BRISTOL SOCIETY OF MODEL &

EXPERIMENTAL ENGINEERS

ASHTON COURT ESTATE

MINIATURE RAILWAY

Signalling
Handbook

Issue 1 March 2016

 Contents

Diagram showing layout of signals and signs page 2

1. Introduction and definitions page 4

2. Semaphore signals pages 5-8

3. Colour light signals and audible alarms pages 9-10

4. Details of individual sections of the signalling system

4. 1 Raised Track signals pages 11-12

4. 2 Ground level track signals pages 13-15

5. General Notes on Power Supply and

Failure Mode page 16

1
Larger scale versions of this layout
are situated in the Ashton Junction
signal box, the signal shed and the
Duty Manager’s and Railway
Operator’s Manual Sect. 25.
2
 SECTION 1

Introduction and definitions

There are two main types of signal to be found at Ashton Court

Railway, and indeed on full-size UK railways. The first type is known
as a semaphore signal. These consist of a movable arm attached to a
post. The second type is a colour light signal, these consist of one of
more lights, arranged vertically and mounted in a box known as a
signal head. Semaphore signals are further divided into stop and
distant signals.

The position of the arm on a semaphore signal is known as its

indication, the colour of light or lights displayed by a colour light
signal is known as its aspect. The indication or aspect of a signal
informs the driver of an approaching train how far the line ahead is
clear, and thus what action he or she needs to take.

Section 2 describes the meanings of the various signal indications and

aspects that can be given by the signals at Ashton Court Railway.

Note!
Signals are an indication system only and it is the responsibility
of the driver to make sure the track ahead is clear at all times.

3
 SECTION 2

Semaphore Signals
Stop signals

Danger
Indication: Arm horizontal.
Meaning: Stop before the signal. The next section
of track is occupied by a train or obstruction, or
the signalman has instructed you to stop.

Clear
Indication: Arm raised or lowered
by 45o
Meaning: Proceed to the next section
of track if it is clear.

4
 SECTION 2

Semaphore Signals Cont’d

Distant signals

Caution
Indication: Arm horizontal.
Meaning: Proceed if the line is clear, but be
prepared to stop at the next signal.

Clear
Indication: Arm raised or lowered by 45o.
Meaning: Proceed if the line is clear, the
next stop signal is showing clear.

5
 SECTION 2

Semaphore Signals Cont’d

Calling on signals

Danger
Indication: Arm horizontal.
Meaning: Stop before the signal. The next
section of track is occupied by a train or
obstruction, or the signalman has instructed you
to stop.

Clear
Indication: Arm lowered by 45o
Meaning: There is a train in the next section of
track but you may proceed past the signal with
caution being prepared to stop short of any
obstruction.

A signal of this type is used on approach to the Ground Level

Station Arrivals Platform(s) to allow more than one train in
the Station at any one time.

6
 SECTION 2

Semaphore Signals Cont’d

Bracket signals (route indication)

Two signal posts and arms side by side indicate

the route selection ahead. The left hand signal
arm refers to the left hand track and the right
hand arm to the right hand track. The higher of
the two arms refers to the main, or straight ahead
route.

Signals of this type are used on the

approach to the Ground Level Station

Two signal arms on one post

Stop and distant signal arms on the same post

apply to the same line and indicate the state of the
next two sections of track.

Signals of this type are used on the

departure side of the Raised Track Station

7
 SECTION 3

Colour Light Signals

Red aspect
Danger
Stop

Single yellow aspect

Caution
Proceed if the line is clear, but be
prepared to stop

Double yellow aspect

Preliminary Caution
Proceed if the line is clear, but be prepared
to stop at the signal after next. The next
signal is displaying a yellow aspect but the
signal following is at Danger.

Green aspect
Proceed to the next section of track if
it is clear.

8
 SECTION 3

Colour Light Signal and Audible

Alarms

Flashing red light, bell or siren

Emergency stop.
Stop immediately. An emergency safety
system has operated and you are in imminent
danger.

9
 SECTION 4

Details of Individual Sections of

the Signalling System
For information on the procedures for setting up the
signalling system prior to normal public running, please refer
to Duty Manager’s and Railway Operator’s Manual section 6.

4. 1 Raised Track Signals

Station Departure: Upper quadrant semaphore stop signal 6
protects the track from the station departure platform, through the
swinging beam, to the optical detector, which is located just past signal
7. If the swinging beam is not fully closed, or there is a train on this
section of the track the signal shows danger. The signalman can also set
it to danger. Upper quadrant distant signal 6 shows caution if signal 7
is set to danger.

Swinging Beam: To prevent unauthorized operation of the swinging

beam a non-standard padlock is provided. The padlock key must be in
it’s position in the signal box and selected to the “normal running”
position in the signal box to allow signal 6 to be cleared.

Traverser Protection: Upper quadrant stop signal 7 and the full

sized upper quadrant stop signal beyond the traverser protect the
approach to the traverser. If the traverser is open or being operated
both signals show danger. Operation of the traverser is not possible
until these signals are set to danger. In the event of a train passing
signal 7 when it is set to danger a bell will ring for 16secs.

Traverser Safety Protection: When the traverser is not in the

main line position the red beacon 14 will flash. A train on the track
immediately preceding the beacon, when the traverser is not in the
main line position, will initiate the siren on beacon 14 . The siren will
sound for 15secs. and will not sound again until the traverser has been
closed.
10
 SECTION 4

Details of Individual Sections of

the Signalling System
4. 1 Raised Track Signals Continued.
Traverser Control: The controls for operating the traverser are
located in the Ashton Sidings (traverser) signal box. These take the
form of a key operated, two position selector switch and a handheld
control box. The position of the selector switch determines
whether the protecting signals (7 and the full sized signal) are
controlled locally by the handheld controller, or by the signalman in
the Ashton Junction signal box.

During public running, the selector switch will normally be set to

‘Signalman Control’ and its operating key will be held by the
signalman. As mentioned above, it is not possible to operate the
traverser without the protecting signals being set to danger. With
the selector switch set to Signalman Control, it is therefore
necessary to request use of the traverser from the signalman.

Before operating the traverser the track must be checked to ensure

there are no approaching trains, which could be endangered by
movement of the traverser. When the operator is satisfied that it is
safe to do so, the protecting signals can be set to danger. If
operating in Local Control mode, this is achieved by means of a
switch on the hand held controller. If operating in Signalman
Control mode, a request to put the signals to danger will need to be
sent to the signalman by three rings of the bell. The signalman will
then return the bell code and put the full size signal to danger when
it is safe to do so.

Once the signals are at danger, the locking bolts can be withdrawn
and the traverser moved. When the traverser is in the new
position the bolts must then be inserted.

11
 SECTION 4

Details of Individual Sections of

the Signalling System

4. 1 Raised Track Signals Continued.

Once the traverser moves have been completed, it should be returned
to the main line position. The signals can then be cleared. In Local
Control mode this is done by using the switch on the handheld
controller. In Signalman Control mode, the traverser operator will send
two rings to the signalman who will return the bell signal and set the full
size signal to clear. It should be noted that signal 7 automatically follows
the operation of the full size signal.

Note!
For further details of the operation of the traverser see Duty
Manager’s and Railway Operator’s Manual section 7.

Tunnel: Three aspect colour light signal 10 protects the tunnel. Red
indicates a train in the tunnel or within 60ft of the tunnel exit. Yellow
indicates train has left the red zone within the last 5 seconds. Green
indicates zone is clear. Distant signal 1 indicates caution when tunnel
signal is at red. This is provided because of reduced visibility of tunnel
signal 10.

Station Approach: Four aspect colour light signal 13 caters for

reduced visibility caused by the workshop, and protects the station
approach and the station platforms. Red indicates a train on the track
behind the workshop. Single yellow indicates train in the station and
double yellow indicates no train in the station but departure signal 6 at
danger. Green indicates no train in the station and the departure signal
6 is clear.

12
 SECTION 4

Details of Individual Sections of

the Signalling System

4. 2 Ground Level Signals

Station Departures: Three aspect colour light signal 5 protects the
track through the green tunnel. Red indicates a train in the section
leading up to the Sumerill Bridge, which then goes to yellow for 5
seconds after the train has left this section. It then reverts to green to
indicate the section is clear.

A control box is provided near the entrance barrier to the platform,

for station arrivals and movements to the departure platform. This
provides pushbuttons to control the point and arrivals signals by the
station staff in the absence of a signalman.

Tunnel: Three aspect colour light signal 9 protects the tunnel. Red
indicates a train in the tunnel or on the track between the tunnel and
the steaming bay point. Yellow shows caution indicating that the
steaming bay approach signal 2 is set to danger. Green indicates there
is no train in the tunnel or on the approach to the steaming bay point
and that signal 2 is clear. Double yellow colour light signal 8 show a
single yellow caution when signal 9 is red and double yellow when
signal 9 is yellow.

Steaming Bay: Lower quadrant semaphore stop signal 2 indicates

danger when the steaming bay point is not set to main line or the
steaming bay crossing gate is open. When setting the point to
steaming bay check for trains approaching through the tunnel. If a train
has passed the tunnel entrance the driver will not be aware of the
point position or of a train on the track.

13
 SECTION 4

Details of Individual Sections of

the Signalling System

4. 2 Ground Level Signals Continued

The signalman can set the signal 2 to danger with a control lever in
the signal box. When proceeding into the steaming bay signal 2 may
be passed when it is indicating stop as this indication is for the main
line route.

Station Arrivals: Lower quadrant semaphore gantry stop signal B2

controls the approach to the arrivals platform and indicates route
selection. If the left signal is clear the station entry point is set to give
access to the main line platform. If the right signal is clear the point is
set to give access to the loop line. Signal B1 is a lower quadrant
gantry distant signal, which gives an early warning of the position of
the stop signal B2.

Signals B1 and B2 are controlled by the signalman and can be set clear
when the point is in the appropriate position, there is no train at the
platform, and the crossing gate is closed. The signalman can set them
to danger even if the track is clear.

A lower quadrant calling on signal is provided on signal B2, which can

be set to clear by the signalman, permits the driver to proceed past
the danger signal to the main line station platform but alerts him to a
train already at the platform.

The station entry point is controlled from the signal box, however
local operation is possible provided the point control lever in the
signal box has been left in the midway or vertical position.

14
 SECTION 4

Details of Individual Sections of

the Signalling System

4. 2 Ground Level Signals Continued

A bell push is provided on the fence adjacent to the signal B2, which
operates a bell in the signal box. This can be used if the driver wishes
the route to be changed or if there is an apparent undue delay.

To prevent operation of the point when a train is crossing, an

interlock is fitted which prevents operation of the point once the
train has passed signal B2 until the train has cleared the exit from the
point. If the train is not detected this can lock out the signalling
system and point control. Operating the signal lever in the signal box
to put the gantry signal to danger then releasing, or turning the power
off and on will reset the system.

Access to Station Departure Platform: Lower quadrant

semaphore stop signals 3 and 4 control the access to the departure
platform. They can be cleared from the signal box but automatically
go to danger when there is a train on the immediate exit of this
section. When operating main line only it is possible to leave signal 3
at clear. The signal will then go to danger when a train has passed but
revert to clear once the train has left the exit section. This could be
useful when the signal box is unmanned

15
 SECTION 5

General Notes on Power Supply

and Failure Mode.

Signal Power Supplies:

The ground level arrival and departure semaphore signals together

with the raised track departure signals and signal 7 alarm bell are
powered by a supply in the old workshop adjacent to the signal
relay cabinet. Tunnel colour light signals are powered by a supply in
the old workshop adjacent to the signal relay cabinet.

The colour light signals for ground level station departure and raised
track arrivals are powered by a supply in the station building.

The safety siren and flashing light, the traverser signals and controls
are powered from the traverser signal box. It should be noted that
unless the main signal system in the old workshop is energized signal
7 alarm bell will not operate.

In the event of a system failure the signals will normally go to danger

or all colour lights may go out. If such a failure is suspected then
drivers must stop. They may then proceed with extreme caution.
With one-way operation, no train will be coming in the other
direction, but there may be an obstruction or other incident. The
appropriate authority shall be informed of the signal failure as soon
as possible.

16
 This Handbook has been produced as an aid to Drivers,
Duty Managers and Operating Staff and provides a
comprehensive overview of the whole signalling system as
installed at Ashton Court Miniature Railway. It is intended
to be supplementary to, but read in conjunction with, the
Ashton Court Miniature Railway Code of Practice