Temporary Speed Restriction Signs

A reflectorised version of the emergency indicator without any lights was on trial from 1999. Following comments received from traincrews, a modified indicator was developed in 2000 incorporating two flashing white lights, as per the standard non-reflectorised design.

On 15 January 1999, a passenger train was derailed near Crosby Garrett Tunnel on the Settle & Carlisle Line and struck by a freight train heading south on the opposite line. Debris from a landslip had caused the derailment. A derailment and collision had occurred under similar circumstances on 31 January 1995 at Ais Gill on the same route, and in that incident the guard of the first train was killed by the collision.

Following an investigation into the Crosby Garrett accident, the H.S.E. issued an Improvement Notice on Railtrack requiring that it takes steps to reduce the likelihood of derailment of trains caused by landslip. The resulting arrangements put in place late in 1999 required trains to travel at a reduced speed (20 m.p.h.) during severe weather conditions at particular sites where cuttings or embankments were considered to be vulnerable to landslip. Rain gauges were installed at the sites concerned to enable a decision to be made as to whether a caution should be imposed.

Signs were permanently installed on the approach [14.50], beginning [14.51] and end [14.52] of each caution area. Normally, the boards could be disregarded. On occasions when a caution was to be imposed, the driver of each train would be stopped and verbally instructed to obey the caution boards at all sites between that signal box and the next box. Additionally, the signalman would not allow another train into the affected area until the first train had passed clear.

[14.50] Caution Area Ahead Warning Board.	[14.51] Commencement of Caution Area Board.	[14.52] End of Caution Area Board.

During 2000, lettered boards [14.53 - 14.55] were provided on every caution board to enable each site to be individually identified. The thirteen sites were identified by the letters A to H and J to N. When a caution was to be imposed, the signalman at either Hellifield or Low House Crossing would issue the driver with a form listing at which sites the caution boards were to be obeyed.

[14.53] Caution Area Ahead Warning Board (e.g. site 'A').	[14.54] Commencement of Caution Area Board (e.g. site 'C').	[14.55] End of Caution Area Board (e.g. site 'N').

Following the completion of earth stabilisation works, most of the caution boards were removed in 2005.

In connection with the joint running of heavy rail trains and Tyne & Wear Metro units between Pelaw and Sunderland from 2002 (see Section 13), temporary speed restriction signs require to show speeds in kilometres per hour as well as in miles per hour. The "kmh" speed is shown on a hexagonal board below the miles per hour speed in both the warning board [14.56] and speed indicator [14.57]. In most cases the "kmh" speed is not a direct conversion of the speed shown in miles per hour (due to the different conditions applicable only to Metro units).

[14.56] Warning Board with metric sign applicable to Metro units.	[14.57] Speed Indicator with metric sign applicable to Metro units.

The repeating warning board (see [14.48]) was intended for use only where a distraction (such as a station stop) is located between the warning board and the speed indicator. Although there is no requirement to provide a reminder if the distraction occurs within the temporary speed restriction, i.e. between the speed indicator and the termination indicator, repeater boards have sometimes been provided in that situation. From c.2002, non-standard repeater boards were being provided in the Midlands for that purpose, comprising a variant of the standard repeating warning board with the two white roundels omitted [14.59 & 14.60].

[14.59] Non-standard Repeater Board.	[14.60] Non-standard Repeater Board.

When a T.S.R. is imposed in an interface area between Network Rail and CTRL infrastructure, speeds will be expressed in both miles per hour and kilometres per hour. The metric speed value is shown in yellow figures on a black background, at both the warning board [14.61] and the speed indicator [14.62]. Differential speeds are not permitted on these signs.

[14.61] Warning Board also showing metric speed.	[14.62] Speed Indicator also showing metric speed.

From 2005, temporary and emergency speed restrictions in the Ashford International area have been indicated by signs showing speeds in both miles per hour and kilometres per hour. The warning boards and speed indicators are of the same design as those that apply to Tyne & Wear Metro units between Pelaw and Sunderland (see [14.56 & 14.57]). At Ashford, however, the "km/h" speed value is always a direct conversion of the miles per hour value (rounded down to the nearest 5 km/h).

During high wind conditions, it may be necessary to restrict the speed of electric trains, to prevent damage to the overhead line equipment. In 2006, motorway-style illuminated signs were put on trial at two sites between Morpeth and Berwick on the East Coast Main Line, one near Ulgham Grange level crossing and the other at Belford. Normally these signs were extinguished, but would be switched on when high winds had been forecast, or in the event of high winds occurring that had not been forecast. When the sign was displaying a letter "T" [14.63], no wind-related speed restriction was in force and normal speed applied. When "80" was displayed [14.64], a speed restriction of 80 m.p.h. applied to electric trains. Double-headed electric hauled freight trains were, however, restricted to 60 m.p.h. The signs were removed in 2013, the trial having come to an end.

[14.63] Wind Sign displaying "T".	[14.64] Wind Sign displaying "80".

During periods of hot weather, it may be necessary to impose emergency speed restrictions as a precaution against the risk of rails expanding to such an extent that they could buckle. The usual signage associated with an emergency speed restriction will be provided. In 2006, a trial was undertaken on the southern part of the West Coast Main Line to test the effectiveness of signs that will indicate to drivers when a heat speed restriction has not been imposed or has been suspended. During such times, a letter "H" is displayed in place of the restriction speed at both the warning board [14.65] and the speed indicator [14.66]. When "H" boards are displayed, drivers may ignore the signs and drive at normal speed. Although similar in application to a 'spate' indication (see [14.22 & 14.23]), the difference with the "H" boards is that they can be removed and the speed restriction at that location imposed in their place without warning.

[14.65] Experimental Warning Board for a Heat Speed Restriction that is not in force.	[14.66] Experimental Speed Indicator for a Heat Speed Restriction that is not in force.

In 2009, it became practice to exhibit a speed indication at a repeating warning board [14.67]. Where appropriate, a directional indication may also be provided [14.68]. If the T.S.R. is withdrawn early or not imposed, the speed indication may be replaced by a spate indication [14.69].

[14.67] Repeating Warning Board.	[14.68] Repeating Warning Board with Directional Indication (e.g. applicable to right-hand divergence).	[14.69] Repeating Warning Board with Spate Indication.

Section 14: Temporary Speed Restriction Signs

(Page 3 of 3)