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Section 9; pages:
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Section 9: Signal Post Signs and Signals for Degraded Working
(Page 3 of 3)
From 1996, signal post telephones were being removed, or not provided, where they could not be positioned in a place of safety. All communication between driver and signalman at those signals would be by the National Radio Network (NRN) (see Section 19). Signs were provided at the signals concerned, quoting the appropriate extension number for the signal box [9.43]. In some cases, two extension numbers are given [9.44]. Telephone number signs are also provided at those signals where the signal post telephone is retained but normally barred from use.
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[9.43] Telephone Number Sign.
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[9.44] Telephone Number Sign.
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In the Scotland Zone, the telephone number sign was combined with the appropriate form of diamond sign [9.45 & 9.46]. The combined signs have subsequently also been used on Network Rail's London North Eastern Territory.
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[9.45] Combined Diamond Sign and Telephone Number Sign (Scotland Zone).
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[9.46] Combined Diamond Sign with "X" and Telephone Number Sign (Scotland Zone).
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In 1996, new identification plates were introduced for use on SPAD indicators [9.47] and colour light distant signals [9.48]. The new SPAD indicator plate has a blue background matching the new style of indicator introduced at the same time (see [8.20 & 8.21]). The new 'delta' plate is intended for use on all colour light signals that are not capable of displaying a red aspect. This will positively identify the signal as a distant signal, which may be passed if it is found to be unlit. However, this sign has erroneously been used on semaphore distant signals and at least one banner repeater.
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[9.47] Identification Plate for SPAD Indicator.
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[9.48] Colour Light Distant Signal Identification Plate.
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When gantry-mounted colour light signal L120 at London Bridge was fitted with a blue and white striped surround (see [8.24]) in 1998, its identification plate was replaced with one having an unusual blue background [9.49].
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[9.49] Signal Identification Plate with Blue Background.
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On the Southern Zone, a sign may be provided on a signal to indicate that drivers should alight from the right-hand side of the train to use the signal post telephone [9.50].
A standard sign was introduced for use where the location of the signal post telephone (e.g. on the opposite side of the line) might not be obvious to a driver standing at the signal [9.51]. This sign is affixed to the signal.
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[9.50] Signal Post Telephone Location Sign (Southern Zone).
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[9.51] Signal Post Telephone Location Sign (e.g. S.P.T. on right-hand side of line).
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In 2000, under a local initiative, a trial was carried out whereby the identification plates on two signals at Norwich were replaced. The new identification plates quoted the Ordnance Survey national grid reference at the bottom, in small characters [9.52]. This allows accurate location information to be given to emergency services in the event of an incident. Similar plates were subsequently fitted to other signals in the East Anglia Zone.
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[9.52] Signal Identification Plate showing National Grid Reference (East Anglia Zone).
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From 2002, use of the 'semi-automatic' signal (see [9.27]) for new works was discontinued. From then on, all colour light stop signals (other than Intermediate Block Home signals (see [9.30]) ) would be designated either 'passable' or 'non-passable'. This was an idea taken from the French Railways (SNCF), whose signals are designated either Franchissable or Non-franchissable. The plate formerly indicating that a signal was 'automatic' (see [9.26]) now denotes that a signal is 'passable'.
Block markers on high speed lines (see [2.120]) are designated either as 'Absolute Stop' markers or 'Stop & Proceed' markers. An absolute stop marker is equivalent to a non-passable signal, and a stop & proceed marker is equivalent to a passable signal. The original proposal had been to distinguish one type of marker from the other in the same manner as signals, meaning that a stop & proceed marker would have carried the same identifying plate as was fitted to a passable signal (see [9.26]). However, when the first block markers were brought into use on the CTRL in 2003, a different system was adopted, which more closely reflected practice on the French high speed lines. An absolute stop marker carries a plate lettered "N" (for 'non-passable') [9.53], and a stop & proceed marker carries a plate lettered "P" (for 'passable') [9.54]. The equivalent signs in France are similar but bear the letters "Nf" (for 'non-franchissable') or "F" (for 'franchissable').
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[9.53] 'Absolute Stop' Plate.
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[9.54] 'Stop & Proceed' Plate.
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Absolute stop markers (see [2.120]) and shunt markers (see [3.85]) are provided with an auxiliary signal, which is normally extinguished. When 'opened', an auxiliary signal displays two white flashing lights at 45° [9.55]. Clearance of an auxiliary signal authorises the driver to proceed on sight (e.g. during a failure or for admission into an engineering possession). It is proposed that auxiliary signals will also be provided on conventional signals for use during certain failure conditions. They will display an aspect known as a 'Proceed on Sight Authority' (PoSA).
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[9.55] Auxiliary Signal ('opened').
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