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Home Page > Section 27
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A sign or a signal may be supplemented by a sign displaying an arrow. Principally, this serves one of two purposes. The first is to show that the signal or sign applies to a particular line, especially useful where it is situated between two tracks. The second is to show that the sign only applies in the direction shown at a divergence ahead; these signs do not apply to trains not proceeding in the direction indicated. Arrows associated with permanent or temporary speed restriction signs mostly fall into the second category. These are covered in Section 13 and Section 14, respectively. See Section 11 for arrow signs fitted to points indicators.
Shunting signals very often have an arrow sign fixed to them to show which line they apply to. Some of the earlier examples were fitted with a directing hand [27.1] rather than an arrow. Later signs have an arrow [27.2]. Modern identification plates for position light shunting signals (see Section 3 and Section 9) incorporate an arrow as standard [27.3]. In exceptional cases, arrows may point in both directions [27.4], where a signal is applicable to the tracks on either side.
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[27.1] Directing hand on face of LB&SCR shunting signal, showing that it applies to the line on the right.
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[27.2] Arrow sign on a disc shunting signal, showing that it applies to the line on the left (e.g. LMS).
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[27.3] Arrow sign on a position light shunting signal, showing that it applies to the line on the right.
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[27.4] Arrow signs on a position light shunting signal, showing that it applies to the lines on either side.
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Normally when an arrow sign is fitted to a sign (not a signal) it means that it only applies to trains travelling in the direction indicated at a divergence. Examples are shown in [27.5] and [27.6].
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[27.5] Notice board indicating that Token Working applies ahead on the line diverging to the left.
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[27.6] Radio channel indicator applicable to trains taking the left-hand divergence.
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When Birmingham New Street station was resignalled in 1966, restricted clearances at the platform ends resulted in the provision of a number of unusual combined pairs of signals. The main and shunting signal aspects for the lines on either side were combined into a single head. Both signals shared a common route indicator (see Section 6) and "R" indication (see [22.13]), this being feasible due to the track layout being such that only one signal in each pair could display a 'proceed' aspect at a time. To minimise any risk of mis-reading, illuminated arrows were provided alongside each main aspect, one being illuminated when the associated signal (either main or shunting) displayed a 'proceed' aspect [27.7]. For consistency, all the 'single' signals at the station had illuminated arrows as well as the combined examples. |
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On some other European railways, it is common practice where a main signal is not positioned on the usual side of the line, to place a supplementary arrow sign on its post. The arrow points towards the line to which the signal applies. In a similar fashion, the two signals at the west end of the international platforms at Ashford (AD672 & AD674), being on the right-hand side of drivers, were fitted with arrows [27.8]. When (by 2001) signal AD674 was repositioned on the left side of the line, the arrow sign was retained but obviously it pointed the opposite way. Similar arrow signs have subsequently been fitted to certain other signals at Ashford. |
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When Glasgow Queen Street station was resignalled in 1998, the new signals at the end of Platforms 5 and 6 had limited clearance on either side. The two signals, numbered CQ62 and CQ64, were mounted on a common 'T' bracket structure, and their associated position light shunting signals were, unusually, ground mounted. The two signal identification plates were fitted to the post, one above the other, and incorporated vertical double-headed arrows to indicate which one belonged to which signal [27.9]. Subsequently, the position light signals were removed and the lower halves of the arrows were obliterated. |
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A position light shunting signal at Wimbledon, number W1124, was fitted with an enhanced identification plate incorporating an arrow [27.10] to increase its conspicuity. This signal was moved to the left-hand side of the line in September 2000. |
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In a few places where a ground position light shunting signal is situated on the right-hand side of the line, a sign has been positioned opposite the signal, on the left-hand side, bearing the signal number and an arrow pointing right [27.11]. |
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From October 2001, a number of main signals in the Scotland Zone were fitted with a supplementary arrow sign [27.12] to indicate to which line the signal applies. In most cases, the signals concerned were located on the left of drivers but the presence of another track immediately to the left of the signal was a potential source of confusion. |
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Some main signals located on the right-hand side of drivers have a left-hand arrow incorporated onto the identification plate [27.13]. |
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In June 2002, signal N270 at Severn Tunnel Junction was fitted with a line identification sign bearing the letters "UT" and a left-hand arrow [27.14]. The signal was situated on the right-hand side of the Up Tunnel Line, to which it applies, but there was a risk that drivers could be misled into thinking that the signal applied to the Goods Loop to the right of the signal. |
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New platform starting signals were provided at London St. Pancras in August 2002. Two signals that were located on the right-hand side of the line were fitted with supplementary arrow signs [27.15]. |
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Signal L460 at Blackheath Junction applies to the Up Line, but is mounted to the right of the Down Line on a gantry, to improve its sighting through Kidbrooke Tunnel. To make it clear that it applies to the Up Line, a sign was fitted to the gantry in October 2002 [27.16]. |
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Signal DN821 at Ditton, located on the right-hand side of drivers, was fitted with a large circular arrow sign [27.17]. |
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