Part 6 Section 1

SIGNALS
Issued December 1994

1 Signals - Their Forms and Functions

1.1 Introduction older semaphore signals, but more commonly they

are three or four aspect to provide improved indi-
Before dealing with the construction of model sig- cation to drivers, particularly on lines carrying
nals, if they are to be present on a layout, it is nec- heavy traffic. Subsidiary signals in colour light
essary to look at the types of signal and their func- areas usually take the form of position light sig-
tions. Section 2 will then look at how they are posi- nals to distinguish them from running signals,
tioned and used in typical track layouts. although the SR often made use of floodlit disc sig-
Running signals control the movements of nals as an alternative.
trains on running lines and their main purpose is Terms relating to the location of a signal can
to maintain a safe distance between trains run- sometimes appear confusing. A simple way of visu-
ning on the same line and in the same direction. alising this is to imagine standing in the middle of
They provide protection at converging junctions the track facing the direction of travel; everything
and directional information at diverging junctions. in front is ‘in advance’; everything behind is ‘in the
Coupled with a single line control system, they rear ’. In the Figure 1-1 below signal C is ‘in
maintain safe operation of single lines. advance of ’ signal B while signal A is ‘in the rear
Subsidiary signals control lower speed move- of ’ signal B. Similarly, signal boxes controlling
ments and are designed to be easily distinguished block sections are said to be ‘in advance of ’ or ‘in
from running signals. The usual method is to the rear of ’ the adjacent box depending on the
employ a smaller signal located below its relative direction of travel. Before the days of power boxes
stop signal or a ground signal. controlling long stretches of line, alternate boxes
Colour light signals are replacing semaphore were often found on opposite sides of the tracks to
signals on main lines although semaphore signals their neighbours to permit the signalmen to exam-
are still in operation at many locations. Running ine both sides of a train. The Figure 1-2 illustrates
colour light signals can be two aspect, replacing this point.

FIGURE 1-1

FIGURE 1-2

Compiled by A. Garraway, J. R. Hadwin, 6-1-1

D. Strivens, M. Walshaw.
Drawings by D. Morton, G. Wheeler.
 1.2 Semaphore Running Signals Stop signals are painted red with a vertical
white band and, at night, show a red light for stop
These have arms some four or more feet in length. and a green light for proceed. Figure 1-3 shows the
When BR was formed, much signalling still con- aspects displayed. Home, starting and advanced
sisted of the individualistic types of the pre-1923 starting signals are of this type.
companies, including the slotted post types of the Distant signals have notched ends and are
NER and the somersaults of the GNR while the painted yellow with a black horizontal Vee. At
GWR (and Western Region) stuck to its lower night they show a yellow light for caution and a
quadrant type. The rest of BR saw the upper quad- green light for proceed. Figure 1-4 shows the
rant gradually taking over as signals required aspects displayed.
replacing. The two principal types in current use Whichever type of semaphore signal is
are the stop and distant signals. employed it is normal practice to refer to the sig-
nal as being ‘off ’ to indicate the proceed aspect.
Similarly signals are said to be ‘on’ when showing
Aspect Lower Quadrant Upper Quadrant a stop or caution aspect.

Red Red 1.2.1 Stop signals

STOP Light Light
The simplest of block posts will consist of a single
stop signal for each direction. Where more than
one stop signal is required to control movements
within a block section, the additional stop signals
are referred to as home or starting signals. The
home signal is usually located in rear of a signal
box. Home signals are positioned an overlap dis-
PROCEED Green Green tance (400 metres or 440 yards) from the point
Light Light they protect to provide adequate braking distance
if the signal should be overrun. Where a home sig-
nal is protecting a converging junction or similar
fouling point, there is a safety overlap beyond any
FIGURE 1-3 home signal which must remain clear before a
Stop signal aspects. train can be accepted from a box in rear. To avoid
‘sterilising’ a busy junction or station, outer home
signals are provided. (see 1.2.3)
Aspect Lower Quadrant Upper Quadrant Starting signals are provided to authorise
movements from the block post. through the block
section to the home signal of the next signal box
ahead and from this are also known as section sig-
nals. Figure 1-5 shows a simple arrangement of
CAUTION Yellow Yellow home and starting signals at a station.
Light Light

Up
Signal Starting
Box
Up Home Platform Up Line
PROCEED Green Green
Light Light
Down Line Down Home

Down
Starting

FIGURE 1-4 FIGURE 1-5

Distant signal aspects. Station protected by Stop Signals.

6-1-2
 Part 6 Section 1
SIGNALS
Issued December 1994

1.2.2 Advanced starting signals signal can only be pulled off when the stop signals
have all been previously pulled off. When the dis-
Advanced starting signals allow shunting move- tant is off, the driver is given an indication that
ments to take place within their protection and the line is clear as far as the home signal of the
also allow trains to be held, pending their accep- next signal box in advance.
tance by the next signal box, in a position where
they are not blocking the station or junction. Advanced
Distant Home Starting Starting
Figure 1-6 shows the location of advanced starting
signals at a station, positioned to provide sufficient Platform
accommodation for the maximum length of train
normally using the line, to stand between the sig-
nals and the crossover or siding entry. FIGURE 1-8
Advance starting signals become the section Distant, Home and Starting Signals.
signals and are used to authorise movements
through the block section to the home signal of the Figure 1-8 shows a distant with its associated
next signal box. home and starting signals. The distant signal is
located sufficiently far from the home signal to
Up
Train Advanced allow any train to be brought safely to a stand at
Berth Starting the home signal. The location will vary with gradi-
Up Line Platform ents and anticipated speeds and could require 1
kilometre (or 1000 yards) between the distant and
Down Line
the home signals. The distant signal covering the
Signal
approach to a terminus would be fixed at caution.
Siding
Down Train Box
Advanced Berth
Starting
FIGURE 1-6 1.2.5 Slotted Signals
Advanced Starting Signals.
At complicated stations and junctions the distance
between successive signal boxes is often greatly
1.2.3 Outer home signals reduced; this brings the distant signal of the box in
advance back towards the section signal (i.e. the
Outer home signals are provided, normally 400 last stop signal) of the box in the rear. In circum-
metres or 440 yards in rear of the home signal, so stances when these two signal would be close to
that a train can be accepted from a block post in each other, the distant signal of the box in advance
the rear when the safety overrun inside the home is mounted on the same post as the section signal
signal is occupied, e.g. by a train standing in the of the box in the rear, typically 6 feet below it. The
station. See Figure 1-7. two signal arms are interlocked by a simple
mechanical device fitted to the post and known as
the ‘slot’, which prevents the distant signal from
moving to the off position unless or until the sec-
Platform
tion signal above it is also off. Usually the section
440 yards signal is the first to be cleared, followed by the dis-
tant when the signalman in advance pulls off all
FIGURE 1-7 his signals. When the train has passed the signal
Outer Home Signals. the signalman in rear will return his section signal
to danger. The interlock mechanism will simulta-
neously return the distant signal to caution.
1.2.4 Distant signals Figure 1-9 shows the aspects of a combined section
and distant signal and the slotting device.
Distant signals give drivers a warning of the In extreme cases where boxes are very close,
aspects of all the stop signals for that line con- for example, at each end of a station, a stop signal
trolled from the same box. They may be passed at could be the starter of one box and the home of the
caution but the driver must be prepared to stop at next. In these cases it would be operated by a simi-
the next stop signal, or should he find that clear, lar slotting arrangement requiring both signalmen
at the starting or advanced starting signals. Signal to pull their levers off before the signal shows the
box interlocking is so arranged that the distant proceed aspect. Referring to Figure 1-9 (d) the stop

6-1-3
 To starter
To distant signal
signal

Pivot

To box
To box in rear
in advance

(a) (b) (c) (d)

Stop Proceed – prepared Proceed – next Slotting device
to stop at next section clear
signal

FIGURE 1-9
Combined Stop and Distant Signals.

signal would be operated by the rod marked dis- importance of the two routes; the higher speed
tant signal and the rod marked starter signal route signal is mounted higher than the other sig-
would not be required. nal.
Main Junction
Distant Signal Signal
1.2.6 The block system Not lowered for branch
Branch Junction
Signal
Main
Semaphore running signals are operated in con-
Bran
junction with the block system where the line is ch
divided into a number of block sections, each con-
trolled by a signal box. Communication between
signal boxes is by means of block instruments, one FIGURE 1-11
for each running line, the block bell and the tele- Simple Diverging Junction.
phone and is dealt with more fully in Section 4. A
block section between two boxes, A and B, having
home, starter and distant signals is shown in With regard to the distant signal, practices
Figure 1-10. vary. Ministry recommendations are that only one
signal be provided and this is only pulled off for
the high speed route, not the diverging route.
Signal Signal
Box ‘A’ ‘A’ Starting ‘B’ Distant ‘B’ Home Box ‘B’ ‘B’ Starting Hence the driver of a train intended to take the
Signal Signal Signal Signal
branch route would, seeing the distant at caution,
Platform Platform reduce speed. If both routes were suitable for high
speed, two separate or splitting distants would
440 yards overlap
possibly be provided. If the diverging junction
formed part of an approach to a terminus the dis-
Block Section
tant would be fixed at caution.
FIGURE 1-10
Simple Block Section.
1.2.8 Converging junctions

1.2.7 Diverging junctions The simplest arrangement of signals at a converg-

ing junction is shown in Figure 1-12. The home
Figure 1-11 shows a simple diverging junction signals would be placed at a suitable distance from
with the signals arranged to indicate the relative the fouling point (400 metres or 440 yards) and

6-1-4
 Part 6 Section 1
SIGNALS
Issued December 1994

separate distant signals, which can only be pulled Minature Arm

Small Red Light
off when their associated home signal is pulled Full Green Light
off, are set at braking distance in the rear. Siding
Main

OR
Fouling Point
yards
440 Advanced
Disc Signal Starting
Signal
Siding
Main

FIGURE 1-12
Signalling at a converging Junction. FIGURE 1-14
Siding Outlet Signals.

1.3 Non-main Line Signals 1.4 Subsidiary Signals

1.3.1 Main line to siding signals Subsidiary signals are designed to be easily distin-
guishable from running signals and are usually
These are designed to control facing movements miniature arm signals fixed below the relative stop
from a main line to a non-running line or siding; a arm. They are intended to authorise low speed
miniature arm semaphore is used. (see Figure 1- movements.
13). At night these signals display a miniature red
light for stop and a green light for proceed.
Practice varied between companies; some, notably 1.4.1 Shunt ahead signals
the GWR and SR, used normal arms carrying a
ring and some mounted the arm on a separate Where provided, these signals are located below
bracket. the section signal controlling the entrance to the
block section ahead. When pulled off they autho-
Minature rise the section signal to be passed when on, but
Red & Green for shunting purposes only, e.g. to allow a goods
Lights train to draw forward into the next block section
Siding
prior to reversing in to a siding.
Main

FIGURE 1-13 1.4.2 Calling on signals

Main Line to Siding Signal.
Calling on signals are usually placed below a home
signal and indicate to the driver that, either the
line between the calling on signal and the next
1.3.2 Siding outlet signals stop signal is occupied, or that he is required to
stop at the signal box for instructions. In the for-
The outlet signal from a siding or goods line con- mer case it would permit a second train to move
trolling movements on to the main line would into an occupied platform road as far as the line
probably be a miniature arm semaphore having a was clear. Similarly, it is used to bring a loco onto
small red light for stop and a green light for pro- a train or for a second portion to be attached to a
ceed. Some railways, the GWR in particular, used train.
white rings attached to the arm to avoid confusion
between siding outlet and main line signals. If,
however, the main line had an advanced starting 1.4.3 Warning signals
signal, movements from the siding would generally
be controlled by a ground signal. (see Figure 1-14) Warning signals are very rare and are only used in
special locations. They are installed below the sec-

6-1-5
 tion signal controlling the entrance to the section 1.5 Shunting or Ground Signals
ahead and, when lowered, indicate to the driver
that the section is clear to the next home signal Shunting or ground signals are used to control low
but that the station or junction is blocked. speed movements within station limits, often
where a reversing movement over a crossover is
required. They are also used to control the exit
1.4.4 Subsidiary signal aspects from sidings on to the main line where an
advanced starter is provided (see 1.3.2 above).
As described above, signals controlling the entry to There are a number of different designs, the com-
and exit from sidings normally take the form of monest being a disc signal with a red band on a
semaphores with reduced dimensions. Calling on, white ground. (see Figure 1-17). To display the pro-
shunt ahead and warning signals are usually ceed aspect they normally rotate in the same direc-
miniature red arms with a white horizontal stripe tion as the running signals employed on the line,
and an associated sign to display the appropriate i.e. clockwise to correspond with upper quadrant
letter C, S or W. At night the stop indication would and anti-clockwise to correspond with lower quad-
be either a small red or a small white light and the rant signals.
proceed indication by a reduced green light. Figure Other forms of these signals have miniature
1-15 shows a subsidiary signal and Figure 1-16 arms, which may be of rubber in confined situa-
shows how they may be employed at a station. tions, or the whole signal may rotate through 90˚
on a vertical axis displaying a red face normally
and a green face for off. Although shunting signals
are normally situated on the ground, they are
sometimes mounted on a small bracket on a larger
signal or even on the platform of a bracket signal.

Red Band on White Ground or

C , S or W Yellow Band on either Black or White Ground
Indicator Exposed when ‘OFF’
Green Light
Red or
Yellow Light
Small White Light

Reduced Green Light

Externally
illuminated type

FIGURE 1-17
FIGURE 1-15 Ground Signals.
Subsidiary Signal.
Ground signals having a yellow band, on either
a black or a white ground depending on the compa-
ny, are permissive signals restricted to specific
Warning Advanced Calling-on Home Shunt-ahead Starting operations and, under certain operating condi-
Signal Starting Signal Signal Signal Signal tions, may be passed when on. A typical example
Signal from Controlling
Previous Entrance to would be the siding exit signal referred to above
Signal Box Signal Section ahead
Cabin
where the siding is extended beyond the exit
Platform crossover to form a headshunt. Movements into
and out of the headshunt may be carried out while
the signal is at danger but exit to the main line
Warning and Calling-on signals
requires the signal to be at proceed.
can only be lowered if speed of Where there are several routes to be controlled
approaching train has been reduced
the methods employed include: a separate signal
for each route: a single signal with an associated
FIGURE 1-16 route indicator: one signal only without route indi-
General layout of Warning, Calling-on and Shunt cation. If more than one signal is provided and
Ahead Signals. space is restricted it may be necessary to mount

6-1-6
 Part 6 Section 1
SIGNALS
Issued December 1994

them one above the other, in which case they are starting signal. In this latter case they often take
read in order from top to bottom; the top arm the form of a light box which reads OFF when illu-
referring to the extreme left route and the bottom minated. Figure 1-19 shows the typical appearance
arm to the extreme right route. of stop and distant banner repeaters. Their rota-
tion clockwise or anti-clockwise mirrors the move-
ments of the running signals they are repeating.
1.6 Repeating Signals

Running signals cannot always be located in such

a position that a driver of a train approaching is
able to sight them in sufficient time to obey their
instructions. This could be due to intervening
structures or the curvature of the track. Where
this situation occurs a repeating signal may be
provided. Stop Distant

FIGURE 1-19
1.6.1 Co-acting signals Banner Repeating Signals.

In this form, often seen where there is an over-

bridge, two arms are provided on the same post, 1.7 Colour Light Running Signals
one high up using the sky as a background, to give
the driver a long range view of the signal, and the The earliest colour light signals were two aspect
second low down at driver’s eye level that may signals showing red or green for stop signals and
only come into view at short range. (see Figure 1- yellow or green for distant signals. They were, in
18). effect, colour light versions of semaphore signals
and were employed in much the same fashion.
On lines carrying mixed traffic such as express
trains and medium speed trains, the introduction
of multi-aspect signals gives improved indication
of the condition of the line ahead and allows trains
to run with reduced headway. Figure 1-20 com-
pares the headway distances of two, three and four
aspect signalling systems.
The overlap distance for colour light signalling
is to allow for braking errors and corresponds to
the 400 metres (440 yards) allowed on most sema-
phore lines. With modern braking systems, and
depending on local traffic conditions, this would be
reduced to 185 metres or 200 yards, or much less
at lower speeds.
Where the colour light signals are controlled
automatically by the train activating the track cir-
FIGURE 1-18 cuits it is known as track-circuit block signalling.
Co-acting Arms. This is the norm with modern signalling on plain
line. At stations and junctions the operation can be
fully manual or semi-automatic. In the latter case
1.6.2 Banner repeating signals the signals are pulled off by the signalman in
accordance with the route selected, however, the
These take the form of a black banner on a white actual movement of the points and clearing the
ground which is illuminated to preserve the simi- signals to the appropriate aspect is under the con-
larity of the day and night aspects. They are nor- trol of the track circuit occupation and once a train
mally located from 50 to 200 metres (55 to 220 has passed the signal will return to red.
yards) in the rear of the signal they are repeating,
depending on the type of obstruction. They are also
used on station platforms where the guard and
platform staff cannot see the indication of the

6-1-7
 Sighting Repeater (Distant) Stop (Home) Repeater (Distant) Stop (Home)
Point Green Green Yellow Red
2 1

Track Circuit Signal 2

Over Over Train
Service Braking Distance -lap Service Braking Distance -lap Length
Sighting
Allowance Headway Distance

Sighting
Point Green Yellow Red
3 2 1

Track Circuit Signal 3 Track Circuit Signal 2

Over Train
Service Braking Distance Service Braking Distance -lap Length
Sighting
Allowance Headway Distance

Sighting
Point Green 2 - Yellow Yellow Red
4 3 2 1

T. C. Signal 4 T. C. Signal 3 T. C. Signal 2

Over Train
Service Braking Distance -lap Length

Service Braking Distance

Sighting
Allowance Headway Distance

FIGURE 1-20
Comparison of 2, 3 and 4 Aspect Signalling.

1.7.1 Colour light signal aspects b) Four aspect signals display the following
aspects:
a) Three aspect signals display the following
• Green Proceed
aspects:
• Double Yellow Warning, be prepared to find
• Green Proceed.
the next signal at caution.
• Yellow Caution, be prepared to find the next
• Single Yellow Caution, be prepared to find
signal at stop.
the next signal at stop.
• Red Stop.
• Red Stop.
There are two types of three aspect colour light
signal, the searchlight signal and the multi-lens The aspects of a four aspect signal are so
signal. In the former (now obsolescent) there is a arranged that the two yellow indications are
single lamp and lens with coloured filters, located spaced sufficiently far apart to be easily distin-
between the lamp and the lens, which determine guishable at a distance. This is achieved by
which aspect is displayed. In the multi-lens signal, arranging the lenses in the order, Yellow - top,
each aspect has its own lamp and lens. They are Green - 2nd, Yellow 3rd and Red - bottom.
mounted vertically in the order, Green - top,
Yellow - middle and Red - bottom.

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 Part 6 Section 1
SIGNALS
Issued December 1994

1.7.2 Signals at diverging junctions 1.8 Colour Light Subsidiary Signals

With the growth of colour lights it has become the These perform the same task as their semaphore
practice is to arrange the signalling so that a dri- counterparts. They normally consist of either a
ver is not required to pass a red light in the nor- miniature colour light or a white position light sig-
mal course of running unless authorised by a sub- nal together with an illuminated sign indicating C
sidiary signal to proceed. To assist towards this (Calling On) or S (Shunt Ahead). No stop aspect is
end it is the practice to provide only one signal at a displayed with this type of signal. Figure 1-22
diverging junction and augment its indication by shows the two types of signal described.
means of a junction indicator. A junction indicator
takes the form of a row of five white lights, known
as ‘feathers’ or ‘lunar lights’, arranged above the 1.9 Colour Light Ground Signals
signal at angles of 45˚ or 90˚ to the vertical. Figure
1-21 shows the arrangement of junction indicators Ground signals in colour light areas are usually of
for several possible locations. Note that the junc- the position light type. Some miniature two aspect
tion indicator is not lit for the high speed route signals are used and the Southern Region still
but, if it is considered unsafe to traverse the junc- retains many floodlight disc signals. The aspects
tion at high speed, junction indicators would be used are a white light and a red (or yellow) light
provided for all routes. horizontally for stop and two white lights in the
upper quadrant for proceed. (see Figure 1-23) The
use of a ground signal having a yellow light for the
stop aspect is similar to that of the yellow banded
ground signal described in 1.4 above.
ch
Bran
Main
(a)

Yellow Light White Lights

Main
(b) Bran
ch

A
A

B
FIGURE 1-22
Main CL Subsidiary Signals.
(c) B

White
A
B
A B
Red or
Yellow White
Main
(d)

FIGURE 1-21 FIGURE 1-23

Junction Indicators CL Ground Signal.
(a) Left Branch (b) Right Branch
(c) Left and Right Branches (d) Two Left Branches

6-1-9
 1.10 Brief Notes on Signal widely on the SR, along with electrification. By
Development 1930 all four groups had large schemes in use. The
LNER had long stretches of the East Coast Main
A summary of the notes supplied by a number Line thus equipped by 1940, also the LMS. The
of contributors. GWR used a distinctive form of colour light with
Upper Quadrant signals: apart from some two 2-colour searchlight heads which showed the
experimental US type units put in after 1914 by same aspects as the night-time indications of com-
the GWR, GCR, GNR and the SECR, they did not bined stop and distant semaphore arms, viz., red
appear generally until the early 30s and did not over yellow, green over yellow, or green over green.
form the majority until about 1950. They were These were confined mainly to the Paddington and
never adopted by the GWR or BR(WR). Bristol areas as that company’s form of Automatic
Distant Signals were first notched about Train Control already achieved a high level of safe-
1870. They were given yellow lights by the GCR ty. By 1990 the principal main lines were con-
after 1916 and were required to be painted yellow trolled by colour light signals, but many miles of
with black chevrons on both sides after January secondary and less heavily used main lines
1929, the change having been ordered in 1925. remained under semaphores.
Before that date, though red and white were the Colour light aspects were usually arranged
normal colours, company practice varied consider- vertically, but at Manchester Victoria cluster 4-
ably, some using vertical bands, others’ chevrons, aspect signals were installed in 1926, the green
some round white and black circles or, on the MR, being on the left and the two yellows top and bot-
a white dot on the front and a horizontal black line tom. In 3-aspect signals the red aspect in a railway
on the white rear face. The practice of the chosen signal is always the lowest and the Green the top,
company must therefore be studied in detail, bear- the reverse of road practice. In the first 4-aspect
ing in mind that small changes were taking place signals the second yellow was placed below the
all the time. red, BR practice now places it above the green.
Rings on full-size arms were found on many Searchlight colour light signals were used
companies signals. They indicated a secondary extensively by the LNER in the 30s. They had a
running line, but on the SR, could control entry to single light and a movable shutter with red yellow
a goods loop, yard or depot. Rings went out with and green filters between the lamp and a powerful
the arrival of upper quadrant arms, except on the lens.
SR and, of course, the BR(WR). They were usually Colour light junction aspects were at first
painted white, except for the LNWR who painted arranged like their semaphore predecessors, a
them black. head being provided for each route. In station
Metal arms for semaphore signals came into approaches and areas of low speed, single heads
use gradually from circa 1900. They needed stiff- with route number or letter displays, as used in
ening and were often corrugated, usually to a dis- later semaphore installations, were the norm. In
tinctive pattern. In the late 1930s the plain vitre- the 30s single heads with route-indicating feathers
ous enamelled arm (for easy cleaning), flanged top for diverging routes became standard for signals
and bottom, appeared. This has remained stan- passed at speed. At first each feather had three
dard up to now, although the BR(SR) makes much lunar white lights, later four, and now five.
more use of the double corrugated form. Approach-lit colour lights were used in open
The earliest signal posts were of wood. Iron country, mainly by the LNER, to save power.
then steel lattice posts came in before 1900, con- Batteries provided the power and the lights were
crete in the 20s. Tubular metal posts began to only lit when the train operated the associated
replace these in the late 30s, becoming standard track circuit.
for BR, but not BR(SR) which mostly continued to Banner signals were used for early automatic
use rail-built posts, a practice which originated on signalling schemes, particularly in remote spots,
the SECR. where their low power consumption was an advan-
Colour light signals first appeared about the tage. The arm consisted of a red fabric stretched
turn of the century. They were known as tube or on a wire frame inside an iron casing with clear
tunnel signals and were used where a semaphore glass to the front and opal glass to the rear. It was
arm would be invisible or the clearances would be illuminated to give the same indication by day and
very small. Work on a comprehensive colour light night. Banner repeater signals, with arms of
scheme first began on the Liverpool Overhead black fabric on wire frames, repeating the aspects
Railway in 1922 and then on the LNER(ex GC) in of for stop and caution signals came into use in the
1923. After the report on Three-position signals in 30s, usually as part of a colour light installation,
1924 which rejected the former but recommended but the LNER and GWR also used them with sem-
three and four-aspect CL signals, they spread aphores.

6 - 1 - 10
 Part 6 Section 1
SIGNALS
Issued December 1994

Further reading

A Pictorial Survey of Railway Signalling Allen & Woolstenholmes OPC

A Pictorial Record of LNER Constituent Signalling A.A. Maclean OPC

A Pictorial Record of Southern Signals G. Pryer OPC

A Pictorial Record of Great Western Signalling A. Vaughn OPC

A Pictorial Record of LMS Signals L.G. Warburton OPC

A Pictorial Record of LNWR Signalling R.D. Foster OPC

British Railway Signalling G.M. Kitchenside and A. Williams Ian Allen

BR Signalling Handbook S. Hall Ian Allen

Signals for the Railway Modeller D.L.Mundy

The Institution of Railway Signal Engineers booklets Numbers 1 to 13 cover the general aspects of British
practice. Nos 1 to 4 and No 12 cover most modellers requirements.

The Railway Detectives Stanley Hall Ian Allen

Danger Signals Stanley Hall Ian Allen

Red for Danger L.T.C.Rolt

Obstruction Danger Adrian Vaughn Guild Publishing

Signalman’s Reflections Adrian Vaughn SLP

6 - 1 - 11