Automatic vs. manual semaphore signals

[Gloster]

I seem to remember seeing on that route have signals on the wrong side for the line they are signalling? ie signalling the westbound line but signal located adjacent to the eastbound line?

If I have understood correctly, it is more likely that it has been placed on the opposite side of the line for sighting purposes, i.e. because the curvature of the line or buildings, etc. (or both) mean that the driver will see it earlier if it is placed there than on the usual side. Not an ideal situation, but it can be the least worst option.

 

[Belperpete]

I seem to remember seeing on that route have signals on the wrong side for the line they are signalling? ie signalling the westbound line but signal located adjacent to the eastbound line?

With colour light signals, it is usual to have the signal to the immediate left of the line concerned - there are exceptions, but they are not common. Back in the days of semaphore signalling, they seemed to put the signals just about anywhere, to the left or to the right, often one or even two tracks away from the line they applied to. It was one of the things that made driving in steam days "interesting": drivers had to learn which signal applied to which line.

I also seem to recall that the GWR had their drivers on the other side of the loco to other railways? So tended to put their signals on the other side of the line.

 

[Gloster]

I also seem to recall that the GWR had their drivers on the other side of the loco to other railways? So tended to put their signals on the other side of the line.

The GWR normally put their signals to the left, although they were less worried about putting them to the right than other lines. This was a contributing factor to the 1940 Norton Fitzwarren accident.

 

[John Webb]

I seem to remember seeing on that route have signals on the wrong side for the line they are signalling? ie signalling the westbound line but signal located adjacent to the eastbound line?

There is one well-known example on that line at Ketton (click on picture to go to the larger original on the Geograph site):
Ketton: the last Midland Railway signal on the network

© Copyright John Sutton and licensed for reuse under this Creative Commons Licence.
This is placed on the North side of the line for better sighting by west-bound trains on the south side due the curve in the track.
It has the distinction, as the caption states, of being the last working Midland Railway signal on the whole of the main line network.

 

[MarkyT]

With colour light signals, it is usual to have the signal to the immediate left of the line concerned - there are exceptions, but they are not common. Back in the days of semaphore signalling, they seemed to put the signals just about anywhere, to the left or to the right, often one or even two tracks away from the line they applied to. It was one of the things that made driving in steam days "interesting": drivers had to learn which signal applied to which line.

I also seem to recall that the GWR had their drivers on the other side of the loco to other railways? So tended to put their signals on the other side of the line.

Other pre-grouping railways also used right hand driving early on. LNER, attempting to harmonise standards across their newly united main line, converted many RH locos to LH. GWR stuck with RH the longest on new locos built right up to Nationalisation. The fireman on the other side would also assist in reading signals.

The GWR normally put their signals to the left, although they were less worried about putting them to the right than other lines. This was a contributing factor to the 1940 Norton Fitzwarren accident.

Most signals were on the left side but for locations with difficult sighting, particularly on LH curves, an option was to place them on the other side of the formation in the case of simple double track railway with typical unidirectional running on each.

 

[Krokodil]

Right-hand driving made shovelling easier for most firemen, hence why it was the practice on early railways before locomotives got so big that sighting was even an issue.

 

[edwin_m]

It has the distinction, as the caption states, of being the last working Midland Railway signal on the whole of the main line network.

Is it also now the last lower quadrant outside the former GWR network?

 

[John Webb]

Is it also now the last lower quadrant outside the former GWR network?

Possibly, but I don't know for certain.