Section 10: Special Shunting Signals and Indicators
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As well as the ordinary shunting signals covered in Section 3 of this website, special shunting signals or indicators were developed for specific purposes such as hump shunting, propelling or loading/unloading.
At some goods sidings, especially those where private locomotives worked, a signal was provided to intimate that all shunting must cease, to allow a train to enter the sidings from the main line unhindered. On the Midland Railway, this signal took the form of a centrally pivoted crossbar, painted red on both sides. When the crossbar was visible (or a red light shown at night) [10.1], all shunting had to stop. When shunting was allowed, the crossbar was turned edge on, and a green light was shown at night [10.2]. On the North Eastern Railway, a board signal was used for the same purpose. The sides of the board were notched [10.3] to indicate that it applied only to sidings. These boards were nicknamed 'cotton bobbins' because of their shape. When shunting was allowed, the board was turned edge on, similar to the crossbar signal [10.2].
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[10.1] Crossbar Signal ('on') (Mid.R).
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[10.2] Crossbar Signal ('off') (Mid.R).
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[10.3] Board Signal ('on') (NER).
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'Stop Shunting' signals also existed in semaphore form. On the Great Eastern Railway, the signal had the words "Stop Shunt" written on the arm [10.4]. When the arm was lowered to the 'off' position [10.5], shunting was permitted.
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[10.4] "Stop Shunt" Signal ('on') (GER).
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[10.5] "Stop Shunt" Signal ('off') (GER).
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In 1929, the LNER opened Britain's first mechanised marshalling yard at Whitemoor. Wagons were propelled from reception sidings over a hump and, moving along by gravity, were sorted into the various sorting sidings. Signals were provided at the hump summit to indicate to drivers at what speed wagons should be propelled over the hump. At Whitemoor (and also at Ripple Lane, from 1961), a three-position semaphore signal of the same type normally used as a main signal (see [2.74 & 2.75]) was used for this purpose, but with different meanings to drivers. The arm being in the horizontal position [10.6] carried the usual meaning, 'stop'. The arm raised through 45° from horizontal [10.7] was an instruction to drivers to propel towards the hump at normal speed, and through 90° [10.8] meant "approach hump smartly".
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[10.6] Three-position Semaphore Hump Signal showing 'Stop'.
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[10.7] Three-position Semaphore Hump Signal showing 'Hump at Normal Speed'.
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[10.8] Three-position Semaphore Hump Signal showing 'Approach Hump Smartly'.
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Several new mechanised marshalling yards were brought into service during the 1950s and 1960s to handle large volumes of freight traffic. The previous semaphore hump signals gave way to a new design in position light form, sometimes known as a 'Toton' signal. With these signals, the indications "stop humping" [10.9], "hump slow" [10.10 & 10.11] and "hump normal" [10.12] were given by a line of white lights at an angle equivalent to the former three-position semaphore signal. The signals were double-sided and were only illuminated when a humping movement was being made.
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[10.9] Position Light Hump Signal showing 'Stop Humping'.
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[10.10] Position Light Hump Signal showing 'Hump Slow' (applicable to line on left).
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[10.11] Position Light Hump Signal showing 'Hump Slow' (applicable to line on right).
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[10.12] Position Light Hump Signal showing 'Hump Normal'.
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Additional hump signals were installed along the reception sidings to govern moves towards the hump. Since only one train could be propelled over the hump at a time, these additional signals were designed to apply to either of the two sidings between which they were situated. Wing application lights were placed to the side of the main signal [10.13 & 10.14]. The aspect was applicable to the siding on the same side as the illuminated application light. For consistency, a single application light was sometimes provided on a hump signal that applied to only one siding.
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[10.13] Left-hand Application Light (e.g. signal showing 'hump normal').
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[10.14] Right-hand Application Light (e.g. signal showing 'hump slow').
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The hump signals at the end of the reception sidings nearest the hump each had 'train engine release' signals placed underneath the main head. These signals were used to signal a locomotive that had finished propelling wagons towards the hump away from the reception sidings, usually via a line that bypassed the hump. On a hump signal that applied only to one siding, the engine release signal may be placed directly beneath the hump signal. The engine release signal usually took the form of a miniature two-aspect colour light signal, which was extinguished when the hump signal was illuminated. A red aspect [10.15] meant 'stop' and a yellow aspect [10.16] meant "proceed as far as the line is clear towards the next signal". Some later engine release signals were in the form of a position light shunting signal (see [3.63] and [3.74]).
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[10.15] Train Engine Release Signal ('on').
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[10.16] Train Engine Release Signal ('off').
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In the case of hump signals that applied to the lines on either side (see [10.13 & 10.14]), the application lights were not used in conjunction with the engine release signals. A separate engine release signal was positioned on each side of the signal post [10.17]. For consistency, the train engine release signal may be offset to the left or right on a hump signal that applied to only one siding.
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[10.17] Hump Signal with two Train Engine Release Signals (e.g. train engine release signal applicable to line on left showing 'stop').
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