties Railway did, however.

Tim Petchey's publication "Railway Mileposts" describes the LNER mileposts as being "a direct descendant of the GNR's final pattern", although there are differences between the two designs, the most obvious of which is a flat triangular web at the top of the LNER type, where the two faces join...

They're still in use. Today's railway is home to a mixture of ancient and modern milepost styles. Old and new mileposts often stand side by side.

It's a London & North Eastern Railway half milepost, as illustrated on this page of my website.

Long before Rugby North there was Colton Junction on the ECML.

An embankment and a bridge (pictured below) were built. The embankment stopped just short of the bridge, which was only demolished in 2010. The 1:2500 Ordnance Survey map states "Dismantled Railway" on the route of the curve, despite no rails having been laid. Connel Ferry station once had four...

Yes, possibly. I wonder to what extent the public and the press were calling for reopening through to Airdrie when the Bathgate line reopened to passengers.

It seems like every time a railway is reopened, the resulting wave of optimism brings suggestions of extending the line further (Larkhall to Strathaven, Tweedbank to Hawick or Carlisle, etc.) I've yet to see any of these happen in practice though.

I only have summer 1990. The timetable's front cover says "14 May 1990 - 30 September 1991", but that's an error.

@Kee86 Table 226 for 2 October 1989 to 13 May 1990.

Apart from AFBCL crossings.

I have the next two issues. It'll probably be tomorrow before I can scan them.

Scan of Table 226 attached...

I have a 1989 Strathclyde Transport Rail & Underground timetable and could post some scans here.

That is only true if the route is approach released from red, and even then it's not always true.

I've just looked into the situation at Taunton. It's another case of signals being restricted to a yellow proceed aspect because the next signals beyond are always approach released from red.

I'm not aware of any bi-directional lines where the wrong-direction distant signals are fixed for that reason. The ECML, the GEML, and the LT&S lines for example have long stretches of bi-directional signalling, and there are working distant signals on approach to intermediate crossovers. The...

The permissible speed through the crossover that returns trains to the right-direction line after running wrong-direction along a bi-directional line will usually be sufficiently low as to require the last wrong-direction signal to be approach released from red. The distant signal on approach is...

One was recently put in at St. Albans City (exit of centre siding).

Not any more. It's worked by no-signaller key token now.