Railway Signs and Signals of Great Britain

The first mechanical signal of any description on the Great Western Railway was brought into use in 1839 at Maidenhead. Brunel had designed a 'capstan' to indicate to drivers the position of facing points in the running line. When the points were set for straight running, a disc was displayed to drivers [11.1]. When the points were set for a divergence, the disc was turned edge on such that it was no longer visible. Also in 1839, a very similar points indicator was provided at Corbett's Lane Junction, the junction between the London & Croydon and London & Greenwich railways. When the points were set for the Croydon line, the disc was displayed, along with a red light at night. When the points were set for the Greenwich line, the disc was turned edge on, and showed a white light at night [11.2].

[11.1] Points Indicator (Points set for straight route) (GWR).	[11.2] Points Indicator (Points set for diverging route).

A different type of points indicator was in use at High Carr on the Talk o' th' Hill branch. This comprised an upright arm which was inclined to indicate the lie of the points [11.3 - 11.5]. The arm lay to the opposite side to the direction the train would take.

[11.3] Points Indicator (Points set to left).	[11.4] Points Indicator (Points set to right).	[11.5] Points Indicator (Points incorrectly set).

In 1862, J.J. Stevens patented a points indicator that was similar, except that the arm moved to the same side as the direction that the train would take at the points [11.6 - 11.8]. Lamps were added later [11.9 - 11.11].

[11.6] Stevens Points Indicator (Points set to left).	[11.7] Stevens Points Indicator (Points set to right).	[11.8] Stevens Points Indicator (Points incorrectly set).


[11.9] Stevens Points Indicator (Points set to left).	[11.10] Stevens Points Indicator (Points set to right).	[11.11] Stevens Points Indicator (Points incorrectly set).

Saxby developed the points indicator into one having two arms and two lamps. The arm was inclined downwards on the same side as the direction of movement for which the points were set [11.12 - 11.14].

[11.12] Saxby Points Indicator (Points set to left).	[11.13] Saxby Points Indicator (Points set to right).	[11.14] Saxby Points Indicator (Points incorrectly set).

Since the arms of the original Saxby points indicators were liable to be mistaken for semaphore signals, a miniature version was developed. A letter painted on each arm indicated the route to which it applied [11.15 - 11.17].

[11.15] Points Indicator (Points set to left, e.g. Main).	[11.16] Points Indicator (Points set to right, e.g. Loop).	[11.17] Points Indicator (Points incorrectly set).

Points indicators were later provided only for shunting movements. Such indicators took the form of discs mounted at ground level [11.18 - 11.21].

[11.18] Points Indicator.	[11.19] Points Indicator.	[11.20] Points Indicator (GWR).	[11.21] Points Indicator (GWR).

Eventually, the discs would be worked independently of the points and became signals in their own right. These signals are covered in Section 3 of this website. Points indicators gradually disappeared from the scene, although a few examples would survive into the 1980s.

Signs were often provided at the lineside to mark the location of catch points on the running line. Generally, a simple worded notice board was installed opposite the points [11.22 & 11.23]. On the Great Western Railway, a large sign was placed on the approach to catch points, stating the distance to the points [11.24]. These signs were fixed on the skew, so as to be visible to drivers of approaching trains.

[11.22] "Catch Points" Sign.	[11.23] "Catch Points" Sign (LMS).	[11.24] Catch Points Warning Board (GWR).

By 1958, a new form of catch points sign had been introduced on the London Midland Region, comprising a hollow triangle at the top of a post, visible from both directions [11.25]. The design of sign that became standard on B.R. has a letter "S" (for 'spring') on a solid white triangle [11.26]. These signs are normally double-sided and are positioned either on the approach to the points in the facing direction, or at the toe of the points.

[11.25] Catch Points Sign (London Midland Region).	[11.26] Catch Points Sign.

Motivated by a desire for cheapness and simplicity, the British Railways Board in London had proposed that the standard form of points indicator for future works should be mechanically operated. Normally this indicator would display a diagonal black stripe [11.28], indicating that the points to which the indicator applies are set correctly. When the face of the indicator was rotated such that the black stripe was horizontal [11.29], it indicated that the points were not correctly set. One of this type had been installed at Bedford St. Johns (London Midland Region) before being transferred to the west end of the loop at Strathcarron in June 1984. Since it could not be made to work properly, electrical indicators normally displaying a yellow light were installed (see [11.27]). Given the availability of power supplies for platform lighting and points heating, it was decided that electrical indicators would be provided as standard in future.

[11.28] Mechanical 'Points Set' Indicator ('off').	[11.29] Mechanical 'Points Set' Indicator ('on').

Section 11: Indicators and Signs associated with Points

(Page 1 of 2)