Permanent Speed Restriction Signs

In 1996, special speed restriction signs were erected between Ferrybridge and Milford Junction applicable over the curve in the vicinity of the former Burton Salmon Junction. These signs apply only to "Merry-Go-Round" (MGR) coal trains consisting of HAA type coal hoppers, whether loaded or empty. The commencement of the special speed restriction is marked by a sign showing the speed restriction below a silhouette of a hopper wagon [13.76]. The termination of the special restriction is denoted by a sign which is similar but additionally has a black cross superimposed [13.77]. Similar signs showing "20" are provided at Yarm Viaduct.

[13.76] Commencement Sign.	[13.77] Termination Sign.

An advantage of the old 'cut-out' speed restriction signs (see [13.15]) over modern reflectorised types was their continued readability even when covered with graffiti or brake dust. An experimental speed restriction sign, for use in places where brake dust or graffiti problems were known to exist, was provided at Herne Hill (Southern Zone) in 1999. It was similar in appearance to a standard reflectorised speed restriction sign (see [13.37]) but with the numerals cut out.

In 1999, combined signs were installed on the approaches to Buriton Tunnel (Southern Zone), indicating a permanent speed restriction of 40 m.p.h. which applies only to Class 442 'Wessex Electric' units and HSTs [13.78]. Combined warning indicators were also provided [13.79]. These signs replaced separate signs with "HST" and "WES" speeds previously installed at the same location.

[13.78] Non-standard Differential Permanent Speed Restriction Sign (combined).	[13.79] Warning Indicator applicable to a non-standard differential permanent speed restriction (combined).

The introduction of Class 221 and 390 tilting trains to the West Coast Main Line brought significant changes to speed signage. Tilting trains can negotiate curved track at a higher speed than non-tilting trains without unduly affecting passenger comfort. The higher speed, applicable to tilting trains provided that their tilting mechanism is in working order, is shown on an "Enhanced Permissible Speed" (EPS) sign. If the tilt mechanism has failed, the train must not exceed the lower permissible speed. Tilting trains have an "EPS Authorised" indication in the cab which must be illuminated while running in accordance with the speeds exhibited on the EPS signs.

Experimental EPS signage was put on trial at two sites on the West Coast Main Line in February 2001. The trial sites were at Linslade Tunnel and Norton Bridge. Two types of EPS signs were trialled [13.80 & 13.81], along with an experimental EPS warning indicator [13.82]. These experimental signs all showed random letters in place of a speed figure.

[13.80] Experimental EPS Sign.	[13.81] Experimental EPS Sign.	[13.82] Experimental EPS Warning Indicator.

Further trials of experimental EPS signage took place at Linslade Tunnel and Norton Bridge in April 2001. Three different styles of EPS signs were trialled [13.83 - 13.85], along with a range of experimental EPS warning indicators [13.86 - 13.88].

[13.83] Experimental EPS Sign.	[13.84] Experimental EPS Sign (subsequently adopted as standard).	[13.85] Experimental EPS Sign.


[13.86] Experimental EPS Warning Indicator.	[13.87] Experimental EPS Warning Indicator.	[13.88] Experimental EPS Warning Indicator (subsequently adopted as standard).

Where an EPS sign is provided, it is always installed underneath a standard permissible speed sign, never in isolation. Similarly, an EPS warning indicator is always installed below a standard warning indicator. Following the trials with the experimental signs, the forms of EPS sign and warning indicator chosen to become standard were, in both cases, those bearing the letters "EPS" on a yellow background (see [13.84 & 13.88]). The first stretch of line to be fitted with the new standard EPS signs was between Carnforth and Upperby Junction (Carlisle) in December 2001, for test purposes only. Those signs were removed in 2003 but EPS signs have since been progressively installed along the West Coast Main Line.

The Tyne & Wear Metro extension to South Hylton opened in 2002. To gain access to the new branch line, the light rail Metro units share tracks with heavy rail trains between Pelaw and Sunderland. As previously noted, the standard form of permissible speed sign on Railtrack (see [13.37]) was identical in appearance to the speed signs on the Tyne & Wear Metro system but in the latter case the speed referred to is in kilometres per hour, not miles per hour. To remove the potential for confusion, a new design of speed sign, indicating "kmh" was introduced for Metro units. The new "kmh" signs are hexagonal in shape and on the joint running sections of line are mounted below the normal permissible speed signs [13.89]. Similarly, an additional "kmh" board with a yellow border is mounted below a normal warning indicator [13.90]. Most of the "kmh" speed signs do not show a direct conversion of the speed in miles per hour exhibited above. The new hexagonal speed signs were progressively installed throughout the Tyne & Wear Metro system, replacing the original circular signs.

[13.89] Permanent Speed Restriction Sign with metric sign applicable to Metro units.	[13.90] Warning Indicator with metric sign applicable to Metro units.

Class 373/2 (Eurostar) trains were subject to a speed restriction of 110 m.p.h. on the Down Fast line through Huntingdon North Junction, on an otherwise 125 m.p.h. stretch of the East Coast Main Line. To mark the limits of this restriction, signs were erected in 2002 at the start [13.91] and end [13.92]. The letters "TGV" stand for 'Train à Grande Vitesse', the French term for 'High Speed Train'. Similar signs (commencement signs only) were provided on the Slow lines at Hitchin in 2003.

[13.91] "TGV" Commencement Sign.	[13.92] "TGV" Termination Sign.

Section 13: Permanent Speed Restriction Signs

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