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Section 11: Indicators and Signs associated with Points

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Another signalling system that was developed around the same time as RETB and which also has simplified infrastructure and train-operated points is known as "No-Signalman Token Remote" (NSTR). Prior to this system being introduced on the Whitby line (Eastern Region), train-operated points were installed at Nunthorpe and Glaisdale in 1986. Points indicators showing a yellow light were provided, similar to those in Scotland (see [11.27]), but their plates were worded "Points indicator" [11.30]. Unlike the RETB system, with NSTR there is no way of ensuring that a train has departed a crossing loop before a following train is allowed to approach the same loop. With this in mind, points indicators provided on NSTR lines on the Western Region (from 1986) displayed a more appropriate position light aspect (two white lights at 45°) [11.31] instead of a yellow light.

[11.30] Points Indicator - Points set correctly (Eastern Region).	[11.31] Points Indicator - Points set correctly (NSTR lines).

In 1987 and 1988, at certain locations on the Scottish Region, the train-operated points were altered to normally lie the opposite way. This was done to ease shunting at those places, but had the side effect of imposing right-hand running through the crossing loops. To remind drivers that the train-operated points lie normally to the right, a supplementary arrow sign was added to the associated 'points set' indicator [11.32].

[11.32] 'Points Set' Indicator with supplementary arrow sign.

The 'points set' indicators used on the Cambrian Lines RETB scheme (London Midland Region) had the yellow light set against a large white board [11.33].

[11.33] 'Points Set' Indicator - Points set correctly (Cambrian Lines).

In 1987, fouling point markers were provided at crossing loops on the West Highland Lines (Scottish Region) pending the introduction of RETB. These comprised an orange cylindrical marker with a white stripe [11.34] provided at ground level between the loop lines at each end of a crossing loop. These were provided to allow trainmen to determine whether their train was within the fouling point.

[11.34] Fouling Point Marker (Scottish Region).

Certain key fouling points at Selhurst Depot were identified c.2001 by painting sleepers orange.

The 'remote ground frame marker' [11.35] was introduced in 1996 as part of a proposal aimed at warning drivers in the event of detection being lost at ground frame operated points in remote areas. The marker would be positioned on the approach side of the points applicable to moves in the facing direction. A colour light distant signal would be provided at braking distance on the approach side of the marker. If detection of the points was lost, the distant signal would display a yellow aspect (see [2.93]), and trains would then require to be stopped at the marker board. Similar signs may be seen at facing points on French railways, but they serve a different purpose. Provision of the remote ground frame marker board was discontinued from 1999.

[11.35] Remote Ground Frame Marker.

In 1997, mechanical points indicators were provided at Welbeck Colliery, associated with the ground frame operated points at either end of the run-round loop. Separate points indicators were provided for both the facing and trailing directions. Although similar in appearance to 'yellow' disc shunting signals (without lights) [11.36 & 11.37], their meaning was quite different. In the 'proceed' position [11.37], the disc indicates that the points have been operated to the appropriate position, and in the case of facing movements, that they are locked.

[11.36] Points Indicator ('on').	[11.37] Points Indicator ('off').

In 2003, signal MB298 on the Down Arrival Line at Mossend Yard was provided with an additional miniature indicator. When the signal is cleared for a route to the Down Yard, the indicator shows a left-hand or right-hand arrow (along with the route indication "Y") to indicate the lie of the facing handpoints ahead [11.38]. The same arrow indication is repeated at the points themselves.

[11.38] Handpoints Indication (e.g. points set to left).

In 2003, the original fouling point markers on the West Highland Lines (see [11.34]) were replaced by new markers in the form of a plain yellow post [11.39]. Ironically, just a few days after the markers were replaced, a Class 156 'Sprinter' struck the rear end of a steam-hauled empty coaching stock train that was stopped foul of the loop points at Glen Douglas on 12 June 2003.

[11.39] Fouling Point Marker (Scotland Zone).

Some of the American-style handpoints in Bescot Yard are of the non-trailable type. The switch stands that control them have been fitted with indicators to allow the shunter to determine from a distance which way the points are lying. When the points are in the 'normal' position, a white arrow pointing up on a blue background is displayed [11.40]. In the 'reverse' position, the indicator shows a black arrow pointing left or right, on a white background [11.41].

[11.40] Switch Stand Indicator Sign - Normal.	[11.41] Switch Stand Indicator Sign - Reverse (e.g. points set to left).

In 2006, ground mounted points indicators were installed on each approach to a particular set of points at Kings Heath Traincare Depot in Northampton. Separate indicators were provided for both the facing and trailing directions. In common with the earlier forms of electrical points indicators, a yellow light is exhibited when the associated points are in the correct position (see [11.30]). These new indicators complied with a revised standard that required a red light to be exhibited when the points are incorrectly set [11.42]. This provided a positive 'stop' indication, in contrast to the earlier indicators where no light meant 'stop'.

[11.42] Points Indicator - 'Stop' indication.

In 2008, the position light type points indicators (see [11.31]) at Tenby were experimentally replaced by new indicators showing either a steady yellow light (see [11.30]) or, when the points are incorrectly set, a flashing red light [11.43]. This became the standard for future points indicators. Where a points indicator is combined with a TPWS indicator (see [12.22 & 12.23]), the former will not show a yellow light when the points are correctly set but instead will be extinguished. These points indicators do not have a plate worded "Points indicator" [11.44].

[11.43] Points Indicator - 'Stop' indication.	[11.44] Points Indicator - 'Stop' indication.

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