Section 21: Stopping Markers

At a handful of stations, signs or indicators are provided to mark the point at which platforms are subdivided for platform sharing purposes. At Bristol Temple Meads, boards showing a diagonal yellow cross on a black background [21.30] were provided to subdivide the through platforms into two parts, each of which had separate platform numbers. Drivers had to deduce from the route indication (i.e. the platform number) displayed at the previous main signal whether or not the train must be stopped at the indicator board. If signalled to stop at the board, the train was not then permitted to pass it unless a handsignal was given by the person in charge of the platform.

Stop markers for High Speed Trains were provided at certain terminus stations on the Western Region. These consisted of a segmented yellow disc suspended above the driver's eye level [21.31].

Stop markers applicable to the Advanced Passenger Train (Prototype) (APT-P) were provided at certain locations in 1980 [21.32]. These markers were positioned in the 'four-foot' (between the running rails) ahead of the actual stopping point, and drivers of the APT were required to stop the train immediately they lost sight of the marker.

At Glasgow Queen Street High Level station in 1981, stop markers were positioned on the buffers of the platforms into which High Speed Trains run [21.33]. The driver was required to stop the train immediately he lost sight of the marker board.

The original platform demarcation boards at Bristol Temple Meads (see [21.30]) were replaced by double-sided indicators showing a black St. Andrew's cross on a permanently illuminated white background [21.37]. If signalled to stop at the indicator, it must not then be passed without verbal permission from the signalman.

In 1990, a stop marker was provided on Platform 1 at Inverness station, suspended from the station roof [21.38]. This marker applies only to Class 158 ('Express') diesel multiple units.

The 'InterCity 225' trains entered service on the East Coast Main Line in 1990. These trains comprise a Class 91 electric locomotive, nine Mark 4 coaches and a Driving Van Trailer (DVT). Stop markers with the words "DVT 9 Locomotive" were installed at Berwick-upon-Tweed station [21.39].

Stop markers applicable to Eurostar trains and indicating the appropriate number of vehicles are provided on the international platforms at Ashford International station [21.40].

At some locations on the Merseyrail system, the relevant signal number is indicated on the car stop markers [21.41].

Some stations on the Great Eastern lines have "Stop Here" indicators to subdivide platforms [21.42]. These are normally extinguished, and are illuminated by the signalman only when needed.

Automatic fume extraction equipment is installed above platforms 18 and 19 at London Victoria station. Diesel trains therefore normally use those platforms. Drivers of DEMUs (Diesel Electric Multiple Units) must stop the train with the leading cab adjacent to the special stop markers provided on the approach to the buffer stops [21.43].

In 1998, stop markers applicable only to Thameslink trains were installed at certain stations on the Brighton line. These had yellow figures on a blue background [21.44].

Certain stations on the East Coast Main Line are located on a steep gradient. Drivers of Class 253 & 254 High Speed Trains or trains composed of Mark 4 vehicles are required to place the brake controller in the "Hold" position when stopped at the platforms concerned. Suitably worded marker boards were provided from 1999, with the letters "HST", "Mk4" or "HST / Mk4" at the top [21.45].

'Mid platform marker boards' of a new design [21.46] were provided at Birmingham Snow Hill station in 1999. This type of sign was adopted as standard in 2003.

From 2000, Class 373 (Eurostar) trains leased to GNER began operating over the southern part of the East Coast Main Line. Appropriate stop markers were provided at the stations where they call [21.47].