Signalling Guide/1972 Signalling Guide

Fixed Signals

Note: Where reference is made to the signalman satisfying himself that a signal is at Danger, he must also satisfy himself that the signal lamp is alight.

1.1 - Draw-ahead signals

Except where authorised, the Signalman must not clear a draw-ahead signal for a train to enter an occupied section until the train has been brought to a stand at the signal. Note: The above clause will not apply where the draw-ahead signal is approach released by the occupation of the berth track circuit. When, after a shunting movement has been made on the authority of a draw-ahead signal, the movement returns within the stop signal, or the locomotive, or locomotive with vehicles, returns to the rear portion of the train and is within the stop signal, the Signalman must, when he is in a position to allow the train to proceed on its journey, clear the stop signal above the draw-ahead signal or, where applicable, clear the draw-ahead signal with an indication of route. If, after the locomotive has returned to the rear portion of the train, it is not standing within the stop signal and it is not possible to clear that signal owing to the locomotive occupying a track circuit, the Signalman must act in accordance with the General Appendix instruction "Trains not completely within fixed signals".

1.2 - Calling-on Signals
Except where authorised, the Signalman must not clear a calling-on signal until the train has been brought to a stand at it.

1.3 - Warning Signals
The Signalman must not clear a warning signal until the train has been brought nearly to a stand at it.

1.4 - Shunt-ahead signals

When, after a shunting movement has been made on the authority of a shunt-ahead signal, the movement returns within the stop signal, or the locomotive, or locomotive with vehicles, returns to the rear portion of the train and is within the stop signal, the Signalman must, when he is in a position to allow the train to proceed on its journey, clear the stop signal above the shunt-ahead signal. If, after the locomotive has returned to the rear portion of the train, it is not standing within the stop signal and it is not possible to clear the signal owing to the locomotive occupying a track circuit, the Signalman must act in accordance with the General Appendix instruction "Trains not completely within fixed signals".

1.5 - Replacing of signals to Caution or Danger after passage of train

The Signalman must replace a distant signal to Caution immediately after he can ascertain the train has passed the signal. The Signalman must replace a stop signal to Danger immediately after the last vehicle of a train has passed it, except that at a junction the signal immediately in rear of and protecting such junction must not be placed to Danger until the last vehicle has cleared the junction points. If a train is brought to a stand with its rear portion outside a stop signal, the Signalman must place that signal to Danger. Where Station Yard Working it in operation, and in all cases where an Absolute Block system is not being worked to, the Signalman must place a stop signal to Danger immediately after it is passed by the driving cab has cleared the points. Where signals are automatically replaced to Danger before the whole of the train has passed and such signals are controlled from a signal box, the Signalman must place the levers, switches, etc., to the normal position in accordance with the foregoing instructions. When the Signalman has cleared a stop signal for a train to proceeded, he must not, except in case of emergency or as provided for in clause,HELLO INSERT LINK HERE replace it to Danger before the train has passed it or has come to a stand.

1.6 - Clearing of stop signals

When the Signalman is not in a position to clear a stop signal, he must not clear the stop signal in rear of it until the train has been stopped or brought nearly to a stand at such signal. Note: The above paragraph will not apply where the stop signal in rear of the signal at Danger is:- a colour light signal capable of exhibiting a yellow aspect and the exhibition of that yellow aspect- is controlled by the occupation of the berth track circuit, or requires the line to be clear up to and including the terminating point of the overlap track circuit of the signal at Danger, the signal controlling the entrance to an intermediate block section. Where, however, the Signalman is unable to satisfy himself that the section signal is at Danger, he must not clear the stop signal next in rear for a train to draw towards the section signal unless the Driver can be advised of the circumstances.

1.7 - Clearing of stop signals

During fog or falling snow, the Signalman must not permit a train to draw towards the section signal to await acceptance from the signal box in advance unless- track circuit or other apparatus is provided to avoid the necessity for Trainmen going to the signal box to remind the Signalman of the presence of the train, or the Signalman is satisfied that a train standing at such signal will be within his view, and the Signalman can satisfy himself that the section signal is at Danger or a Fogsignalman is on duty at the signal. The Signalman may, however, allow a train to draw forward to the section signal for station duties, shunting purposes, or where special instructions are issued, in the absence of a track circuit or other apparatus but only if the conditions of point two above are operative.

1.8 - Signalman communicating with Drivers at signal box

When a Signalman wishes to communicate verbally with a Driver and telephone communication is not available, he must stop the train at the stop signal next in rear of the signal box and if it is not then possible for the verbal communication to be made, he must clear the signal (subsidiary signal where appropriate) for the train to draw forward and stop it at the signal box by exhibiting a hand Danger signal. The Signalman must exhibit to the Driver a green handsignal held steadily when the train can be allowed to proceed.

1.9 - Trains allowed to proceed under the Warning Arrangement

When a train is to be allowed to proceed under the Warning Arrangement and a fixed warning signal or warning indication is provided, the Signalman must use such signal when giving permission for the train to enter the section. Where no fixed warning signal or warning indication is provided, the following action must be taken:- where a stop signal is provided in advance of the signal box, the Signalman must, if the train has not already passed the home signal, bring the train nearly to a stand at the home signal before clearing it and as the train is approaching the signal box the Signalman must exhibit to the Driver a green handsignal, held steadily, which the Driver should acknowledge by giving a short blast on the horn. The necessary fixed signals may then be cleared for the train to proceed. If the Driver does not acknowledge the handsignal, the Signalman must not clear the section signal until the train has been brought ot a stand at it; where a stop signal is not provided in advance of the signal box, the Signalman must stop the train in accordance with the procedure shown in Section 1.8 and verbally instruct the Driver that the section is clear to the next home signal only, after which a green handsignal, held steadily must be exhibited to the Driver; if the train is assisted by a locomotive in rear, the Signalman must exhibit the green handsignal, held steadily, to the Driver of each locomotive. Except where instructions are issued to the contrary, when a train has passed the signal box and is brought to a stand owing to the section signal being at Danger, the clearing of such signal will be taken by the Driver to mean that the section is clear to the next home signal only. When a train is to enter a section under the Warning Arrangement and the section signal cannot be cleared owing to block control, the Signalman must instruct the Driver to pass the section signal at Danger.

1.10 - Replacing signals to Danger before passage of a train

When two or more train approach a junction at, or nearly at, the same time and the signals have been cleared for a train which should have been kept back for the passage of another, the Signalman must not attempt to alter the order of trains by reversing the signals but must place or maintain them all at Danger until he has satisfied himself that the train for which the signals were cleared has come to a stand, when precedence can be given to the other train. The signalman must not restore a signal to Danger, however, if it is likely to result in a train being brought to a sudden stop. If the Signalman has cleared a signal for a train to strat and he finds it necessary to replace the signal to Danger before the train starts, he must, before allowing any obstruction of the line to which the signal applies or before altering the position of the points, satisfy himself that the Driver is aware of the signal having been replaced to Danger.

1.11 - Movements in wrong direction
When it is necessary for a train to move in the wrong direction on any running line or shunt from one running line to another, or shunt into, or out of, sidings connected with running lines, the Signalman must, unless fixed signals are provided for such movements, verbally instruct the Driver or exhibit the appropriate handsignal as occasion may require.

1.12 - Authorising signals to be passed at Danger
Before authorising a Driver to pass a signal at Danger, the Signalman must observe the provisions of Section E, clause 4.9.

Handsignals

2.1 - Hand Danger signals
A red handsignal indicates Danger and, except as shown below, must be used only when it is necessary to stop a train. In the absence of a red light, any light waved violently denotes Danger.

2.2 - Yellow Handsignals

A yellow handsignal indicates Caution and is used for the following purposes:- Meaning Method To indicate to Driver and Guard during fog or falling snow that a distant signal is at Caution or that a warning signal has been cleared. Yellow handsignal held steadily by Fogsignalman. To indicate to Driver that a distant signal is defective and cannot be placed at Caution. Yellow handsignal held steadily by Handsignalman at the signal. To authorise Driver to pass a colour light stop signal capable of displaying a Caution aspector a semaphore stop signal on a post carrying a distant signal, which is disconnected or out of order. Yellow handsignal held steadily by Handsignalman at the signal. To indicate to Driver and Guard during fog or falling snow that a colour light stop signal capabable of displaying a Caution aspect is at Caution. Yellow handsignal held steadily by Fogsignalman. To require Driver to reduce speed for permanent way operations. Yellow handsignal waved slowly from side to side by Handsignalman. To indicate to Driver commencement of temporary speed restriction. Yellow handsignal held steadily by Handsignalman To indicate to Driver that AWS track equipment is out of use or under repair. Yellow handsignal held steadily by Handsignalman when signal displaying Caution or Preliminary Caution aspect.