rt8037 Signal Positioning and Visibility PDF

Uncontrolled copy from the catalogue dated August 2004
Railway Group Standard

GE/RT8037
Issue One
Date December 2003
Signal
Positioning and
Visibility
Synopsis
This document mandates the
requirements for positioning signals
and indicators to ensure adequate
viewing and clarity of meaning for
drivers.
Submitted by
This document is the property of the Rail

Safety and Standards Board Limited. It
shall not be reproduced in whole or in
Paul Woolford part without the written permission of the
Standards Project Manager Department Head of Railway Group
Standards Management, Rail Safety and
Standards Board.
Authorised by
Published by:
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX
Anne Blakeney
Acting Department Head © Copyright 2003 Rail Safety and
Railway Group Standards Management Standards Board Limited
This page has been left blank intentionally


GE/RT8037
Issue One
Signal Positioning and Visibility Date December 2003
Page 1 of 33
Contents
Section Description Page
Part A
A1 Issue record 2
A2 Implementation of this document 2
A3 Scope of Railway Group Standards 2
A4 Responsibilities 2
A5 Health and safety responsibilities 3
A6 Technical content 3
A7 Supply 3
Part B
B1 Purpose 5
B2 Application of this document 5
B3 Definitions and acronyms 6
B4 Introduction 9
B5 Requirements 9
B6 Managing departures from best practice 11
B7 Signal sighting design requirements 12
B8 Commissioning checks 16
B9 Records 16
Part C
C1 General requirements for positioning and visibility of signals 19
C2 Colourlight main signals and associated route indicators 22
C3 Position light signals (PLS) and associated route indicators 24
C4 Semaphore signals and signs that perform the function of signals 25
C5 Use of co-acting signals and banner repeating signals 27
C6 Platform equipment 28
C7 Miscellaneous technical requirements 30
References 33
RAIL SAFETY AND STANDARDS BOARD 1


GE/RT8037
Issue One
Date December 2003 Signal Positioning and Visibility
Page 2 of 33
Part A
A1 Issue record
Issue Date Comments
One December 2003 Original document
Supersedes GK/RT0037 issue four
This document will be updated when necessary by distribution of a complete

replacement.
Revisions have not been marked by a vertical black line in this issue because
the document has been revised throughout.
A2 Implementation of
this document
The publication date of this document is 6 December 2003.
This document comes into force on 7 February 2004.
The dates by which compliance with the requirements of this document is to be

achieved are set out in Part B2. Where those dates are later than the date on
which this document comes into force, this is to give Railway Group members
additional time to plan and commence implementation so as to achieve full
compliance by the dates set out in Part B2.
This document supersedes the following Railway Group Standard, either in

whole or in part as indicated:
Railway Issue Title RGS sections Date(s) as of

Group No. superseded by which sections
Standard this document are superseded
GK/RT0037 4 Signal All sections June 2005

Positioning
and Visibility
GK/RT0037 issue four is withdrawn with effect from June 2005.
A3 Scope of Railway
Group Standards
The overall scope of Railway Group Standards is set out in Appendix A of
GA/RT6001. The specific scope of this document is set out in Part B2.
A4 Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group*
and apply to all relevant activities that fall into the scope of each individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s obligation in respect of Railway Group Standards is determined by
the terms of the contract between the respective parties. Where a contractor is
a duty holder of a Railway Safety Case then Railway Group Standards apply
directly to the activities described in the Safety Case.
* The Railway Group comprises Network Rail Infrastructure Limited, Rail Safety
and Standards Board Limited, and the train and station operators who hold
railway safety cases for operation on or related to infrastructure controlled by
Network Rail Infrastructure Limited.
Network Rail Infrastructure Limited is also known as Network Rail.
Rail Safety and Standards Board Limited is also known as RSSB.
2 RAIL SAFETY AND STANDARDS BOARD


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A5 Health and safety

responsibilities
In issuing this document, RSSB makes no warranties, express or implied, that
compliance with all or any documents published by RSSB is sufficient on its own
to ensure safe systems of work or operation. Each user is reminded of its own
responsibilities to ensure health and safety at work and its individual duties
under health and safety legislation.
A6 Technical content
The technical content of this document has been approved by:
Jeff Allan, Principal Signalling and Telecommunications Engineer, RSSB

Richard Evans, Principal, Operations, RSSB
Enquiries should be directed to RSSB – Tel: 020 7904 7518 or e-mail

enquiries@rssb.co.uk.
A7 Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Dept, Rail Safety and Standards Board, Evergreen
House, 160 Euston Road, London NW1 2DX or e-mail enquiries@rssb.co.uk.


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Part B
B1 Purpose
This standard contains mandatory requirements for positioning signals and
indicators to ensure adequate viewing and clarity of meaning for drivers.
B2 Application of this
document
B2.1 To whom the requirements apply
This document contains requirements that are applicable to RSSB and duty
holders of the following categories of Railway Safety Case:
a) infrastructure controller
b) station operator
c) train operator.
Under the Railways (Safety Case) Regulations 2000, the duty holder at a station
(as defined in those Regulations) is responsible for ensuring that the
requirements of Railway Group Standards are complied with. At a station,
contractual arrangements (including a lease) do not of themselves relieve the
duty holder of his obligations under those Regulations.
B2.2 Compliance requirements

Except as provided for below, the requirements of this document are mandatory
from 7 February 2004 for all fixed signals, signs that perform the function of
signals, and associated indicators, where these form part of Network Rail
controlled infrastructure, and apply when such signals are assessed prior to
introduction or modification, or assessed as a result of an incident, allegation, or
in connection with a line speed increase.
The requirements of this document are mandatory for work where Approval in
Principle is given on or after 7 February 2004. When Approval in Principle is
given before 7 February 2004, but the infrastructure has not yet been brought
into service, the design shall be reviewed and, where reasonably practicable,
brought into compliance with the requirements of this document. Where it is not
reasonably practicable to do so, the situation shall be regularised by means of a
non-compliance or derogation (see clause B2.2.4).
In respect of remedial action associated with signals that are the subject of a
SPAD investigation, consideration shall be given to implementation of those
technical requirements set out in this document which are both reasonably
practicable in the circumstances, and have the potential to reduce the risk of a
signal being passed at danger in the future.
Until 30 June 2005 it is permissible for committees not fully compliant with
section B7.4 to continue to meet the requirements of GK/RT0037 issue 4.
B2.2.1 Infrastructure controller

Duty holders of this category of Railway Safety Case shall comply with all parts
of this document.
Where, in this standard, responsibilities are placed on the signal sighting

committee or chairperson, the infrastructure controller shall be responsible for
ensuring that these are carried out.
B2.2.2 Station operator

Duty holders of this category of Railway Safety Case are required to provide
competent persons to participate in signal sighting committees, as described in
this standard. Competence requirements are identified in section B7.4. The
station operator shall ensure that the staff they provide for this purpose are
aware of the contents of this entire document.


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B2.2.3 Train operator

Duty holders of this category of Railway Safety Case are required to provide
competent persons to participate in signal sighting committees, as described in
this standard. Competence requirements are identified in section B7.4. The
train operator shall ensure that the staff they provide for this purpose are aware
of the contents of this entire document.
B2.2.4 General compliance requirements

Until the compliance date, or the date by which compliance is achieved (if
earlier), the applicable requirements of GK/RT0037 issue four shall continue to
be met (see Part A for details).
After the compliance date, or after the date by which compliance is achieved (if
earlier), Railway Group members shall not deviate from the requirements set out
in this document.
Where it is considered not reasonably practicable to comply with the

requirements set out in this document, authorisation not to comply shall be
sought in accordance with GA/RT6001, GA/RT6004 or GA/RT6006.
B2.3 Exclusions from the application of this document

The requirements of this standard are not applicable to the positioning of buffer
stop lights.
B2.4 Related requirements in other documents

Other requirements relating to the provision and positioning of signals and signs
are contained in GK/RT0031, GK/RT0032, GI/RT7033, GK/RT0034, and
GK/RT0044.
Requirements for the maintenance of signal visibility and for the reassessment of
the visibility of existing signals in connection with alterations to other assets or
following allegations of poor visibility are contained in GE/RT8034.
Requirements for the reassessment of the visibility of existing signals following

an overrun (Signal Passed at Danger - SPAD) are contained in GO/RT3252.
Requirements for the positioning of signal post telephones are set out in
GE/RT8048.
B2.5 Supporting documents

This document is supported by the Railway Group Guidance Note GE/GN8537,
Guidance on Signal Positioning and Visibility.
B3 Definitions and
acronyms
Achievable reading distance
The maximum reading distance that can be reasonably practicably achieved.
Alignment
The horizontal and vertical relationship between the centre-line of an element of
a signal and the railway infrastructure.
Assessed minimum reading time

The assessed minimum reading time is the sum of the times assessed to be
essential in order for a driver approaching a signal to:
a) detect the presence of the signal
b) identify the signal as being applicable to the driver
c) observe the information presented by the signal
d) interpret the information to determine what action, if any, is required.


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AWS
Automatic Warning System.
CD
Close door.
Centre-line
The line (usually extending out perpendicularly from the face of a signal) forming
the optical axis of the beam.
DOO
Driver only operation.
Driver’s eyelevel
The height above rail level that is assumed for the driver’s eye. This will vary
according to the design of the cab, the seat adjustment and the driver. For the
purposes of signal sighting, the driver’s eyelevel shall normally be assumed to
be 2.75 m above rail level unless sighting exclusively for trains of a non-standard
height.
Driving position
The normal position from which the driver controls the train, by operating the
primary controls (see GM/RT2161 for further details).
Element
An element of a signal is any of the following:
a) a single aspect of a main signal (a double yellow counts as one element)
b) a position light junction indicator
c) the number/character displayed by an alphanumeric route indicator
d) a single arm/disc of a semaphore signal or, during darkness, the

illuminated spectacle
e) an aspect of a position light signal (the two white lights counts as one
element).
Form of signal
The combination of elements used to create a signal, and their positions relative
to each other.
Lateral position
The horizontal distance from the running edge of the nearest rail of the line to
which the signal applies at a specific location on the track, and the vertical
position above rail head level.
Longitudinal position
The position along the track.
Normal stopping position

Any position within the range of positions at which drivers are expected to stop
on the approach to a signal at danger.
OLE
Overhead line equipment.
Permissible speed
The highest permitted speed (including any enhanced permissible speed) of a
train on the approach to a signal.


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Platform starting signal

A signal is defined as a platform starting signal if either:
a) the longest passenger (or empty coaching stock) train authorised to use the
platform would, if stopped at the signal, still have a portion of the passenger
accommodation alongside the platform, or
b) the leading end of the train passes over the automatic warning system
(AWS) equipment associated with the signal before it is dispatched from
the station.
PLS
Position light signal.
PLJI
Position light junction indicator.
RA
Right away.
Readable
An aspect or indication is readable if, under clear weather conditions by day and
by night, persons meeting the minimum eyesight requirements of Railway Group
Standards GO/RT3251 or GO/RT3255 are always able to identify the aspects
and indications displayed when viewed from the driving position.
Clear weather conditions means daylight visibility of 1000 m or better, where

visibility is measured in accordance with guidelines such as those set out in the
British Meteorological Office Observer’s Handbook. GK/RT0031 sets out the
minimum requirements for signals.
Required reading distance

The distance before the signal determined by the signal sighting committee that
is to be provided and maintained (see GE/RT8034) for sighting a signal by the
driver of an approaching train.
SAS SPAD
Start against signal SPAD.
Signal
A visual display device which conveys instructions or provides prior warning of
instructions regarding the driver’s authority to proceed. For the purposes of this
standard it includes level crossing indications to train drivers, points and SPAD
indicators, and signs or boards that perform the function of a fixed signal.
Signal file
The records associated with all signal sighting issues for each signal.
SOY SPAD
Start on yellow SPAD.
SPAD
Signal passed at danger.
SSC
Signal sighting committee.
Other definitions and acronyms are as defined in GK/RT0002 (due to be

re-issued as GK/GN0802 on 3 April 2004)


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B4 Introduction
On a railway where driver observation of lineside signals and signs is essential
for the correct control of trains, driver cognition and response factors have the
potential to introduce some significant risks. Even in the case of a perfectly
positioned signal there is a finite risk of a Signal Passed at Danger (SPAD).
In situations where there are particular risk factors associated with the signal
(such as conspicuity problems, restricted approach view, interruptions to the
view), then each of these factors constitutes a departure from the ideal and
thereby increases the SPAD risk.
Where it is necessary to position signals in a manner which departs from the

ideal, the signal sighting committee shall assess the risk implications of each
departure from the ideal and shall recommend the form and position of the signal
that:
a) most nearly meets the requirements of this standard
b) reduces the risk of SPAD to ‘as low as reasonably practicable’
c) ensure that no intolerable risks are introduced.
This standard supports HM Railway Inspectorate Safety Principle 20: ‘The

signalling system should provide for the safe routing, spacing and control of
trains.’
B5 Requirements
B5.1 Principal requirements
Signals shall be positioned and aligned so as to ensure that:
a) the driver of an approaching train has sufficient time to identify, observe

and interpret the information being displayed
b) the information being presented is clear and unambiguous
c) the risk of reading the wrong signal is minimised
d) the presentation of information displayed to the driver is such as to avoid

information overload.
B5.2 Assessed minimum reading time

B5.2.1 Determining when an assessed minimum reading time is required
Except as permitted below, the assessed minimum reading time, as defined in
section B3, shall be determined for each signal.
An assessed minimum reading time is not required for the following types of
signal:
a) signals where trains can only start from rest (for example a terminal
platform starter)
b) signals that can only display a stop aspect (for example a fixed red or a
stop board)
c) signals where all approaching trains are required to proceed at a speed

which allows them to stop on sight (for example, independent PLS).
For signals not requiring an assessed minimum reading time, a minimum

reading distance shall be determined that ensures that any approaching train is
capable of stopping at the signal.


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B5.2.2 Determining the assessed minimum reading time

The assessed minimum reading time shall be no less than eight seconds
travelling time before the signal.
The assessed minimum reading time shall be greater than eight seconds where
there is an increased likelihood of misread or failure to observe. Circumstances
where this applies include, but are not necessarily limited to, the following:
a) the time taken to identify the signal is longer (for example, because the
signal being viewed is one of a number of signals on a gantry, or because
the signal is viewed against a complex background)
b) the time taken to interpret the information presented by the signal is longer
(for example, because the signal is capable of presenting route information
for a complex layout ahead)
c) there is a risk that the need to perform other duties could cause distraction
from viewing the signal correctly (for example, the observance of lineside
signs, a station stop between the caution and stop signals, or DOO (P)
duties)
d) the control of the train speed is influenced by other factors (for example,
anticipation of the signal aspect changing).
The assessed minimum reading time shall be determined using a structured

format approved by the infrastructure controller.
B5.3 Interruption of view

So far as is reasonably practicable, there shall be no interruption of the driver’s
view of a signal during the minimum reading time. An assessment shall be
made of any remaining interruptions to demonstrate that they do not give rise to
an unacceptable risk of the driver disregarding or misreading the signal.
When determining where the minimum reading time commences, referred to as

the minimum reading distance (MRD), a distance equivalent to the length of any
interruptions shall be added.
B5.4 Calculating the location at which the assessed minimum reading

time commences
The location on the train’s approach to the signal at which the assessed
minimum reading time commences (known as the minimum reading distance)
shall usually be calculated using the permissible speed applicable at that
location.
Where the maximum attainable speed of all trains on the approach to the signal
is less than the permissible speed, it is permissible to calculate the minimum
reading distance based on attainable speed.
It is permissible to determine separately the assessed minimum reading time

(and hence minimum reading distance) for each aspect that the signal can
display. With the signal displaying a clear or first caution aspect the permissible
speed (or attainable speed if justified) shall be used to determine the minimum
reading distance. For other aspects it is permissible to determine the minimum
reading distance based on the attainable speed of trains as appropriate to the
aspect being displayed (see also clause B5.2.1).
It is permissible to determine the minimum reading distance of semaphore stop

signals based only on the approach speed to the red aspect.
B5.5 Maximising the reading distance achievable

As far as is reasonably practicable, hazards (identified in the requirements set
out in clause B5.2.2) and obstructions to the driver’s view of the signal shall be
removed so as to maximise the reading distance achievable (known as the


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achievable reading distance) and minimise hazards that could increase the risk
of driver error.
Where alterations have been made that affect hazards identified, the assessed
minimum reading time shall be reviewed.
B5.6 Form of signals

The form of approved signals are set out in GK/RT0031.
B5.7 Longitudinal positioning of signals

The longitudinal position of signals shall be selected so as to ensure that they
meet the readability requirements set out elsewhere in this standard, whilst also
taking into account the requirements for:
a) signal spacing (see GK/RT0034)

b) the provision of signals (see GK/RT0032)
c) the positioning of signals used to control movements onto occupied lines
(see GK/RT0044).
B5.8 Structural and electrical clearances

Requirements for structure clearances relating to the positioning of new, altered
and temporary infrastructure are set out in GC/RT5212. Additional requirements
for personal safety in respect of clearances are set out in GC/RT5203.
Signals and signal structures shall be positioned so as to meet the requirements

of GE/RT8025.
B5.9 Restrictions on use of co-acting signals

The co-acting signal shall be of the same style (colourlight or semaphore) as the
primary signal. Section C5.2 identifies further factors to address when
considering the use of a co-acting signal.
B5.10 Maintainability
The design of the signal and associated structure shall take into consideration
the proposed arrangements for the maintenance and alignment checks of the
signal, and shall incorporate any features necessary to allow access to the
equipment for such purposes.
B6 Managing
departures from best
practice
The contents of Part C of this standard represent current best practice for the
appearance, sighting and alignment of signals. Signals shall usually be
positioned in accordance with Part C; however, it is permissible not to comply
with all the details stated, but any departures from the requirements of Part C
shall be permitted only if:
a) supported by all disciplines represented on the signal sighting committee
b) approved by the infrastructure controller
c) the details and justification of the departures from the requirements of

Part C are recorded in the signal file.
The infrastructure controller shall review all such departures to ensure that the
rationale being applied is consistent, logical, justified and complies with the
principal requirements identified in clause B5.1.
The application of this clause B6 does not absolve Railway Group members from
seeking derogations, temporary non-compliances or non-compliances pending
standards change from other relevant Railway Group Standards.


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B7 Signal sighting
design requirements
B7.1 Concept design stage requirement
Consideration of signal sighting issues shall be properly co-ordinated with the
overall scheme design process and shall take place sufficiently early in a
scheme that the options available to a committee to optimise the readability of
signals are not restricted by actions or decisions already made.
As a part of the signalling design production and overrun risk assessment

processes (see GK/RT0207 and GI/RT7006 respectively), as much detail as
possible about the proposed position and form of each new and altered signal
(and each indicator and sign performing the function of a signal) shall be
produced during the concept design phase.
These details shall be submitted to a signal sighting committee in order for an

on-site evaluation of the proposals to be undertaken.
It is also permissible to use equipment such as virtual reality simulation or video

facilities to support the signal sighting design process.
B7.2 Role of signal sighting committees

B7.2.1 New, modified or repositioned signals
For all new, modified and re-positioned signals, indicators, and signs that
perform the function of signals, the infrastructure controller shall ensure that a
signal sighting committee is convened to verify the proposed position and form.
The committee shall:
a) review any preliminary sighting proposals produced by the designers and

the signalling scheme plan
b) identify any alterations or additions required
c) make recommendations as to the position and form of each signal in order

to optimise the driver’s approach view.
The infrastructure controller shall ensure that where multiple signals are
involved, a consistent approach to signal sighting is taken for all signals.
Wherever practicable this shall be achieved by using the same personnel for
sighting all the signals.
When satisfied, each committee member shall indicate in writing their agreement
with the proposed sighting details, and the committee shall recommend the
sighting details for approval by the infrastructure controller (see clause B7.6).
B7.2.2 SPAD investigations

For existing signals subject to a SPAD investigation, the infrastructure controller
shall ensure that the investigation remit set by the Inquiry Panel Chairperson
(see GO/RT3252) is performed by personnel competent in signal sighting.
It is permissible for the committee membership to be restricted below that set out
in clause B7.4.1 so long as the committee is capable of fulfilling the investigation
remit set.
B7.2.3 Linespeed increase

For existing signals subject to a proposed linespeed increase, the infrastructure
controller shall ensure that a signal sighting committee is convened to:
a) assess the signal for compliance with this standard at the proposed speed
b) where necessary, make recommendations regarding improvements that

shall be made to the signal before introduction of the higher speed.


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When satisfied, each committee member shall indicate in writing:
c) their agreement that no change is required, or
d) their agreement with the proposed changes.
See also GK/RT0007 and GI/RT7006.
B7.3 Additional responsibilities of the signal sighting committee

A signal sighting committee shall also be required to consider the positioning of
the following items of infrastructure equipment:
a) signal post telephones (see GE/RT8048)
b) permanent speed boards (see GK/RT0038)
c) AWS inductors (see GE/RT8035)
d) platform/track mounted monitors and mirrors to be used by drivers (see

GE/RT8060).
B7.4 Signal sighting committee core competence requirements

B7.4.1 Committee membership
The signal sighting committee shall collectively include all the expertise
(engineering, operations, train driving, local knowledge) necessary to assess the
signals in question. In particular, the infrastructure controller shall ensure that
the committee includes:
a) representatives of the infrastructure controller, with both operations and

signal engineering experience. Other engineering expertise shall be
included where necessary
b) a representative with knowledge of the signalling scheme design, unless

the committee has been convened to assess a SPAD incident
c) representatives of all train operators using the route, with experience in

driving the relevant types of trains
d) one or more representatives of station operators on the route, if the signals

under consideration include platform starting signals.
The infrastructure controller shall consider including other specialist skills within
the committee, such as human factors, where the membership would otherwise
not contain sufficient skills for the specific task in hand.
The infrastructure controller shall consider including members of an

investigation/inquiry panel within the committee where the committee is formed
as a result of an accident or incident.
B7.4.2 Competence standards

Those members who bring expertise of signal engineering, drivers’ skills or
operations requirements to the committee, together with the chairperson, shall
be assessed as competent in the core requirements of a signal sighting
committee.
The signal sighting committee chairperson shall, additionally, be assessed as

competent in the core requirements of a signal sighting committee chairperson.
It is permissible for a SSC chairperson to be the representative of an area of
expertise in addition to the chairperson’s duties.
The infrastructure controller shall set and monitor competence standards for the
core requirements of a signal sighting committee and for the core requirements
of a signal sighting committee chairperson.


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The infrastructure controller shall maintain a central register of personnel

assessed as competent in the core requirements of a signal sighting committee
or the core requirements of a signal sighting committee chairperson.
The committee shall be led by a chairperson, appointed and approved in

advance by the infrastructure controller. The infrastructure controller shall select
the signal sighting chairperson ensuring that the person’s previous experience
indicates that the person is capable of resolving the anticipated complexities of
the planned work. The infrastructure controller shall maintain records of the
signal sighting chairpersons’ previous experience.
B7.5 Signal sighting committee general competencies

B7.5.1 General requirements
The infrastructure controller shall ensure that, collectively, the signal sighting
committee possesses all of the following:
a) all necessary general competencies (see clauses B7.5.2 – B7.5.4)
b) sufficient local knowledge for the route and signals under consideration
c) a working knowledge of the requirements of this standard, and of other

associated documents and sources of information (for example, gauge
requirements).
B7.5.2 Factors for consideration relating to overrun risk

The signal sighting committee shall be collectively competent to consider the
effects of the following factors on the likelihood of an overrun occurring:
a) gradients and permissible/attainable speeds
b) aspect sequences and form of junction signalling, including those of

existing signals
c) routes by which a driver could approach a signal
d) grouping of parallel signals and the potential for drivers to be confused as

to which one applies to the line they are on
e) train working arrangements (including running and shunting movements,

and movements onto occupied lines)
f) normal stopping positions of trains
g) train dispatch arrangements
h) complexity of infrastructure (for example, station areas, overhead line

equipment, curved approaches, bridges)
i) types of trains authorised or planned to operate over the route and in

particular their cab sightlines (see also GM/RT2161)
j) irregular or excessive spacings of signals
k) potential driver distractions (for example, station stops, speed restrictions,

neutral sections)
l) ambient lighting conditions (including effects of reflected or background

sunlight)
m) effects of artificial lighting (reflected and background)
n) reading through to other signals
o) signals unusually positioned (for example, on right-hand side of line)


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p) position of AWS in relation to signal (see GE/RT8035)
q) train radio coverage.
B7.5.3 Other issues for consideration

The signal sighting committee shall be collectively competent to consider the
following issues:
a) structure gauge, clearances and other matters related to the infrastructure

and proposed signal structures, including any alterations to the
infrastructure that are planned to take place
b) the compatibility of signals and electric traction equipment, for example any
conflicts between the positions of neutral sections and the positions of
signals (see GK/RT0032), and potential interruptions to signal visibility
c) local problems or special conditions, for example a previous history of

overruns in the vicinity; driver’s complaints regarding the approach view;
areas of high vandalism; signs with the potential to obstruct signal visibility.
B7.5.4 The choice, position and visibility of new or modified signals

The signal sighting committee shall be collectively competent to make
recommendations concerning:
a) form of new or modified signals
b) longitudinal and lateral position of each signal
c) the reading time for each signal (including the acceptability of any
interruptions)
d) alignment and close-up viewing requirements for each signal
e) measures for overrun risk control
f) train dispatch arrangements from platforms and associated train dispatch

equipment (see section C6)
g) arrangements for maintainability of signals.
B7.6 Checking and approval of committee recommendations

Sighting recommendations for new, modified or repositioned signals shall be
checked by an individual competent to act as a signal design engineer. It is not
permissible for the recommendations to be checked by a member of the
committee that produced them. Assessments of an existing signal, subject to a
linespeed increase shall be similarly checked even if no changes are
recommended.
The sighting details, as recommended by the signal sighting committee, shall be

approved by the infrastructure controller when satisfied that the
recommendations are adequate to control the risk of an overrun by poor sighting
(SPAD).
The infrastructure controller’s approval process shall review and assess all
proposed departures from the requirements of Part C of this standard (see
section B6).
Where the infrastructure controller does not approve the recommendations, the
signal sighting committee shall be reconvened to review its previous proposals,
in the light of the reasons for non-approval, and make appropriate alternative
recommendations. The infrastructure controller is not permitted to approve any
sighting details unless they are supported by the sighting committee (as
indicated by the signature of the members – see section B7.2).


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The infrastructure controller shall ensure that the checker has signed the
sighting details before giving written approval for the recommendations
produced. Details of any departures from Part C of this standard shall be clearly
identified and kept with the recommendations.
Signal sighting details shall be approved before the production of dependent

engineering details commences (except as permitted by GK/RT0207).
B7.7 Review of overrun risk assessment

Where the form or position of a signal, as proposed by the designers, is
subsequently altered as a result of the signal sighting committee’s
recommendations, the relevant parts of the overrun risk assessment (see
GI/RT7006) shall be reviewed to ensure that the assessment is still valid.
B8 Commissioning
checks
B8.1 Pre-commissioning checks
The requirements for the testing and commissioning of signals are set out in
GK/RT0209. The infrastructure controller shall ensure that the tests include:
a) a compliance check of the installed signal against the approved sighting

details
b) an adequacy check to ensure that the driver’s view is adequate to reliably

identify and observe the signal and correctly interpret the signalling
information.
The adequacy check shall be carried out from the driving cab using rolling stock
appropriate to the line of route or from the track using a periscope or equivalent
device. If it is not reasonably practicable to observe every aspect combination
from all possible approaches; a representative sample of all combinations shall
be observed, selecting, where possible, for this sample, those giving the greatest
potential for misreading or incorrect driver response. Where reasonably
practicable, these checks shall be conducted before the signals are brought into
service. Where this is not reasonably practicable, it is permissible for the checks
to be carried out (or completed) within seven days after the signals are brought
into service.
B8.2 Post-commissioning checks

The infrastructure controller and train operators shall ensure that train drivers are
consulted and thus given the opportunity to identify any problems or concerns
about the sighting of signals that have become apparent by day or night after the
introduction of the new or altered signals. This consultation shall be completed
no later than three months after commissioning.
Any remedial actions identified between bringing the signals into service and the
driver’s review shall not be delayed awaiting the results of the review.
Any remedial actions shall be implemented on a timescale agreed by the

infrastructure controller and train operator(s), commensurate with the risks.
Where necessary, special measures shall be applied to control the risk pending
the implementation of the remedial actions.
The general reporting of deficiencies in signal sighting is set out in GE/RT8034.
B9 Records
B9.1 Information to be retained
A record (also called the signal file) shall be created for each signal. The
infrastructure controller shall ensure that, as a minimum, it contains:
a) all the current approved sighting details, together with details of the
modification history of the signal, including any changes or additions that
affect its position, appearance, alignment point or light output


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b) a record of the approval by the infrastructure controller (see clause B7.6)
c) details of assessments, calculations, assumptions and justifications

associated with the chosen form, position and alignment of the signal
d) reports of problems with the sighting of signals, including those raised at

the post-commissioning consultation (see clause B8.2)
e) dated photographs of the signal at commissioning and after any alterations

to the form or position of the signal. As a minimum, two views of each
signal shall be required, one from alongside the most restrictive aspect
looking back along the approach to the signal, and a close-range view of
the signal, showing clearly the arrangement of the signal elements and
signal structure
f) details (for example, in diagrammatic form) of any partial or complete

obstructions to the driver’s viewing of signals that occur within the required
reading distance
g) details of any derogations, temporary non-compliances or temporary non-

compliances pending standards change relating to Railway Group
Standards
h) details of any departures from the requirements of Part C of this standard
i) all ongoing risk assessments involving the signal.
The information required in a), c), f) and h) shall be recorded in a standard

format approved by the infrastructure controller.
GI/RT7001 sets out the general requirements for infrastructure records.
B9.2 Availability of information

The infrastructure controller shall ensure that records of signals be made
accessible for the purposes of:
a) investigating sighting complaints (see GI/RT7006 or GE/RT8034)
b) overrun investigations (see GO/RT3252)
c) planning alterations to signalling or linespeed (see GI/RT7006)
d) maintenance and visibility checks (see GE/RT8034).


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GE/RT8037
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Part C
C1 General
requirements for
positioning and visibility
of signals
C1.1 Longitudinal positioning of signals
C1.1.1 Signals on parallel lines
Where lines running parallel to each other are signalled in the same direction
and drivers on one line can see the signal(s) on the parallel line(s), the signals
for each line shall normally be placed so as to be at the same longitudinal
positions as those on the parallel lines. This is called ‘parallel positioning’ of
signals.
Signals shall be regarded as parallel if they are within 20 m of each other

longitudinally. Where lines running parallel to each other are signalled in the
same direction but signals are not provided on each line, particular consideration
shall be given to ensure that the risk of driver confusion or misread is minimised.
Where lines that are operated as separate routes run parallel (for example, the
DC lines alongside the West Coast Main Line, or LUL lines adjacent to Network
Rail controlled infrastructure), this section applies to each route individually, and
not to the set of parallel routes. Nevertheless, consideration shall be given to the
risk of drivers on either route erroneously obeying signals that apply to the
adjacent route.
A departure from the requirement for signals to be positioned to appear in

parallel shall demonstrate, as a minimum, that:
a) during the approach to the signals, the driver is unlikely to be confused as

to the position of the signals or which signal to obey. In particular, the
‘crossing-over effect’ (in which the relative positions of the signals appears
to change during the approach) shall not occur
b) the overrun risks associated with the non-parallel positions are acceptably
low.
C1.1.2 Train radio coverage

Consideration shall be given to the adequacy of train radio coverage when
positioning signals. If necessary, the coverage shall be improved to suit the
positioning of the signal.
Where the radio system automatically routes calls to the appropriate signaller,
the radio system shall be checked to ensure that routing is applied correctly (see
GE/RT8080).
C1.2 Lateral positioning of signals

C1.2.1 General requirements
Each signal shall be positioned laterally as follows:
a) on the left-hand side of the line as seen in the direction of travel to which
the signal applies, except as permitted by clause C1.2.2
b) so that drivers on all lines readily associate the signal with the line to which
it applies and not with any other line.
C1.2.2 Positioning of signals on right-hand side of line

A departure from the requirement for signals to be positioned on the left-hand
side of the line shall demonstrate, as a minimum, that:
a) the readability is improved for trains approaching the signal and SPAD risk
is reduced


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b) for stop signals, the signal is readable by drivers of trains stationary in the
normal stopping position at the signal (clause only applicable to stop
signals)
c) there is no line immediately to the right of the signal, such that drivers on
either line might associate the signal with that line rather than with the line
to which it actually applies (signals on lines separated by an island platform
can usually be regarded as meeting this criterion).
C1.3 Visibility of signals

C1.3.1 Determining the required reading distance
Where the achievable reading distance (see clause B5.5) is initially assessed as
less than the minimum reading distance (see clause B5.4), then mitigating
measures shall be considered in order to increase the reading time available or
to reduce the minimum required.
Consideration shall be given to hazards generated by the introduction of the

mitigating measures. Where the hazards introduced are considered more
significant than the improvements to reading distance generated, the mitigating
measure shall not be introduced and other options shall be developed.
A departure from this requirement to permit an achievable reading distance less

than the minimum reading distance, shall demonstrate, as a minimum, that:
a) it is not reasonably practicable to increase the achievable reading distance
b) the difference between that which is achievable and the minimum reading
distance is tolerable.
When an acceptable achievable reading distance has been determined this shall
be recorded as the required reading distance. (GE/RT8034 sets out
requirements to maintain the required reading distance for the life of the signal.)
C1.3.2 Close-up viewing of the signal

For signals capable of displaying a stop aspect, all elements of the signal shall
be readable from the driving cab with no interruption of view between 40 m from
the signal and the closest point at which a driver is expected to bring his train to
a stand at the signal at danger. It is permissible to apply other measures, such
as described in section C5.2, in order to meet this requirement.
Where the signal is fitted with a device that offers a means of enhanced close-up
viewing (for example a close up viewing segment) the device shall be orientated
to optimise the readability over this distance.
Where planned stopping points are to be closer than 15 m before the signal, a
vision plot, identifying the limitations caused by cab sightlines of the relevant
types of rolling stock, shall be carried out.
Section C6 sets out the special requirements for platform starting signals.
C1.3.3 Visibility of signals on other lines

So far as is reasonably practicable, signals shall be positioned and aligned so as
not to cause confusion in the correct observation and interpretation of other
signals by drivers on other lines, whilst ensuring that a driver has adequate
visibility of signals on their line.
On parallel lines signalled in the same direction, consideration shall be given to

the provision of a means by which a driver can more readily identify the signal
that is applicable to their train. This is particularly important on lines with three or
more parallel signals, or where a junction is unusually complex.


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C1.3.4 Read-through
Consideration shall be given to the risk of a driver reading-through to a signal
beyond that which should next be obeyed and which might reasonably be
expected to be displaying a less restrictive aspect (typically beyond a junction or
level crossing). Where this risk is considered unacceptable, measures shall be
introduced (such as reducing the conspicuity of the forward signal or applying
special controls to the signal aspect) to mitigate the risk (see GK/RT0060).
C1.4 Consistency of form

C1.4.1 Form of signals
Successive signals for the same direction of traffic flow shall be reasonably
consistent in form, in order to facilitate correct observation by the driver of the
information presented.
Consideration shall be given to the form of new, modified and existing unaltered
signals preceding/following the new or modified signals. The following factors
shall be considered:
a) the relative position of elements of signals
b) the choice of route indicator types
c) the lateral position of signals
d) the relative position of parallel signals.
Colourlight and semaphore elements shall not be intermixed on a signal, except

that it is permissible to use alphanumeric route indicators in conjunction with
semaphore stop signals.
A departure from this requirement to permit inconsistent signal forms shall

demonstrate, as a minimum, that:
e) the resulting signals do not introduce any foreseeable driver error
f) the inconsistency has been introduced to improve drivers’ understanding.
C1.4.2 Form of structures

Consideration shall be given to the advantages, from a driver’s perspective, of
consistency in the type of structures on which successive parallel signals are
mounted. The inconsistent use of gantries, cantilevers and straight posts for
successive groups of parallel signals can contribute to the misreading of signals
by drivers.
C1.5 Lineside signs in the vicinity of signals

Lineside signs, required to be observed by a driver for the purpose of controlling
the train, shall be positioned so as not to create unnecessary distraction from the
driver’s primary role of observing signals.
So far as is reasonably practicable, signs shall not be positioned between the

signal and its associated AWS or within 50 m beyond the signal. If the sign has
AWS equipment associated with it, the sign shall be positioned such that the
AWS for the sign does not fall between the signal and its AWS equipment.
Where this is not achievable, the sign shall be positioned at the signal and
consideration shall be given to the size, lateral position and reflective properties,
to ensure that all the information displayed is proportionate and that no part is so
prominent as to make other parts appear insignificant.
GK/RT0038 sets out requirements for positioning signs associated with

permissible speeds. GE/RT8035 sets out requirements for the positioning of
AWS track equipment.


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C2 Colourlight main
signals and associated
route indicators
C2.1 Form of signals
C2.1.1 Main colourlight signals
Main colourlight signal heads comprising more than one element shall usually be
mounted vertically. Where necessary, for visibility purposes or because of
constraints on space, it is permissible to mount the elements other than in a
vertical array, provided that any double yellow aspect, and any flashing double
yellow aspect, continues to be displayed vertically.
If more than one element is used to display aspects, the order of proximity of
lights to the driver’s eye as he passes the signal shall be as follows:
a) red aspect light closest
b) first yellow aspect light
c) green aspect light
d) second yellow aspect light (required only for double yellow aspect and
flashing double yellow aspect).
Where any of the four elements listed above are not provided, or are combined
into a single unit, the order described above shall be maintained by the
remaining elements.
Exceptionally, it is permissible for a signal required to show red, yellow and

double yellow only, to have the red light separating the two yellows, but only if
the red aspect remains near driver’s eye level so that the sighting of the aspect
cannot be obscured by signal hoods.
C2.1.2 Positioning of route indicators

Position light junction indicators (PLJIs) shall usually be positioned with the pivot
light directly above the main aspects. It is permissible for the indicators to be
positioned immediately to the side of the main signal (left or right), but only
where there is no other way of ensuring adequate readability.
Where a PLJI is positioned to the side of the main signal, the pivot light shall be
positioned adjacent to the red aspect. Position indicators 1, 2 and 3 shall be
placed only to the left of the main signal, and position indicators 4, 5 and 6 only
to the right (see GK/RT0031 for details of position notation).
It is permissible for alphanumeric route indicators to be positioned either above,

or immediately to the side of the main signal, whichever gives the optimum
readability. Where an alphanumeric route indicator is positioned to the side of
the main signal, it shall be positioned to the left of the main signal if the signal is
on the left-hand side of the line, and to the right of the main signal if the signal is
to the right-hand side of the line.
C2.2 Alignment of signal

The signal shall be aligned so as to optimise the readability of the signal by the
driver of an approaching train, taking into account the need for all illuminated
elements of the signal to:
a) be readable at the start of the required reading distance
b) remain readable throughout the required reading distance (except during

those interruptions to the view considered acceptable by the process set
out in clause B5.3).


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C2.3 Lateral position of signal

C2.3.1 Height of signal above rail level
The centre of the element that displays the most restrictive element shall be as
close as possible to, but not usually less than, 3.3 m above rail level.
Where necessary, to provide adequate visibility, it is permissible for the most

restrictive element of the signal to be up to 5.1 m above rail level. In deciding
whether it is acceptable to use a height greater than 3.3 m, attention shall be
given to:
a) the difficulty that a driver might have in relating the signal to the line to
which it applies (especially where the approach to the signal is curved, with
signals on parallel lines)
b) the readability of the signal during the driver’s approach (see clause C2.2)
c) the readability of the signal when the driver is close to it (see clause C1.3.4)
d) possible problems with incident or background sunlight, or with the

background against which the signal is viewed, preventing the aspect from
being discerned
e) the risk of reading through to another signal ahead, instead of obeying the
correct signal.
It is also permissible, where necessary, to provide adequate visibility, because of

space constraints, or to assist with the association of signal with line, for a signal
to be positioned with some or all of its elements below 3.3 m. In deciding
whether it is acceptable to position a signal below the height specified in this
section, particular attention shall be given to:
f) the readability of the signal during the driver’s approach (see clause C2.2)
g) lines where the driver’s eye level on all trains is lower (for example, LUL
stock)
h) the readability of the signal when the driver is close to it (see clause C1.3.4)
i) risk of obscuration of the signal (for example, by the signal head hoods,
signs, persons on the track)
j) the presence of a co-acting signal.
C2.3.2 Horizontal displacement of signal relative to rails

Signals to the side of the structure gauge (for example, post mounted) shall
usually be positioned as close as reasonably practicable to the nearest running
rail of the line to which they apply whilst still maintaining clearances as specified
in clause B5.5. It is permissible to position signals further away from the nearest
running rail if, by doing so, the driver’s view is improved.
Signals above the structure gauge (for example, gantry or cantilever mounted)
shall usually be positioned with the centre-line of the most restrictive aspect
approximately 900 mm to the left of the running edge of the left-hand rail. It is
permissible for such signals to be positioned further to the right if by doing so:
a) the readability throughout the required reading distance is improved, or
b) the association of the signal with the correct line is improved.
Signals positioned to the right of the track centre-line shall be considered as

right-hand mounted signals and therefore require a departure from clause C1.2
of this standard.


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C2.4 Partial failure of a signal aspect

Consideration shall be given to the possible effect on the displayed aspect
during a partial failure such as a filament failure. Where this is considered to
have a noticeable effect on the appearance, position or alignment of the lit
aspect, an assessment shall be carried out to determine whether the consequent
change is acceptable.
C3 Position light
signals (PLS) and
associated route
indicators
C3.1 Form of signals
C3.1.1 Subsidiary signals
Except as permitted below, subsidiary PLSs shall be positioned immediately
below the red main aspect. It is permissible for the subsidiary PLS to be
positioned immediately to the left of the main red aspect when the signal is to the
left of the line to which it applies, or to the right if the signal is to the right of the
line to which it applies, if either:
a) route indicators are associated with the PLS, or
b) the effect of placing the PLS beneath the red aspect would be to make the
red aspect less readable, because of its increased height.
Where route indicators are associated with a subsidiary signal, they shall usually
be positioned immediately above the PLS.
A PLS used as a Proceed on Sight Aspect (PoSA) shall be positioned in

accordance with this clause C3.1.1.
A departure from the requirements of this clause shall demonstrate that the form
of the signal as a whole is improved or that limitations such as the structure
gauge make compliance impractical.
C3.1.2 Independent PLS

Route indicators associated with an independent PLS shall usually be positioned
immediately above the PLS.
A departure from the requirements of this clause shall demonstrate that the form
of the signal as a whole is improved or that limitations such as the structure
gauge make compliance impractical.
C3.2 Visibility requirements

C3.2.1 Required reading distance
The required reading distance for an independent PLS shall be sufficient for a
driver to brake to a stand at the signal from the permissible speed applicable to
the train movement.
Additional requirements for a subsidiary PLS used for controlling movements

onto an occupied line are set out in GK/RT0044.
The requirements in this section are not applicable when an independent PLS
acts as a preset shunt signal.
C3.2.2 Alignment
PLSs and associated indicators shall be aligned towards a train standing at the
normal stopping position on the approach side of the signal.


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C3.3 Lateral position of independent PLSs

C3.3.1 Height of signal above rail level
Independent PLSs shall usually be positioned below driver’s eye level so as to
be clearly differentiated from main signals. The selection of the height shall be
determined by:
a) limitations of structure gauge
b) achieving consistency of height within a junction area
c) cab sightline limitations.
C3.3.2 Horizontal displacement of signal relative to rails

Independent PLSs shall be positioned in accordance with the requirements of
clause C2.3.2.
C4 Semaphore signals
and signs that perform
the function of signals
C4.1 Form of signals and signs
In meeting the requirements of this standard, all semaphore signal arms, discs
and indicators mounted on a common structure and applying to the same line
shall be treated as elements of a single signal.
Arms shall be of the upper quadrant type, unless existing signals in the area are
wholly or largely lower quadrant. All arms on a structure shall be of the same
type.
Semaphore shunt signals shall be of the disc type, unless existing shunt signals
in the area are wholly or largely miniature arm type.
C4.1.2 Signals with multiple arms

Where multiple routes exist from a main signal, a separate arm shall be provided
for each route, arranged horizontally. The position of each arm from left to right
shall correspond to the direction of the route from left to right. Routes which differ
in speed shall be stepped in height; the highest arm shall apply to the fastest
route and subsequent arms to either side shall be progressively lower. The dolls
shall be a minimum of 1830 mm apart and the arms stepped in height by a
minimum of 760 mm increments.
The following alternative forms of junction signal are permitted if their use
improves clarity or consistency:
a) Junction signals arranged with multiple routing arms arranged vertically

above one another. The position of each arm from top to bottom shall
correspond to the direction of the route from left to right. Arms shall be a
minimum of 1680 mm apart. This arrangement shall be used only where
the speed differential between the fastest and slowest route is no greater
than 10 mph and where the permissible speed is no greater than 40 mph.
b) Junction signals arranged with a single arm and a standard alphanumeric

route indicator positioned directly underneath. Consideration shall be given
to the risk of a bright route indicator obscuring a relatively dim signal lamp.
Where stop and distant arms applying to the same route are to be mounted on
the same post, the distant arm shall be positioned 1680 mm (+/- 200 mm) below
the stop arm.
Where stop and subsidiary arms applying to the same route are to be mounted
on the same post, the subsidiary signals shall be fitted 1070 mm (+/- 200mm)
below the arm next above. Where a distant signal is fitted below a stop signal,
any subsidiary signal shall be fitted below the distant signal arm.


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The discs / arms of shunting signals shall be arranged directly above one
another and their positions from top to bottom shall correspond to the direction of
the route from left to right. Where more than one disc / arm is mounted on a
single structure, all such discs / arms shall be of uniform type (that is, all discs or
all arms), size and design. Where arms are used, they shall be spaced
1070 mm (+/- 200 mm) apart.
C4.1.3 Lighting of semaphore signals

Except as permitted below, the light intensity of all main semaphore signals shall
be reasonably consistent within the area controlled by a signal box.
It is permissible for the light intensity of a semaphore signal to be significantly

greater than that of other signals controlled by the same signal box, if by doing
so it improves the readability of that signal and does not increase the likelihood
of drivers misreading or disregarding other signals.
C4.2 Visibility requirements

C4.2.1 Main signals
The visibility requirements set out in section C1.3 apply to both the day and night
indications of the signal.
C4.2.2 Shunting and subsidiary signals

The required reading distance for an independent shunting signal shall be
sufficient for a driver to brake to a stand at the signal from the permissible speed
applicable to the train movement.
Additional requirements for a subsidiary shunt signal used for controlling

movements onto an occupied line are set out in GK/RT0044.
The requirements in this section are not applicable when an independent shunt
signal acts as a preset shunt signal.
C4.3 Lateral positioning

C4.3.1 Main and subsidiary signals
The centre of the lowest element of the signal shall be as close as reasonably
practicable to, but not below, driver’s eye level, except as permitted below.
Where essential to provide adequate visibility, it is permissible for the signal

height to be increased. In deciding whether it is acceptable to use a greater
height, attention shall be given to:
a) the difficulty that a driver could have in relating the signal to the line to
which it applies (especially where the approach to the signal is curved, with
signals on parallel lines)
b) the readability of the signal when the driver is close to it
c) the risk of reading through to another signal ahead, instead of obeying the
correct signal.
It is permissible for subsidiary shunting signals to be ground mounted.
C4.3.2 Shunting signals

Shunting signals shall usually be positioned below driver’s eye level so as to be
clearly differentiated from main signals. The selection of the height shall be
determined by:
a) limitations of structure gauge
b) achieving consistency of height within a junction area
c) cab sightline limitations.


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C4.3.3 Signs
The horizontal centre of the distant board or the red target of a stop board shall
usually be positioned 2.5 m (+/- 0.1 m) above rail level.
C5 Use of co-acting
signals and banner
repeating signals
C5.1 Applications where co-acting and banner repeater signals should be
considered
Co-acting and banner repeating signals shall be considered for use in situations
where there is an identified need for the driver to see signal aspect information
but is unable to see the main signal.
C5.2 Co-acting signals

The use of a co-acting signal shall be considered where it is impractical to
position a main signal such that it is visible at long range (the start of the
required reading distance) without compromising readability at close range or at
the normal stopping position.
Co-acting signals shall not usually be provided at a splitting distant signal unless
the primary and co-acting aspects are never seen together.
C5.2.2 Form of co-acting signals

It is permissible to use co-acting signals with both colourlight and semaphore
forms of signal. It is not permissible to use a combination of colourlight and
semaphore signals to form co-acting signals.
The main aspects/arms of the co-acting signals shall be the same. Any other
indications required (for example route, subsidiary or RA indications) shall be
positioned on either or both signals, depending on the driver’s need to see the
indications.
The equipment performance requirement (see GK/RT0031) of the close-range

signal shall be sufficient for the viewing range it is designed for.
C5.2.3 Positioning of co-acting signals

The longitudinal separation of the co-acting signals shall be no more than 2 m.
It is permissible for co-acting signals to be positioned on opposite sides of the

line to which they apply. The lateral position of the co-acting signals shall be
such that there is no possibility of a driver mistakenly thinking that either applies
to another line.
It is permissible for a co-acting signal that is intended to be seen at long range to

exceed the maximum height requirement set out elsewhere in this standard,
where necessary to provide adequate visibility so long as the other signal is
positioned to provide adequate visibility at short range.
C5.2.4 Identification numbers

GK/RT0032 sets out requirements for the unique numbering of co-acting signals.
The signal head designed for close-range viewing shall usually be identified as
the primary signal.
C5.3 Banner repeater signal

Banner repeater signals provide only limited information about the aspect of the
signal ahead, which in turn restricts their usefulness as a means of improving the
reading time of main signals.


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Any proposed application of a banner repeater signal shall either:
a) be supported by an assessment that identifies specific hazards to the

correct observance of the signal that can be mitigated by the introduction of
a banner repeater signal, or
b) be to provide a performance enhancement to some or all trains.
C5.3.2 Visibility requirements for banner repeater signals

Where a banner repeater signal is provided, it shall be readable by the driver for
a minimum of five seconds. It is permissible to determine the minimum reading
distance for the banner repeater signal based on the attainable speed of those
trains for which the banner repeater signal has been provided.
Where a banner repeater signal is to be used in association with a signal

capable of displaying a flashing aspect, the achievable reading time of the main
signal shall be sufficient to ensure that the signal can be observed to be flashing.
Usually the main signal shall become visible when the driver loses sight of the
banner repeater. However, it is permissible to have a gap between losing sight
of the banner signal and the main signal coming into view, if the effect is to
significantly increase the total reading time. The gap shall be as brief as
possible, subject to achieving good sighting of the banner signal, (typically no
more than three seconds).
C5.3.3 Lateral position of banner signal

The requirements of clause C1.2 shall be applied to determine the lateral
position of a banner repeater signal.
C6 Platform equipment
C6.1 Position and visibility of signals on platforms
C6.1.1 Visibility of platform starting signals for drivers
All elements of a signal designated as a platform starting signal shall usually be
readable by a driver in the driving position of any train authorised to use the
route, from all normal stopping positions of trains at the platform. Where this is
impracticable, banner repeaters shall be provided which are readable from the
normal stopping positions. Where permissible speeds allow, miniature banner
repeaters meeting performance category 3 of GK/RT0031 (or, as a non-preferred
option, ‘OFF’ indicators) can be used.
C6.1.2 Lateral position of signals on platforms

Where signals on platforms are positioned below the normal height (see clauses
C2.3.1 and C4.3.1), specific consideration shall be given to the risk of elements
being obscured by people on the platform, as well as to other factors associated
with signals positioned below the normal height.
It is permissible for miniature banner repeater signals to be positioned to the

right of the line to which they apply if the platform is on the right-hand side and
they are readable from the associated stopping position(s).
C6.2 Train dispatch equipment

C6.2.1 Switches and plungers
Switches or plungers required for train ready to start (TRTS), right away (RA) or
close doors (CD) functions on a platform shall be co-located and shall be
positioned where staff carrying out train dispatch duties can adequately observe
the train they are dispatching.
Where platforms are bi-directional or have mid-platform signals, the layout and
labelling of the switch/plunger units shall be such as to minimise the risk of
operation of the wrong switch/plunger.
It is permissible for duplicate switch/plunger units to be provided where more

than one dispatch position is required.


GE/RT8037
Issue One
Page 29 of 33
C6.2.2 ‘OFF’ indicators

‘OFF’ indicators shall be provided in situations where the guard or person in
charge of the platform is unable to see the platform starter signal or banner
repeater signal from all designated dispatch positions. They shall be positioned
so as to be readable by the dispatch staff from the dispatch position(s).
GO/RT3475 sets out requirements for assessing methods of dispatch.
A banner repeater signal is not a suitable substitute for an ‘OFF’ indicator if it is

replaced to danger by occupation of the signal berth track circuit.
Where ‘OFF’ indicators are provided on bi-directional platforms or platforms

equipped with mid-platform signals, the OFF indicator shall additionally indicate
the signal or direction of movement to which it applies.
C6.2.3 CD / RA indicators
CD and RA indicators, where required, shall meet all of the following
requirements:
a) be co-located with any platform starting signal provided and with any
banner repeater signals (see clause C6.1.1)
b) be positioned such that they are readable by the driver when stationary at
any normal stopping position
c) be positioned such that they are readable by the person in charge of the
platform.
Where necessary, duplicate indicators shall be provided to achieve the

requirements of this clause.
C6.3 DOO monitors and mirrors

Monitors and mirrors for DOO shall be positioned:
a) so as not to obscure the view of any signal for drivers of stopping or non-
stopping trains
b) so as to minimise the risk of a SAS SPAD.
Technical requirements for DOO monitors and mirrors are set out in GE/RT8060.
C6.4 Train stopping positions

No car stop marker or DOO monitor unit shall be positioned such that a train is
required to stop within 25 m of the platform starting signal, except as permitted
below.
It is permissible for the normal stopping position of a train to be within 25 m of

the platform starting signal where the signal is sufficiently conspicuous such that
a driver in the driving position is aware of the aspect displayed while looking at
the route ahead. Where there is doubt as to whether this is achievable,
consideration shall be given to the use of additional control measures to reduce
the likelihood or consequence of a SPAD. Such measures include, but are not
limited to:
a) use of RA indicators as part of the train dispatch process
b) a train protection system to stop trains short of any area of conflict (as set
out in GI/RT7006)
c) a suitably positioned co-acting signal.


GE/RT8037
Issue One
Page 30 of 33
C7 Miscellaneous
technical requirements
C7.1 Colour of structures and fittings
The colours usually applied to signal structures and fittings are set out in
GK/RT0031. It is permissible to paint signal structures in a distinctive colour to
aid drivers in locating a signal, and the line to which it applies, in a complex area.
Permitted arrangements are:
a) black for the horizontal part of a gantry or cantilever, where this will
distinguish it from other structures that are coloured grey (for example,
OLE)
b) white and black hoops for a post.
Overuse of such a measure can render it ineffective.
C7.2 Countdown markers

It is permissible to provide countdown markers, as set out in GI/RT7033, on the
approach to signals where this is felt to be beneficial. Such markers shall be
provided as a sequence of three signs, positioned nominally 100 m apart with
the last one nominally 100 m before the signal. Other arrangements are
permissible where it is considered that this will be of greater benefit to the driver.
The use of countdown markers shall usually be determined as part of the risk
assessment process required by GI/RT7006. Overuse of countdown markers
can render them ineffective.
C7.3 Signal reminder signs

It is permissible to provide a signal reminder sign, as set out in GI/RT7033, on
the approach to signals where there is a significant risk of a driver forgetting that
he is approaching a signal at danger (for example, due to distractions after
passing the previous signal at caution, such as a station stop). The position of
such signs shall be selected on a site-specific basis such that the driver, having
been reminded, is able to take action to stop at the signal.
The use of signal reminder signs shall usually be determined as part of the risk
assessment process required by GI/RT7006.
Overuse of signal reminder signs can render them ineffective.
C7.4 Sighting boards, hoods and blinds

It is permissible for sighting boards, extended hoods or vertical blinds to be used
where it will improve the readability of signals under some or all ambient lighting
conditions. The effect shall be assessed to avoid any reduction in readability
from any driving position of the driver of a train approaching the signal.
Consideration shall be given to the need to ensure that such measures do not
degrade the readability of other signals in the area.
Consideration shall be given to masking a source of interference where this is

more readily achieved.
C7.5 Line identifiers

C7.5.1 Form and use of line identifiers
The use of line identifiers, as set out in GI/RT7033, is permitted on parallel lines
where this will reduce the risk of confusion as to which signal applies to which
line. Where line identifiers are used they shall be applied to all parallel lines,
numbered or lettered in a fashion that is logical to drivers, and positioned in a


GE/RT8037
Issue One
Page 31 of 33
consistent manner. They shall be positioned so as to be visible to drivers as

follows (one, or more than one, of the arrangements can be applied):
a) above the signals
b) on the rear of gantries carrying signals for opposite direction movements,

or on other structures
c) between the running rails, in the area known as the ‘four foot’
d) on posts.
The use of line identifiers shall usually be determined as part of the risk
assessment process set out in GI/RT7006.
C7.5.2 Application of line identifiers when alphanumeric route indicators

are also in use
Where alphanumeric route indicators are also in use, the characters for the line
identifiers shall be the same as those displayed by the route indicators (that is,
the route indicators shall indicate the line identifier character for the line on which
the next signal is to be found).
C7.6 Arrow signs

The use of an arrow sign fitted close to the signal head and pointing to the left or
right to indicate to which track the signal applies, is permitted. Its use shall be
limited to signals where a risk of confusion about which track it applies to has
been identified and no other measures to reduce the risk are practicable.
C7.7 SPAD indicators

The SPAD indicator shall be aligned and positioned so as to:
a) maximise the likelihood of an unauthorised movement being brought to a

stand before reaching any point of conflict
b) bring authorised movements to a stand, where indicators are provided at

more than one conflicting signal, in the event of a SPAD being detected at
another signal.
The use of a co-acting indicator is permitted if conflicts arise in meeting these

requirements.
The requirements of clauses B5.2, B5.3, B5.4 and C1.3 shall not apply to SPAD
indicators.
C7.8 Point indicators and crossing indicators

Visibility requirements shall be as set out in clause C1.3 so far as they are
applicable.
The lateral position shall be as set out in clause C2.3.
C7.9 Anti-vandalism measures

The readability of a signal shall not be affected by any anti-vandalism measures
applied to the signal.
C7.10 Use of new designs of signs

GI/RT7033 sets out requirements associated with proposals to introduce new
designs for signs.


GE/RT8037
Issue One
Page 32 of 33
C7.11 Positioning signalling equipment not identified in GK/RT0031

Where signalling equipment is to be provided that has not been identified in
GK/RT0031, it shall be:
a) positioned in accordance with clause B5.1
b) approved for the intended use by the infrastructure controller
c) positioned in accordance with any requirements specified by the

infrastructure controller.


GE/RT8037
Issue One
Page 33 of 33
References
Railway Group Standards and other Railway Group Documents
GA/RT6001 Railway Group Standards Change Procedures
GA/RT6004 Temporary Non-Compliance with Railway Group Standards
GA/RT6006 Derogations from Railway Group Standards
GC/RT5203 Infrastructure Requirements for Personal Safety in Respect of Clearances and
Access
GC/RT5212 Requirements for Defining and Maintaining Clearances
GE/RT8025 Electrical Protective Provisions for Electrified Lines
GE/RT8034 Maintenance of Signal Visibility
GE/RT8035 Automatic Warning System (AWS)
GE/RT8048 Positioning and Labelling of Lineside Telephones
GE/RT8060 Technical Requirements for Train Dispatch
GE/RT8080 Technical Requirements for Dispatch of Trains from Platforms
GI/RT7001 Management of Safety Related Records of Elements of Infrastructure
GI/RT7006 Prevention and Mitigation of Overruns – Risk Assessment
GI/RT7033 Lineside Operational Safety Signs
GK/RT0002 Glossary of Signalling Terms
GK/RT0007 Alterations to Permissible Speeds
GK/RT0031 Lineside Signals and Indicators
GK/RT0032 Provision of Lineside Signals
GK/RT0034 Lineside Signal Spacing
GK/RT0038 Signing of Permissible Speeds and Speed Restrictions
GK/RT0044 Controls for Signalling a Train onto an occupied Line
GK/RT0060 Interlocking Principles
GK/RT0207 Signalling Design
GK/RT0209 Testing and Commissoning of Signalling and Operational Telecommuncations
Systems
GM/RT2161 Requirements for Driving Cabs of Railway Vehicles
GO/RT3251 Train Driving
GO/RT3252 Signals Passed at Danger (SPADs)
GO/RT3255 Train Working – Competence and Fitness
GO/RT3475 Operational Requirements for the Dispatching of Trains from Platforms
(proposed issue date February 2004)
The Catalogue of Railway Group Standards and the Railway Group Standards
CD-ROM give the current issue number and status of documents published by
RSSB.
Other References
British Meteorological Office Observer’s Handbook

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Uncontrolled copy from the catalogue dated August 2004

Railway Group Standard

This document is the property of the Rail

This page has been left blank intentionally

Railway Group Standard

RAIL SAFETY AND STANDARDS BOARD 1

Railway Group Standard

This document will be updated when necessary by distribution of a complete

This document comes into force on 7 February 2004.

The dates by which compliance with the requirements of this document is to be

This document supersedes the following Railway Group Standard, either in

Railway Issue Title RGS sections Date(s) as of

GK/RT0037 4 Signal All sections June 2005

GK/RT0037 issue four is withdrawn with effect from June 2005.

Network Rail Infrastructure Limited is also known as Network Rail.

Rail Safety and Standards Board Limited is also known as RSSB.

2 RAIL SAFETY AND STANDARDS BOARD

Railway Group Standard

A5 Health and safety

Jeff Allan, Principal Signalling and Telecommunications Engineer, RSSB

Enquiries should be directed to RSSB – Tel: 020 7904 7518 or e-mail

RAIL SAFETY AND STANDARDS BOARD 3

Railway Group Standard

This page has been left blank intentionally

4 RAIL SAFETY AND STANDARDS BOARD

Railway Group Standard

B2.2 Compliance requirements

B2.2.1 Infrastructure controller

Where, in this standard, responsibilities are placed on the signal sighting

B2.2.2 Station operator

RAIL SAFETY AND STANDARDS BOARD 5

Railway Group Standard

B2.2.3 Train operator

B2.2.4 General compliance requirements

Where it is considered not reasonably practicable to comply with the

B2.3 Exclusions from the application of this document

B2.4 Related requirements in other documents

Requirements for the reassessment of the visibility of existing signals following

B2.5 Supporting documents

Assessed minimum reading time

a) detect the presence of the signal

b) identify the signal as being applicable to the driver

c) observe the information presented by the signal

d) interpret the information to determine what action, if any, is required.

6 RAIL SAFETY AND STANDARDS BOARD

Railway Group Standard

a) a single aspect of a main signal (a double yellow counts as one element)

b) a position light junction indicator

c) the number/character displayed by an alphanumeric route indicator

d) a single arm/disc of a semaphore signal or, during darkness, the

Normal stopping position

RAIL SAFETY AND STANDARDS BOARD 7

Railway Group Standard

Platform starting signal

Clear weather conditions means daylight visibility of 1000 m or better, where

Required reading distance

Other definitions and acronyms are as defined in GK/RT0002 (due to be

8 RAIL SAFETY AND STANDARDS BOARD

Railway Group Standard

Where it is necessary to position signals in a manner which departs from the

a) most nearly meets the requirements of this standard

b) reduces the risk of SPAD to ‘as low as reasonably practicable’

c) ensure that no intolerable risks are introduced.