I started out my working career as a Draftsman before switching over to the railways to become a Train Driver. My love for drawing and my passionate interest in South African Railways history, with an emphasis on mechanical signalling, has been a big factor in me taking on this work-in-progress project, and I hope that these drawings take people back to a very special time in the railways of South Africa. (Greg Hart)Most of these layout diagrams have changed at one time or another over the years in order to adapt to the evolving needs of the South African Railways, and as such, the ones featured here represent a configuration of the relevant stations based on the version contained in the reference material available to me to work from.Historically, the preparation of the signal diagrams & station layouts changed over the years, varying from region to region and from drafts person to person. In the early days of the South African Railways the labelling, technical and advisory information on all the diagrams was given in English only. A bilingual approach to this procedure was introduced during the 1930s when Afrikaans started appearing alongside the English text. There were specific colours used for the different tracks and for indicating track circuits. All the colours varied, main or through lines were normally coloured in blue, and the sidings were coloured in brown. The points on the diagrams were shown in the normal / open positions for main or through lines. Hand points were not normally indicated in sidings, unless they were locked by special keys. Patrick type locks (left & right) at detector locked stations were normally shown on the diagrams and sometimes the tracks were coloured in black over those points.Semaphore Signals around the country looked and worked differently from one province to another prior to the establishment of the South African Railways (31st May 1910). Most of the signals in the Natal Government Railways (N.G.R.) and Cape Government Railways (C.G.R.) up until that point were Lower Quadrant, with the Nederlandsche Zuid-Afrikaansche Spoorweg-Maatschappij (N.Z.A.S.M.) and Central South African Railways (C.S.A.R.) being Upper Quadrant. The standardisation of all signalling & train workings, which had been inherited from the various provincial railways then followed, and it was decided that all signalling was to be converted to Upper Quadrant & to be worked from a standard pull over Lever frame.Stations that were equipped with just had tumblers and that had no signals were commonly known as Bicycle Stations. these stations were normally found on secondary main lines & branch lines where traffic was not as frequent and busy as main line stations. The Station Foreman would proceed to the points, set them & flag the trains in & would constantly help out with the shunting movements when needed to be. From the early 1900’s Interlocking lever frames between signals and points levers were installed on most mainlines. Levers would be locked by Tappets & Locking Dogs in a locking tray behind the lever frame, or in case of Saxby & Farmer or McKenzie & Holland frame, below the floor of the lever frame. However, not all were not equipped with safety devices or systems to prevent collisions or accidents, as you could still operate signals for the line that was already occupied. The Signalman would have to replace a signal back to danger as soon as the whole train passed that signal, and place a Lever Collar (a red cylindrical device) on the catch handles as a reminder that the track infront of the signal was occupied. From the 1920’s, electric track circuits at some double lines stations were being used in-conjunction with the Interlocking lever frames.By the 1940’s and onwards, most of the stations on the South African Railways network had been equipped with various safety improvements and types of locking, which are as follows.Detector Locking Stations were the most common stations in the very early days. Signals were worked from the lever frame at the station and the points were worked by hand tumbler attached at the points. The signals were detected through the position of the points. The Station Foreman had to proceed to the points on foot or by bicycle to set them, then make his way back to the signal cabin to set the signals for the corresponding line. Electric Locking was also being installed at stations where track circuits were required, the locks would prevent the signalman from operating a signal for a line that was already occupied. Foot plunger switches were installed on the floor below the corresponding signal lever to release the electric lock behind the lever, providing the line was not occupied. Back-Stroke Locking was very common (meaning the Home Signals could only be operated once a safety bar lever related to the same line as the signal to be operated, was pulled over and replaced back to the normal position first). If there was a train standing on that line over the Safety Bar (normally in front of the signal cabin), it would not be possible to pull the safety bar lever over in the signal cabin, because the train wheels would prevent the bar from raising, therefore not allowing the operation of any of the Home Signals associated with that line. The Safety Bar is marked by white horizontal sleepers or upside down rails running along the length of the Safety Bar. The Safety Bar is normally about 14m long i.e. longer than the wheelbase of any wagon on the South African Railways. The Train Working Rules require all trains or light locomotives to occupy that mark with some part of the train. The Safety Bars on the diagrams are indicated with a red block, much like how the Lock Bar on the points are indicated and normally in the middle of stations. Some Colour Light Stations were also controlled by lever frames. The Standard SAR pull over lever frames and the older Saxby & Farmer, Westinghouse and McKenzie & Holland type were nomally used. Sadly, the days of mechanical signalling are now numbered in South Africa and this wonderful, mostly reliable, system of railway traffic control is fast disappearing into the history books forever. Special thanks to the many Facebook / social media users for their assistance and help in providing the majority of reference pictures and material & who share my interest, Eugene Armer, Piet Roodt, Harry Ostrofsky, Andrew Gladwin & Yolanda Meyer from the Transnet Heritage Library, also the late Ron Conyngham's collection & SARH magazines, which form the basis of the remastered versions on this site follow. Lastly, if by any chance there are readers who may have access to, or possess, decent quality old diagrams / layout sketches (or photographs), which can be used as reliable reference material for this ongoing project, please could you to email me at SARsignals@gmail.com - Thank you.