Signalling Guide/Interlocking Version

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This page was last edited on the 2 May 2025.

Introduction

Signalling is one of the most important parts of any railway. It exists to ensure the safety of people, trains, and the surrounding infrastructure. For the most part, this is ensured by having one train, in one section, at one time.

This guide will cover the majority of information needed to learn signalling in Dovedale. Beforehand it is essential that you have read the Signals and Signs pages so that you have sufficient knowledge of topics that are covered in this guide.

Chapter 1 will outline the basic principles behind signalling, Chapter 2 will familiarise you with how to operate signalling equipment, and Chapters 3-7 will explain all the procedures and different methods of working needed to start signalling. Chapter 8, along with the Qualified Signaller Handbook, provide additional resources and further detail on signalling if you are interested. Once you have learnt signalling, you can apply to become a Qualified Signaller to access exclusive priveleges.

The Development of Signalling

1.1 - The History

A lithograph of the Liverpool and Manchester Railway during its opening. A lithograph of the Liverpool and Manchester Railway during its opening. Railways in a modern sense started in 1830 with the Liverpool and Manchester Railway. At first there was little need for signals or signalling; trains were rare and travelled at low speeds. However, by the 1840s, a number of accidents occurred, which prompted the introduction of the first railway signalling systems. The first major innovation was time interval working, and was introduced to prevent accidents on the railway alongside fixed signals or hand signallers. The principles of this operation were: Only let a train pass a certain point every 5 or 10 minutes. If a train was struggling a bit, maybe give it a bit longer. Whilst this was an improvement on the old regime, time interval working was fatally flawed. If a train broke down or came across an obstruction, the next train could crash into it. Prompted again by more accidents, it became clear that a space interval rather than a time interval was required, and thus by the 1850s, the foundation of all modern signalling - Absolute block - was created.

1.2 - The Basics: Block Signalling

Block signalling is the first principle of all modern signalling systems; the general principle being that there should only be one train, in one section, at one time, with few exceptions. Absolute block came as a result of incidents in the time interval system in the 1850s. It was made mandatory for all railways in 1889 and forms the basis of all modern railway signalling. In fact, there are still many signal boxes working under this methodology today. In principle: There are signal boxes at regular intervals along a line controlling points and signals. Only one train is allowed in a section between these boxes at any one time. Signal boxes communicate with each other through the use of block instruments and bell signals.

Signalling Equipment

2.1 - Lever Frame

Introduction The lever frame is perhaps the most important part of a mechanical signal box, controlling most of the signalling infrastructure in the surrounding area. If a lever is in the frame/pointing away from you, it is referred to as being in the "normal" position. If a lever is out of the frame/pointing towards you, it is in the "reversed" position. For signals, this means that a signal is "on" when its lever is normal, and "off" when its lever is reversed. Attached to each lever is the "pull plate" which states the lever's number, description, and a list of levers which must be pulled prior to pulling the current lever. An example can be seen to the right. Whilst the lever descriptions may seem cryptic at first, Section 2.3 (Track Layout Diagrams) will explain the meaning behind them. Interlocking Most levers will require the signaller to have certain other levers in the reversed or normal position before that specific lever can be reversed. This is known as interlocking, a core concept of signalling which ensures the safe passage of trains, preventing situations such as a signaller clearing a signal over unset points, moving points whilst a signal is cleared over them, clearing a distant signal without all stop signals cleared ahead, etc. This concept will be further discussed in Section 2.10 (Clearing Routes), which will use your knowledge of signalling equipment to safely move trains through your area of control. Lever Colouring Levers are coloured to help you identify their function at a glance. A white stripe in the centre of a signal lever indicates that it is electronically released by another signal box. Please note, in some cases these differ from real life standards. The colours currently in use are as follows: Colour Description ■ Red Controls stop signals or shunt signals. When the lever is normal, the signal displays a danger aspect. When reversed, the signal displays a clear aspect. Note there are some exceptions. ■ Yellow Controls distant signals. When the lever is normal, the signal displays a caution aspect. When reversed, the signal displays a clear aspect. ■■ Red over Yellow Controls an intermediate block signal, consisting of both a stop signal and a distant signal. ■ Blue Controls facing point locks (FPLs). In the normal position, the corresponding points are unlocked. In the reversed position, the points are locked. Before allowing a facing move over any points, they must be locked with these levers. A facing move means that a train is moving to the diverging side of the points, that is from the side with one track, to the side with two tracks. ■ Black Controls points. With the lever in the normal position, the points are in the position shown on the track layout diagram. Reversing the lever reverses the points. Points cannot be moved if the corresponding FPL is locked (reversed). ■■ Blue over Black Controls electrically operated combined points and FPLs. The FPL will be locked automatically in both lever positions. ■■ White over Blue Spare levers previously connected to a facing point lock which have been replaced with electrically operated points. These levers still act as FPLs for interlocking purposes. ■ Brown Controls crossing/gate interlocks. ■ White Spare levers. These do not control anything and are not in use. Lever Handles Some levers have shortened handles. For signal levers, this indicates that a mechanically operated signal has been replaced with an electrically operated semaphore or colour light signal. For blue over black points levers, this indicates that the points and FPLs have been motorised and automated. For white over blue FPL levers, this indicates that the FPL has been motorised and disconnected from the lever, but the lever still operates the interlocking mechanism and must be used as if it were a functional FPL.

2.2 - Block Shelf

The block shelf is positioned directly above the lever frame and serves as a mounting point for signalling equipment to be easily seen and worked by a signaller. It is named such as the block instruments and bells used by Absolute Block and Tokenless Block are mounted here. (See 3.2, 5.2) Equipment mounted to the block shelf includes: Block Indicators and Bells (AB and TLB) Electrical Release Plungers Line Clear Release Indicators Signal and Points Repeaters Track Circuit and Depression Bar Indicators

2.3 - Track Layout Diagrams

Overview Every signal box contains a diagram which shows the signaller the layout of the signal box's area of control. Diagrams can include the following information: Layout of all tracks and lines controlled by the box. Position and direction of all signals, points, FPLs, and other signalling devices. Track circuits and the section of track they apply to. Any stations and associated platforms controlled by the box. Location of level crossings. The names of adjacent signal boxes and the lines they connect to. The location of the signal box relative to the diagram. A list of spare levers (and any spaces in the lever frame.) Any other equipment/feature relevant to signalling. The following sub-sections will explain each diagram feature in detail. Note this is an extensive and descriptive list, it is not critical to understand everything discussed below to start signalling, although it may be worth referencing if you are confused about some aspects of signalling. A diagram is shown above, and it is suggested you look back at this when reading this section, however it does not contain all possible diagram features. Lines & Directions Signal boxes can control several different lines going to several other boxes in different directions, so a naming system is required to ensure that lines are not confused. To indicate direction, the terms Up and Down are used. Each line is marked with an arrow showing its direction labelled as up or down. For dual line sections, one line will be marked up and the other down. For single lines, both directions will be marked unless the line is only used in one direction. All up lines travel in one direction on the diagram and down lines travel in the other direction. The choice of which direction is up and down is arbitrary, but it is consistent across a network. In Dovedale, up is in the direction towards Masonfield, and down in the direction towards Fanory Mill. To distinguish between lines connecting to different signal boxes, each dual line or single line block section is named. The most important line(s) is given the name Main, even if the signal box controls just one line. Other lines could be marked as Branch, Bypass, or any other names to distinguish all lines apart. Other lines not connecting to signal boxes may also be named to distinguish different routes through the signalling area. Some examples are below: Up Branch: This could be one side of a dual line connecting to another signal box, likely of lower importance than other routes. Up/Down Loop: This could be a single line loop within the signalling area to let trains pass each other in either direction. Signals Stop signals and distant signals are represented on the diagram as miniature semaphore posts. The direction the signal is facing is the side of the icon with the semaphore arm, opposite the base of the post (see right image). All other signals, including shunts, subsidiary signals, fixed distant/danger signals, stop boards etc. will also be marked in a similar fashion. Any brackets or gantries will be shown. While all stop signals serve the same basic purpose, they can generally be split into two types, depending on their location on the line: Home signals and starter signals. The simplest signalling layout consists of one home signal and one starter signal for each line (see image). There are also some special types of signals. Home Signals Home signals are placed in rear of the signal box and are the first signals a train encounters when exiting a block section. They are placed before any points, allowing the signaller to change the points and set a route while being sure that any train approaching will stop short of points. Home signals will generally control which platform or line trains are routed towards, so there are often multiple mounted together on a bracket. There can be multiple home signals in succession to allow higher traffic flow or provide more routing options. In this case, the signals are generally referred to as the "inner" or "outer" home signal(s), or even "intermediate" if there were three. Starter Signals Starter (or starting) signals are placed near or in advance of the signal box, such that a signaller can check that a train is complete before it proceeds. At stations, the first starter signals will be located on the platform. As with home signals, there are often multiple starter signals in succession. In this case, they are generally named (in order): "starter", "advanced starter", "outer advanced starter". Section Signals A section signal is any signal controlling the entrance to a block section. They are not actually a type of signal (and will always be a starter signal), but are referred to as such for the purpose of signalling regulations. Section signal levers are marked with a white stripe to indicate that they must be released by an adjacent box by use of the block equipment. Intermediate Block Signals Intermediate block signals consist of both a stop and a distant signal within the block section, controlled by one lever. They can sometimes be installed on long block sections to increase traffic flow. Lever Naming Conventions Signal levers are generally name according to the following information: Signal type (home, starter, distant, disc (shunt), etc. Line and direction (e.g. down main) Whether the signal applies to a specific platform If a shunt disc, which points the disc is located at Points & FPLs Points are shown on diagrams as diverging tracks with a gap between them. FPLs are shown as rectangles on the end of points with a separation. The corresponding lever numbers will be marked. The direction of the points on the diagram shows their position when the corresponding lever is normal. Reversing the lever will reverse the direction of points shown. Points are considered facing points when a train is approaching the diverging side (from one track to two tracks), and trailing points when approaching to the converging sides (from two tracks to one track). Facing Point Locks (FPLs) When a train passes over points in the facing direction, there is a chance that the wheels could suddenly move the points to the other direction, causing a derailment. To prevent this, facing point locks are installed on points which passenger trains could pass over in the facing direction during normal operation. FPLs should always be locked when a train is passing over a facing point. Passenger trains must never travel over unlocked facing points while carrying passengers. Trap Points Trap points are used to protect trains from entering a running line from sidings, yards, or high risk areas. When normal, a train approaching the running line from the secondary line is directed towards a spur. When reversed, a train can cross from the secondary line onto the running line. Examples can be seen at Masonfield Sidings, or the lines joining Cosdale Harbour with the main running lines between Dovedale Central and Dovedale East. Catch Points Catch points are used to prevent railcars from running away on steep inclines if they become detached from a train. Trains passing in the normal direction of the line can pass the points in the trailing direction, but if a vehicle approaches in the wrong (facing) direction, it will be directed into a spur. Catch points are not found in Dovedale, however it is important to know the difference between trap and catch points. Lever Naming conventions Point levers are generally named according to the following information: The line(s) and direction the points apply to If the points are trailing or facing on that line Type of points (crossover, trap/safety) Track Circuits Track circuits are shown on the diagram by a pair of lights and a unique two letter designation. Two lights are provided so that a correct indication is given even if one bulb burns out. Sections of track connected to track circuits are shown in black, with white stripes denoting the separation between adjacent track circuits. Grey sections of track are main lines where no track circuits are provided on the diagram (they may be on the block shelf.) Blue sections are for sidings or yards without track circuits, or with depression bars that do not cover the entire section (see 2.6). Platforms & Level Crossings Platforms are represented as orange rectangles on the diagram, adjacent to tracks. Minor stations may not be marked. Platforms may or may not be numbered. Level crossings are also marked as orange boxes, running through the lines they apply to. The locations of the barriers/gates will be shown. Miscellaneous Signalling Equipment Shunter's Plungers These devices are located at the exit signals of sidings/yards where no track circuits are present, and can be operated to alert the signaller that a train is standing at the signal and is ready to make a movement, similar to TRTS. They are marked by a blue trapezoid on the diagram. Treadles Treadles are essentially switches activated by a wheel passing over them. They are used to alert the signaller that a train is approaching their area by ringing a bell, and are usually installed on long block sections or where there may be a station within the section causing a long travel time between boxes. They are marked by a red circle on the diagram. Other Diagram Features The Signal Box The signal box is marked as a red rectangle on the diagram. The orientation can be determined by looking at the horizontal black bar, representing the lever frame, and the dot representing the signaller.

2.4 - Electrical Release Plungers & Line Clear Indicators

Electrical Release Plungers Some signal levers have an electric lock plunger connected to them; you will need to press the plunger with the corresponding number before pulling the lever. You do not need to press the plunger to move the lever back to the normal position. Plungers are installed for signals under the following circumstances: Section signal requiring line clear release Signal protecting a level crossing Signal with several routes Subsidiary signal interlocked with track circuit Line Clear Indicators These indicators light up when the corresponding block instrument displays 'Line Clear' (Absolute block) or 'Train accepted' (Tokenless Block). They are installed if section signals requiring line clear release are located far from the corresponding block instrument, such that a signaller is informed when line clear has been given by the other box, allowing them to clear their section signal.

2.5 - Signal and Points Repeaters

All signal boxes contain repeaters which display the aspect/position of each signal and set of points controlled by the signal box. This allows the signaller to ensure that signals and points are in the correct position after moving a lever. Some signals are not provided with repeaters as they are in direct sight of the signaller. Mechanically operated signals and points are connected to repeater dials with three positions. For signals, the positions are: 'On' (danger/caution aspect), 'Wrong' and 'Off' (clear aspect). For points: 'Normal', 'Wrong' and 'Reverse'. Electrically operated signals and points are connected to small repeater boxes. Signal indicators will show a small coloured light representing the aspect shown on the signal. Points indicators will display 'N' or 'R' representing Normal and Reverse respectively. Note that if a repeater displays 'Wrong' or does not change state, this means your player has not loaded the physical signal.

2.6 - Track Circuits & Depression bars

Track Circuits In most signal boxes, the track layout diagram includes several pairs of labelled lights, which show the location of trains without the signaller having to look for them. This is particularly useful in signal boxes that lack line of sight with certain areas, as signallers can tell which signals a train a has passed. Aside from being located on the diagram, some track circuit indicators may be attached to or placed on the block shelf, named with the pertaining location or line. An example of one style can be seen below. Depression Bars Depression bars serve a similar purpose as track circuits, although they work in a completely different manner. Instead of connecting an electrical signal through the rails, the train's wheels depress a metal bar next to the rail, which moves a switch and is displayed in the box. The consequence of this is that if the bars do not cover an entire section of track, and a train does not have any wheels over the bar, no indication will be provided that a train is present. Thus, signallers should double check tracks with depression bars visually.

2.7 - Barrier Pedestals & Gate Wheels

In most signal boxes, manually controlled level crossings are operated by a barrier pedestal. The barrier pedestal has two interactable buttons: "Barriers Lower" and "Barriers Raise". Some crossings have "On-call" functionality; these can be kept down until a road user presses a plunger which activates an annunciator on the level crossing control. You then may raise the level crossing. After 3-5 minutes or when needed, the level crossing can then be lowered. Before you can clear any signals over the crossing, you must: Check the crossing for approaching vehicles or obstructions. Press the "Barriers Lower" button. Observe the barriers lowering, preparing to stop the lowering procedure if any obstructions enter the crossing. Once the barriers have finished lowering, visually check the crossing for obstructions in a "figure of 8" motion. After all trains have passed and it is safe to do so, you should raise the barriers. Marigot Crossing Signal Box is fitted with a gate wheel. The same procedure should be followed, however the gates are operated through the "R" and "F" keys on your keyboard, and the "Gate Stops" and "Gate Locks" levers must both be normal to move the gates. Some boxes are fitted with a crossing interlock lever. This must be correctly set before signals can be cleared over the crossing.

2.8 - Telephones

Signal boxes contain telephones to allow signallers of adjacent boxes to communicate more complex information which is not possible with bells alone. The process for using telephones is described below: Calling another box Stand next to the telephone and click on the earpiece to pick it up. Flip the switch on the telephone to the box you want to call. If the other signaller is available you will hear a clicking sound indicating the call is being made, along with a new chat window for the phone line opening. However, if the other signaller is on the phone to another box you will hear three beeps instead, and you should try call again shortly after. Wait for the message "Connection established with: username". This indicates the other signaller has picked up, and any messages sent prior to this may not be visible by them. When finished, click on the earpiece holder to return it and end the call. Answering another box You will hear the telephone bell ring when a call is incoming. Click the earpiece to pick it up and answer the phone. If there are multiple phones in the box, make sure you are answering the correct one. A chat window will open, and you may now start talking to the other signaller. When finished, click on the earpiece holder to return it and end the call. Alternatively, the following keybinds can be used to operate the phone: P - Pick up/replace earpiece [ - Select the top switch position ] - Select the bottom switch position

2.9 - Signal Box Special Instructions

Each signal box has unique circumstances, thus a list of special instructions and information is provided for each box, located on the pin-up board next to the list of bell codes. This contains information on methods of working, permissive working arrangements, modifications to procedures, and any other important information specific to that box. It is important that signallers know and follow these instructions when signalling a new box.

2.10 - Clearing Routes

Now that you have a good understanding of how signalling equipment works, this knowledge can be put into practice by completing what we set out to do: ensuring the safe movement of trains throughout the signal box's area of control. This section will discuss the overall process of signalling trains within your area of control. You will need to read chapters 3-5 to learn about methods of working, that being the regulations for sending trains between boxes. It is suggested you re-read this section after you have read the rest of the guide, as it will help to consolidate the general process of signalling a train. Below are the steps you should follow to signal a train: 1. Determine train information The first step to signalling a train through you area is getting the relevant information for that train. You will need to know its classification, destination, location from which it will be approaching, (possibly) length, and any other relevant information before deciding how to route it. There are really only two places a train can come from: either from spawning in your area, or offered from another signal box. If a train spawns in your area, you will likely be able see the train and its destination UI which will provide all the information necesssary. If it is not visible, try to communicate with the driver to obtain the needed information, or signal it ahead into a platform or line where you can see the train (this is often the case for MS and GJ). If a train has been offered by another box, the signaller should provide you with any required information for that train by telephone, or it will be implied by bell codes etc. 2. Set route Once you know the necessary information, you should decide how you will route it through your area. Consider what platform to use, whether there are length restrictions, if the destination can only be accessed by a certain line/platform etc. Look at the diagram, starting from the line the train will approach from, tracing a route towards the destination. Consider which points and FPLs you will need to set, and move them to the correct position. Take note of which signals will need to be cleared, but do not clear them immediately. Note that Chapter 6 covers routing procedures in further detail. 3. Clear signals When the train has entered the section in rear of your box, you should clear your home signal(s) for the route you have set. If the interlocking prevents the signal from clearing, check what you need to change by looking at the interlocking hints. Once you receive clearance to send the train to the next signal box (covered in Chapters 3-5), you can clear the starter signal(s) and distant signal.

Absolute Block Signalling

3.1 - The Principles of Absolute Block

Absolute Block splits each line between signal boxes into a block section. A block section expands from the last stop signal of one signal box, to the first stop signal of the next signal box. Only one train is allowed within each block section at one time. Before a signaller can clear a train into a block section, the next signal box must give permission for a train to approach. Signallers do this through the use of block instruments and bell signals.

3.2 - Block Instruments

Block instruments provide a continuous reminder of the state of the section between two signal boxes. Above is a diagram of a standard BR "penguin" block instrument. From top to bottom, all block instruments consist of: A repeater indicator, controlled by the next signal box, which shows the state of the line towards the next signal box. A master indicator, controlled by you, which shows the state of the line towards your box. This is repeated in the next signal box's repeater indicator. A commutator, which is used to change the position of your master indicator. A bell unit, used to send and receive bell signals between signal boxes. Some block instruments may look different to this standard one, and may be split up into different parts, but they all fundamentally work the same. Block instruments have three states. From the perspective of the master indicator/your commutator position, these are: Normal - Also known as Line Blocked or Line Closed. When there is no train occupying the block section towards your box and you have not accepted a train, your block instrument must be kept at normal. Line Clear - Indicates that you have given permission for the next box to allow a train into the block section towards your box. Train on Line - Indicates that a train is occupying the block section towards your box. When a block instrument is used over a single line, the offering signal box must keep their commutator at normal during the offering and sending procedure.

3.3 - Bell Signals

Bell signals are used to communicate between signal boxes, and are still used today in lieu of telephone communications. Bell codes have distinct advantages over verbal communication, namely: Unambiguity - There is no room for errors and misinterpretation, bell codes are definitive, but conversations can be worded ambiguously. Speed - Bell signals are often faster than typing or speaking messages. A list of commonly used bell codes can be found within all signal boxes, however a complete list can be found on the bell codes page. You must acknowledge all bell signals by repeating them. You must not consider any bell signal as understood until it has been correctly acknowledged. You must send call attention (1) and have it acknowledged before you send any other bell signal, except for: train entering section (2) obstruction danger (6) train running away in the wrong/right direction (2-5-5/4-5-5) In most boxes, there is more than 1 bell. To differentiate between each bell, you can click on the metal bell itself to hear the sound. This will not send a signal to the other signal box, and can only be heard by your player.

3.4 - Procedure: Offering & Sending Trains

This section outlines the procedure for the day to day sending of trains between signal boxes. Offering Trains For the purposes of this example, you, signaller "A", will be signalling a train from signal box "A" to signal box "B". When sending a train between signal boxes, you must offer it. Before you can offer a train to signaller "B", you must: Check that the block instrument is at normal for the line concerned. Have received train out of section for the last train sent on that line. To offer a train: Send call attention (1) to signal box "B". Once acknowledged, send the appropriate is line clear code (e.g. 3-1). If the line is clear, signaller B will acknowledge the is line clear and place their instrument at line clear. You may then clear your signals to allow a train into the block section. When the train passes your signal box, you must send train entering section (2) to signal box B. You must make sure signaller B places their instrument at train on line. Once the train arrives at signal box "B", signaller "B" will send train out of section (2-1) to you. You must acknowledge this, and make sure they replace their instrument to normal. Receiving Trains For the purposes of this example, you, signaller "A", will be receiving a train from signal box "B". If the line is clear, you should acknowledge the is line clear and place your instrument to line clear. If it is not, you must not acknowledge the is line clear bell code. When you receive train entering section (2) you must acknowledge it and place your block instrument to train on line. Once you have received train entering section, you should offer the train onto the next signal box as shown above. When the has completely left the block section (most often visually confirmed by seeing the tail lamp), you must send call attention (1) to signaller B. You must then send train out of section (2-1) to signaller B, and only once acknowledged, place your commutator to normal.

3.5 - Procedure: Opening, Closing & Testing

Opening a Signal Box When you open your signal box you must send opening of signal box to all surrounding signal boxes. Send call attention (1) and await acknowledgement. Send opening of signal box (5-5-5) and await acknowledgement. Perform the testing equipment procedure. Closing a Signal Box When you close your signal box you must: Ensure that train out of section has been received for the last train in each block section, and that all block instruments are at Normal. Place all your signals to danger. Send call attention (1) and await acknowledgement. Send closing of signal box (7-5-5) await acknowledgement. Testing Equipment As soon as possible after opening, if no trains are immediately due to be signalled, you must test your bells and block instruments. You, signaller "A", will be sending testing equipment to signal box "B". A: Send call attention (1) B: 1 A: Send testing equipment (16). B: 1 A: Set block to Line Clear B: Pull one of your section signals, and then replace it to danger B: 1 A: Set block to Train on Line B: 1 A: Set block to Normal/Line Blocked B: 1 B: Set block to Line Clear A: Pull one of your section signals, and then replace it to danger A: 1 B: Set block to Train on Line A: 1 B: Set block to Normal/Line Blocked A: 1 B: 16

3.6 - Procedure: Shunt Into Forward Section

This regulation must be used when a train needs to pass your last stop signal into the block section for shunting purposes. If a train is to be shunted in the wrong direction of a double line, you must use 3.7 Blocking Back instead. When sending shunt into forward section, you must: Send call attention (1) to the next signal box and await acknowledgement. Send shunt into forward section (3-3-2) and await acknowledgement. If you can begin the shunt move, you will receive line clear on the block instrument. You may then clear your signals for the train to proceed. Send train entering section (2) to the next signal box. Ensure that they set their block instrument to train on line. Once the train has left the block section and completed shunting, you should send call attention (1), followed by train withdrawn (8) to the next signal box. If you receive shunt into forward section you must: Check that no train are in the block section. Acknowledge shunt into forward section (3-3-2) and place your block instrument at line clear. When you receive train entering section (2), acknowledge it and place your block instrument at train on line. When you receive shunt withdrawn (8), acknowledge it and place your block instrument to normal.

3.7 - Procedure: Blocking Back

This regulation must be used when you must send a train in the wrong direction of a double line for shunting purposes. If you're shunting a train in the right direction, you must use 3.6 shunt into forward section. If you are intending to send Blocking Back, you must: Send call attention (1) to the signal box you wish to block the home signal then await acknowledgement. Send blocking back outside home signal (3-3), and await acknowledgement. After the bell was acknowledged, turn your block instrument to Train On Line. Perform the shunting movement. You need to come to a clear understanding with the driver before clearing relevant signals/giving verbal authority. After the movement has left the block section and have completed the shunting movement. You must send obstruction removed (2-1-2), and await acknowledgement. Once the other signal box acknowledged your obstruction removed, you must return the block instrument to Normal. When you are receiving Blocking Back, you must: Understand the line to the sending signal box is blocked and you cannot send a movement toward it, then acknowledge blocking back outside home signal (3-3). Wait for the shunting movement to complete. Acknowledge obstruction removed (2-1-2). Check that the block instrument is at Normal before sending any new movement. You must not acknowledge blocking back if you have allowed a movement toward the sending signal box which would conflict with the shunting movement at the sending signal box. On a single line, you must use shunting train into forward section instead of blocking back.

3.8 - Procedure: Cancelling & Train Incorrectly Described

Cancelling If a train is not going to proceed but you have already sent is line clear or train entering section, you must: Place all relevant signals to danger. Send call attention, followed by cancelling (3-5) to the signal box in advance. If you receive cancelling (3-5) you must acknowledge it and place your commutator to normal. Train Incorrectly Described If you have sent the incorrect line clear and the signal box in advance has acknowledged it, you must: Send call attention, then train incorrectly described (5-3). When acknowledged, send the correct is line clear. If you receive train incorrectly described (5-3), you must acknowledge it and then acknowledge the correct is line clear. Do not move the commutator on the block instrument.

3.9 - Procedure: Obstruction Danger

When to Send You must send obstruction danger if you need to stop trains coming towards your signal box due to an obstruction or other emergency within the block section. You must immediately, and without sending call attention, send obstruction danger (6) to all relevant signal boxes. You must send obstruction danger even if you have not received is line clear or train entering section. You must also send obstruction danger if a train is approaching which you have not: Acknowledged is line clear. Received train entering section. Received train or vehicles proceeding without authority. Acknowledged shunt into forward section. You do not need to send obstruction danger if you can move facing points to a line that is clear. Sending Obstruction Danger When sending obstruction danger (6) you must: Place or keep all relevant block instruments to train on line. Place or keep all signals at danger to protect the obstruction. You must then tell all relevant signallers the reason for sending obstruction danger. You must then reach a clear understanding of the lines affected and which can be re-opened for trains. If you receive train or vehicles proceeding without authority in the right direction (4-5-5) after sending obstruction danger, you must take all possible actions to stop the approaching train. If you receive cancelling for a train which has been acknowledged before you sent obstruction danger, you must acknowledge it but keep the block instrument at train on line. Receiving Obstruction Danger If you receive obstruction danger (6) you must: Place or keep all stop signals towards the sending box at danger. Place or keep the block instrument for the line from the sending signal box to train on line. If no train has been signalled towards the sending signal box, you must acknowledge obstruction danger. If you cannot stop a train heading towards the signal box, or there is already a train in section, you must not acknowledge obstruction danger and immediately send train or vehicles proceeding without authority in the right direction. If you succeed in stopping a train, you must then acknowledge obstruction danger and send cancelling. You must then find out why obstruction danger was sent, and reach a clear understanding of the lines that remain blocked and which can be re-opened for trains. Obstruction Removed When the obstruction has been removed, or if a train can pass clear of the obstruction, you must send call attention followed by obstruction removed (2-1-2) and place your block instrument to normal. However, if there is a train in section you must not send obstruction removed until that train is clear of the section.

3.10 - Procedure: Train or Vehicles Proceeding Without Authority

Train or vehicles proceeding without authority in the right direction (4-5-5) If a train or vehicle proceeds without authority in the right direction, you must: Without sending call attention, send the bell code for train or vehicles proceeding without authority in the right direction, 4-5-5. Stop any train travelling on the opposite line if you consider this to be necessary. If possible, alter points to divert trains and prevent collisions. Place or keep signals at danger against the train and and any other train that could be put at danger. If possible, arrange for the line on which the train is proceeding without authority to be cleared. Take the necessary action for any level crossings. Take any other possible action to reduce the risk of a collision. If you receive train or vehicle proceeds without authority in the right direction, you must: Place or keep the block instrument at train on line for that line. If necessary, send train or vehicles proceeding without authority in the right direction to the next signal box, unless you can divert or stop the train. Stop any train travelling on the opposite line if you consider this to be necessary. If possible, alter points to divert trains and prevent collisions. Place or keep signals at danger against the train and and any other train that could be put at danger. If possible, arrange for the line on which the train is proceeding without authority to be cleared. Take the necessary action for any level crossings. Take any other possible action to reduce the risk of a collision. If there is already a train in section, you must: If you can, allow the train to pass, and then immediately replace signals against the train proceeding without authority. You must not send train out of section until both trains have left the block section complete with tail lamp. If there is no train in section you must send train out of section and signal the next train as normal. Train or vehicles proceeding without authority in the wrong direction (2-5-5) If a train or vehicle proceeds without authority in the wrong direction, you must: Without sending call attention, send the bell code for train or vehicles proceeding without authority in the wrong direction, 2-5-5. Place or keep the block instrument at train on line. If possible, alter points to divert trains and prevent collisions. Place or keep signals at danger against the train and and any other train that could be put at danger. If possible, arrange for the line on which the train is proceeding without authority to be cleared. Take the necessary action for any level crossings. Take any other possible action to reduce the risk of a collision. If you receive train or vehicle proceeds without authority in the wrong direction, you must: Stop any train going towards the signal box. If possible, divert the train onto the right line or a siding. If necessary, stop any train on the right line coming from the signal box. If possible, alter points to divert trains and prevent collisions. Take the necessary action for any level crossings. Take any other possible action to reduce the risk of a collision. If necessary, send train or vehicles proceeding without authority in the right/wrong direction to the next signal box.

Electric Token Block Signalling

4.1 - Tokens and Occupation Keys

Electric Token Block signalling is similar to the Absolute Block regulations seen above, as the main principle of the system is to have one train, in one section, at one time. ETB, however, is fundamentally different in that drivers must be in possession of an object, known as a token, to proceed onto the single line block section. Token Instruments Both boxes make use of a Tyer's No.9 Key Token Instrument. These consist of: A galvanometer, which shows whether current is flowing through the instrument (when a bell sounds or token is being released). An indicator, which shows whether a token is in or out. A magazine, which holds a bank of key tokens. A plunger, which operates the bell and releases the other instrument's tokens when held down. Handling of Tokens The following regulations apply to the handling of tokens: You, the signaller, are the only person authorised to deliver a token to or retrieve a token from a driver. The token must only be delivered to the driver of a train, not the guard or any other train crew member. The token must pass through the instrument before being given to another driver.

4.2 - Signalling Regulations

Signalling regulations under Electric Token Block are very similar to that of Absolute block, with a few key differences described below. Note that sections 3.8, 3.9, and 3.10 of AB apply to ETB unchanged, so will not be discussed. Offering and Sending Trains When offering a train, you must follow the same procedures as described in Absolute Block section 3.4, with the following differences: Instead of sending bell codes over a dedicated block bell, you must use the plunger located on the front of the token instrument. When offering a train, you may only retrieve a token whilst it is being released by the box in advance's last beat. You must clear the section signal before handing the token to a driver. When accepting a train, you must acknowledge the is line clear code sent by the offering box, then hold the plunger in on the last beat until the token instrument displays "Token Out", indicating the other signaller has retrieved a token. You must return the token to the instrument before sending train out of section. Opening, Closing & Testing The procedures for opening and closing are identical to that described in section 3.5. The following procedure must be used when testing equipment for an ETB section: You, signaller "A", will be sending testing equipment to signal box "B". A: Send call attention (1) B: 1 A: Send testing equipment (16). B: Hold plunger (1) A: Retrieve token, pull one section signal, replace it to danger, replace token A: Hold plunger (1) B: Retrieve token, pull one section signal, replace it to danger, replace token B: 16 Shunting If a train is required to enter the block section for shunting purposes, you must: Send Release Token (5-2) to the box in advance, and retrieve a token. Inform the driver of the required movement, and clear the signal if possible. Note you should not send train entering section. Once the train is fully withdrawn from the section, return the token to the instrument and send Token Replaced (2-5) to the box in advance.

Tokenless Block Signalling

5.1 - Tokenless Block - Brief History

Tokenless Block method of working is the newest addition into Dovedale. It's offered itself as an alternative to Electric Token Block. It originated from the Western Region of the British Railway in 1967 on the line between Wilton and Pinhoe in Exeter. In essence it is similar to the Electric Token Block method, but the instrument itself is more akin to the Absolute Block instrument. It was designed for signallers in the western region whom, during the economy of that time, had to cover other duties that does not pertain exclusively to signalling. With this method of working, signallers are allowed to leave the block instrument on accepting, thus permitting them to leave the signal box to attend to other duties. Its main advantages are that there are no bell signals required, and less attention is required from the signaller.

5.2 - Tokenless Block - Principle

Like all other regulations/methods of working, its main principle is to have "one train, in one section, at one time". Tokenless Block however, like the name implies, does not require a token unlike the ETB system in the section above. What we have in Dovedale is based on the Tokenless Block Instrument for the BR Middle-eastern region. These consist of: A single-needle indicator, with three different positions: "Normal, Train Accepted and Train In Section". An acceptance switch, used to accept trains from adjacent box. An "Offer" button used to offer a train to an adjacent box. A "Train Arrived" button used to reset the block instrument back to normal once the train has arrived.

5.3 - Tokenless Block - Operation

Tokenless block operation is largely different compared to other methods of working in game. Bell signals are not needed for this method of working. To offer a train, you must perform the following: Ensure that your instrument acceptance lever is on "Normal". Ensure that the accepting box acceptance lever is on "Accepting". Press offer, then wait for the indicator to turn to "Train Accepted". Once accepted, you now can clear the section signal. After offering, you should inform the signaller at the adjacent box of the train headcode. An example script could be: "Hello, Satus Signaller. Is the line clear for train 2F05? (Or Two Foxtrot Zero Five, to avoid filter.)", "Line is clear for train 2F05.", "Thank you." If you are unable to accept, then you should say: "No, train 2F05 refused." Note that you can also do this while the train is still offering, or even after the train was accepted. For ease of operation, Dovedale's TB Instruments have sounds in them that can be used as alerts similar to bell codes in other block instruments. If the accepting box's acceptance lever is not set to accepting, it will make a bell sound alerting them. Once their acceptance lever has been changed to accepting, the box that offered a train will be notified with a bell. Once the section signal is cleared and the train has passed it, the train will occupy a track circuit, causing both boxes' TB instruments to move to "Train In Section". When the train arrives at the receiving box it will activate a treadle or track circuit. (Anything else will cause the system to prevent Train Arrived from being pressed) If the train is complete with a tail lamp, the accepting box will then turn the acceptance lever to normal, before pressing Train Arrived to reset the block instrument to normal. When accepting, simply perform the actions of the accepting signal box above. If the offering box needs to cancel the train, the signaller must ask the accepting box to turn their block instrument to Normal then press Train Arrived to reset it. If the train despawns mid-section, the accepting signal box must turn their block instrument to Normal and press Train Arrived, then notify the offering signal box that the train has despawned.

Operating Signals

6.1 - Clearing and Replacing Signals

Clearing Stop Signals Before clearing a stop signal, you must ensure that: All points and facing point locks are set for the movement. Any level crossings before another stop signal are in the closed position. There are no obstructions on the route. If necessary, you have received permission from the controlling signaller of the (next) section. Where the next stop signal is at danger, you must not clear a signal that cannot display a caution aspect until the train is nearly at a stand. This is to ensure that the driver's speed is controlled to stop at the next signal. Replacing Stop Signals You must replace a stop signal to danger as soon as the last vehicle of the trainset has passed the signal, and it has passed over all points facing to the movement. Clearing Distant Signals Before clearing a distant signal, you must ensure that all stop signals until the next distant signal or until the end of the section are set to clear. Replacing Distant Signals You must replace a distant signal to caution as soon as the train has passed the signal. Clearing Shunt Signals You should always attempt to clear all shunt signals required for the movement before allowing the driver to proceed. If you cannot clear all shunt signals, and you need to stop the train at an intermediate shunt signal, you should first advise the driver.

6.2 - Authorising Signals to be Passed at Danger

Before authorising a driver to pass a signal at danger, you must ensure that: All points and facing point locks are set for the movement. Any level crossings are in the closed position. There are no obstructions on the route. If necessary, you have received permission from the controlling signaller of the (next) section. A conflicting movement has not been authorised. When passing a signal at danger, you must reach a clear understanding with the driver as to what move will occur. You must tell the driver: Which signal needs passed at danger. The reason why the signal needs to be passed at danger. If necessary, that the driver needs to proceed at caution. That the driver needs to obey all further signs and signals. You may then provide verbal authority to pass the signal, or provide a yellow handsignal.

6.3 - Making Unsignalled Moves

Before making an unsignalled move, you must ensure that: All points and facing point locks are set for the movement. Any level crossings are in the closed position. There are no obstructions on the route. If necessary, you have received permission from the controlling signaller of the (next) section. A conflicting movement has not been authorised. You must reach a clear understanding with the driver as to what move will occur. You must then either: Provide verbal authority to the driver to proceed, or Provide a yellow hand signal to the driver.

6.4 - Signal Passed at Danger Without Authority (SPAD)

If a train has passed a signal at danger, or you have been made aware of a train heading towards your signal box without authority, you must: If necessary, and without sending call attention, send train or vehicles proceeding without authority to the next signal box. Stop any train travelling on the opposite line if you consider this to be necessary. If possible, alter points to divert trains and prevent collisions. Place or keep signals at danger against the train and and any other train that could be put at danger. If possible, arrange for the line on which the train is proceeding without authority to be cleared. Take the necessary action for any level crossings. Take any other possible action to reduce the risk of a collision.

Routing and Regulating Trains

7.1 - History

To ensure that trains travel to their correct destination, and for the purposes of regulations, train routing requires a way to quickly and correctly identify train class and route. In Great Britain this is done by Train Reporting Number, often times called Headcode. The origin of the name came from the fact that the code itself was displayed physically at the front of a train. BR Class 411 with it's 2 digits alpha-numerics headcode. Headcode systems in the past were a confusing mess that each train operating company came up with. The Southern Region often just had 2 numbers (to indicate route) for the train while the Western Region used 3 digit numbers on their locomotives. Standardisation began during 1960 with the current format now introduced all across Great Britain. All locomotives and multiple units built after that date now include 4 digit roller-blinds that can fully display its headcode, with one exception being the Southern Region which continues to use their 2 digit alpha-numerical indicator. Final major changes occured in 1976, after hundreds of mechanical signal boxes were replaced with Power Signal Boxes. Introduction of the electronic Train Describer allowed signallers to view what train it is and where it's going at all times without having to see the train itself, removing the need to display a physical headcode on the train. Most trains now display a 00 or 0000 code and change their discs and lamps to the former express code. Roller-blinds were blanked or covered and new trains after this period were designed without a physical headcode indicator.

7.2 - Headcodes

A headcode is a unique 4 character code used to identify one train from another. Headcodes have 3 parts, as shown in the picture on the right: The first part is the train classification (see 7.2). For this example headcode, the number 2 means this train is an ordinary passenger train. The second part is a letter used to indicate the train's destination. For this headcode, the letter M means the train is heading to Masonfield. The third part is two randomly generated numbers used to distinguish between specific trains running the same service. Note that there is currently no system to prevent two trains from sharing the same headcode, although this is very unlikely to occur.

7.3 - Train Classifications

Trains are separated into classes based on what they are carrying, service type, their consist, whether they are limited to a certain speed, etc. This information is important to signallers for determining the priority of trains and applying necessary regulations. Each class is assigned a unique number, with lower numbers generally having higher priority. Trains are separated into classes as follows: Headcode Train Class Is Line Clear? Bell Code 1 Express passenger train Nominated postals or parcels train Breakdown train or snow plough train going to clear the line (1Z99) Traction unit going to assist failed train (1Z99) 4 2 Ordinary passenger train Officers special train (2Z01) Test train (2Qxx) 3-1 3 Freight train if specially authorized A parcels train An autumn-railhead treatment train Empty coaching stock train if specially authorized Not in use 4 Freight train that can run up to 75mph (120km/h) Not in use 5 Empty coaching stock train 2-2-1 6 Freight train that can run up to 60mph (95km/h) 5 7 Freight train that can run up to 45mph (70km/h) Not in use 8 Freight train that can run up to 30mph (55km/h) Not in use 9 Specially authorised train 1-4 0 Locomotive or locomotive 2-3

7.4 - Routing and Regulating Procedures

In accordance with the QS handbook, trains should be regulated by their headcode then lateness but this is not a hard requirement, and signallers should use their own judgement when prioritising train to be as efficient as possible. It might make more sense to send a Class 2 that has been waiting for a really long time rather than a Class 1 that has just entered your area or just arrived at the platform. Lateness is subjective and depends on how long that train has been waiting in your area. If for example, at Dovedale Central there were two train standing on the platform with the same headcode, however one has been waiting for almost 5 minutes while the others has pressed TRTS, it makes more sense to send the late train first. Routing should be done as soon as the train enters the area or Is Line Clear has been given to adjacent box, unless impossible to be done due to other traffic. When able, the signaller of the box in rear will try to describe the train to you, usually via telephone. But if this is impossible, you must use alternative methods such as Dovedale Live Map or asking the driver for the route. Trains going to DC or DE via Cosdale Harbour should use the CH destination then change their destination while they are there as a stopgap method until a more advanced routing system is released.

Additional Resources

8.1 - Charts
See the Charts and System Map pages for layouts of each box's signalling area, and of the overall game.

8.2 - Related Videos

Some of the systems mentioned are used in real life around the world. Here are some examples and explainer videos. British Rail Signalling Guide (UK) Load video YouTube YouTube might collect personal data. Privacy Policy ContinueDismiss A full explanatory video of how a token exchange works in real life. (Singapore) Load video YouTube YouTube might collect personal data. Privacy Policy ContinueDismiss A full explanatory video of the entire token exchange system. (India) Load video YouTube YouTube might collect personal data. Privacy Policy ContinueDismiss

8.4 - Qualified Signaller Handbook
The handbook details further information such as detailed procedures, extra roleplay notes and regulations specific to Qualified Signallers. You can find the Qualified Signaller Handbook here.