Section 25: Miscellaneous Signs and Indicators

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In some locations, water troughs were laid in the 'four-foot' to enable steam locomotives to collect water on the move. The first troughs were installed at Aber (Abergwyngregyn), North Wales (London & North Western Railway), in 1860. Installations of water troughs spread throughout the country's mainlines, apart from on the Southern Railway. To advise the fireman when to lower the scoop, a large board was erected on the skew at the lineside, on the approach to a trough [25.1]. Another sign was erected at the start of the trough [25.2].

[25.1] Water Trough Warning Board.	[25.2] Sign at Start of Water Trough.

When a train was to be admitted into a permissive Goods Loop and the line was occupied by other trains, the regulations required that it be stopped at the signal box so that the signalman could verbally advise the driver as to how many trains were already in the loop. To obviate this requirement, A.T. Blackall of the Great Western Railway designed the 'Goods Loop indicator', to be fitted to the post of the signal for entering the loop. These were in use at a few locations from c.1905. The indicator was capable of displaying a figure from "0" to "5" to show how many trains were in the section ahead [25.3]. During fog or falling snow, or where the gradient was falling at steeper than 1 in 100, it was necessary for the signalman to verbally advise the driver, regardless of an indicator being provided, even if the loop was empty. The Goods Loop indicators were abolished in 1941.

[25.3] Goods Loop Indicator (e.g. two trains in loop) (GWR).

At some locations, a fouling bar was installed on the track to operate an indicator inside the signal box. Care had to be taken to ensure that light engines or vehicles stood over the fouling bar so that the signalman would be aware that the line concerned was occupied. On the London Brighton & South Coast Railway, double-sided lamps having a blue star and a blue arrow on each side [25.4] were provided to indicate the position of a fouling bar. These indicators were still being installed in Southern Railway days.

[25.4] Fouling Bar Indicator.

From 1926, the Southern Railway provided 'intermediate platform signals' in certain platform lines when a terminus station was resignalled with colour light signals. A single yellow aspect (see [2.93]) on the intermediate platform signal meant that the platform starting signal was displaying either a single yellow or a double yellow aspect. A green aspect (see [2.94]) on the intermediate platform signal meant that the platform starting signal was displaying either a green aspect or a red aspect with a miniature green in the associated shunting signal (see [3.60]). To differentiate between those two situations, an indicator provided on the intermediate platform signal would show "M" [25.5] if the platform starting signal was exhibiting a main 'proceed' aspect, or "S" [25.6] if the shunting signal was cleared.

[25.5] "M" Indication (SR).	[25.6] "S" Indication (SR).

In certain locations, Post Office mail apparatus was erected at the lineside so that mail bags could be picked up by non-stopping trains. From 1938, warning signs [25.7] were provided about 20 yards on the approach side of the mail bag apparatus. The signs would be illuminated at night when pouches were swung towards the line. A narrower and taller version of the sign [25.8] would be used where clearance was restricted.

[25.7] Mail Bag Apparatus Warning Sign.	[25.8] Mail Bag Apparatus Warning Sign for use in areas of restricted clearance.

The 'station limit - loop clear' marker board is a sign that first appeared in 1984, exclusively for use on lines worked by the Radio Electronic Token Block (RETB) system. Despite its name, this board is installed at every location that is a token exchange point, whether there is a loop there or not. A 'loop clear' marker is provided on each running line leading away from the token exchange point. When a train passes the 'loop clear' marker, the driver must inform the signalman via the radio.

When shunting is taking place at a token exchange point, the 'station limit - loop clear' markers define the limits of authority given by the 'shunt token' for that particular place.

The original form of 'loop clear' marker, as used on the Scottish Region, is a blue and white diagonally striped reflectorised board [25.9]. This board was actually a blue and white version of the red and white striped sign formerly used to mark the lateral limits of an open level crossing.

The limits of authority given by an 'engineering token' are defined by the 'loop clear' markers at adjacent token exchange points. For this reason, an additional board (with its stripes running the opposite way) [25.10] is placed back to back with the main board.

[25.9] 'Station Limit - Loop Clear' Marker Board (front) (Scottish Region).	[25.10] 'Station Limit - Loop Clear' Marker Board (rear) (Scottish Region).

When RETB signalling spread to other parts of Great Britain (East Suffolk and Cambrian lines), some things were done a little differently than in the Scottish schemes. The 'station limit - loop clear' markers were slightly different [25.11] and only faced in one direction, so as to be visible to drivers of trains leaving a token exchange point. This was subsequently to become the standard form of 'loop clear' marker. The provision of boards facing in the opposite direction was not necessary on these schemes, because an 'engineering token' applied between the distant boards (see [2.118]) of adjacent token exchange points. Subsequently, an 'engineers full token' was introduced which applies between the 'loop clear' marker boards, as per the Scottish schemes. This has necessitated the provision of boards facing in the opposite direction to those originally installed, and in order to more clearly distinguish them, they have red stripes on a blue background [25.12].

[25.11] 'Station Limit - Loop Clear' Marker Board.	[25.12] 'Station Limit - Loop Clear' Marker Board (rear).

When the Class 465 'Networker' units were introduced on the Southern Region, they were prohibited from running over certain routes. Signs were erected at the point beyond which these trains must not proceed [25.13]. Alternative legends such as "TMST" ('Transmanche Super Train' = Class 373 (Eurostar) trains) or "Electric trains" denote prohibitions to other types of trains.

[25.13] 'No Entry' Sign (e.g. for Class 465 trains).

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