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BASIC INTRODUCTION FOR THOSE WHO ARE NEW TO MODEL RAILWAY SIGNALLING

Rough guide to Signalling for Railway Modellers

A lot of people NEW TO RAILWAY MODELLING tend to think of Railway Signalling as being rather like Highway traffic lights as they are a part of their every day life.

Cars have pneumatic tyres running on tarmac – Trains have solid metal wheels running on metal rails.

The stopping distance for a train is much, much, much further than that of a car.

There are a number of factors to take into account when designing signals and their positioning.

Every individual signal is designed specifically for its own location taking into account driver’s sight obstructions to the of the signal.

I.e. Buildings, Platform Canopies, Bridges, Signal Boxes, bends in the track, gradients and possible weather conditions etc.

As far as possible a train driver must see his own signal within a designated position through his windscreen, especially when entering main line stations such as Euston and Glasgow Central or places like Clapham Junction.

The Signal Design Engineer is given three main dimensions for each individual signal, distance out from the track, height of the lowest aspect (or semaphore arm) and the distance of any overhang from the centre line of the main signal post. He then has to design the structure to hold the signal in the required position. Each and every signal is designed for a specific location on the railway track.

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Modellers do not have to go to such lengths when designing their layout but need to understand some of the principles employed on Main Line Railways.

The railway track is divided up into sections for control purposes. Signals are there to give advanced guidance to the train drivers. The driver has to take into account the type of train (local, main line passenger, high speed or freight), its weight, length, speed, weather conditions, speed restrictions etc and the messages received from the signaller.

Signals are therefore designed to give the driver as much advanced warning of the signals ahead of his/her train. The driver has to think miles ahead of the train and to take the necessary action to slow down and stop the train at the necessary forward position – The next stop signal or station etc.

Some main line stations receiving long distant passenger trains, slow the train down in stages and some times stopping the train with a red light just outside the station and then giving a yellow caution to proceed into the station at very slow speed.

If a train is to turn off the main line at a junction, a signal with a feather may be used to warn the driver to slow down before reaching the points. Speed restriction signs might also be displayed at the side of the track. With skill 2 feathers can be attached to an eckon kit signal using a kit. Please ask for details.

Long distance inter city trains on a main line might be controlled using a series of 4 aspect signals.

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One point to remember is that any signal before a junction or level crossing should be some way back in case of accidental overrun by the train (SPAD). (Signal passed at red.) There are usually 2 stop signals (Home) before a crossing or junction or station, at least RED/GREEN. See diagram below.

Most Model signals come with a fixed post length. A. Normal height for mounting on the baseboard surface and a shorter one for mounting on the platform itself. In real life each signal post will vary dependant upon track conditions.

In general 2 aspect Red/Green signals are refered as starter signals which are found at the end of station platforms. Etc.

Red is STOP. Green is GO. One Yellow is proceed with caution as the next signal along the line might be yellow or red when it is reached.

Two yellow’s mean proceed with caution as the next two signals might be at yellow or red when they are reached. This is the means that a signaller uses to control the speed of trains.

Semaphore Signals

Typical Semaphore Signal Diagram below:

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