First off, if I am not mistaken, this is not track warrant territory, nor anywhere near it.

Having been frustrated into advocating such block limit signs myself during my career as a signal engineer, I would venture a guess here; that some of the station tracks are signaled, while others were not (at least at some point in the past - could be those tracks now signaled were readied for future extension as through tracks). Thus the end of block signs for those not signaled would be at the entry end of the station track, while those that are signaled would be at the current end of the track. When those tracks (and signaling blocks)are finally extended, the silly signs will go away - those on un-signaled station tracks would stay.

If so, this indicates where different operating rules come into play. In the old days, such a change in operating rules, or the specific control limits of a signal, did not need to be explicitly marked. It was understood by anyone qualified to operate, if not actually noted in the timetable instructions.

But today, the idiot lawyers of idiot locomotive engineers who have screwed up, can be counted on to throw every technicality that was once implicitly understood, up in your face. Naturally, one of those "throw ups" is to claim inconsistency in the signals and signage. I would presume that sometime ago, someone "hard-coupled" on an un-signaled platform track and won their point in court - so up went the signs.

Now don't get me wrong here. Most locomotive engineers are not idiots - just those who use lame excuses for their mistakes. The rest are professional in every way.

OPB