Non-Block Signal

[scousethomas]

Hi wonder if you could help. I've come across a non-block signal and I am baffled as to how it works, who controls it etc... Could someone kindly shed some light as to what they are and what there purpose is. Thanks

 

[The Planner]

Going to need some more info there, not all signals are technically controlled, they sit as auto signals.

 

[Tomnick]

Non-block signals, probably relatively few and far between nowadays, are usually - in my experience - found, mid-section, protecting a level crossing worked by a crossing keeper; that being its sole purpose, the signal is worked (directly) by the crossing keeper. Does that fit what you had in mind?

There are a couple of examples of signals, plated as autos, in the middle of AB sections out in the Lincolnshire Fens, whose only purpose is to allow the sequence at the adjacent AHB crossing to be suppressed whilst a train calls at the station immediately in rear - again, these have no function as far as the separation of trains are concerned, although the mode of operation of the crossing (stopping/non-stopping) will be selected by the signalman in this case. Not sure whether these are referred to as non-block signals too.

 

[55018ballymoss]

Yes, there are a few on the Harrogate-York line.

Tomnick is correct. They are not interlocked with the block instruments. They are listed in Sectional Appendix.

The best example I have is Belmont Crossing between Starbeck and Knaresborough, where the signals on approach to the crossing are controlled by the crossing keeper.
The crossing keeper relies on listening to the block bells repeater in the cabin (which repeats the bells between Knaresborough and Starbeck signalboxes), and operating the crossing and clearing the signals as appropriate.

Belmont is also one of the few places left in Absolute Block where the bell code, 1-2-1 (Train Approaching Section) is used.
It is sent from Starbeck to Knaresborough as a train approaches Starbeck station, so that the Belmont crossing keeper has time to lower the barriers and clear signals. (If Belmont's signal is clear, the starter signal at the end of Starbeck platform will clear to a green)
Otherwise, because Belmont is only 38 chains beyond Starbeck, and the curvature of the line, it would mean that any train leaving Starbeck would crawl for almost half a mile until it could see Belmont's signal...

 

[Silv1983]

Non-block signals exist in the block section of a signalling sequence controlled by a different signaller, but for all intents and purposes are not to be regarded as a stand alone block section. The reason being it is usually only affects a small section of line and wouldn't be efficient/economical to turn it into another entire block section (or in most cases was implemented after the infrastructure was alread in place).
The best example I can think of is Chapel Lane MCG level crossing on the Southport line.
The Parbold signal box and Wigan Wallgate signal box encompass Chapel Lane - but it has no authority in allowing the passage of trains from one controlling signal box's section to another. The non block signals exist purely to tell the driver if the crossing is clear and if he or she can proceed over it. I couldn't tell you what happens communication wise between the signallers and a crossing keeper however.

 

[scousethomas]

Thanks so much, that really does clear up a lot and has helped me.

 

[High Dyke]

... I couldn't tell you what happens communication wise between the signallers and a crossing keeper however.

Personally i cannot speak for the operations on the Southport line, but the method of working in general is correct.

One of the first locations i worked was Fiskerton Station (MR Nottingham - Lincoln line). The box there was downgraded from a controlling signal box to a crossing box as far back as 1934 i believe. The box only uses five levers (out of 16) which control the gate locks and the Up and Down Home & Distant signals of which, due to the short distance from Fiskerton Junction SB the Down Distant is slotted below Fisko Junctions Home board and similarly on the Up road the Distant for Junction is below station's Home board. The crossing keeper is alerted by annunciators to signify the approach of trains and requirement to close the gates etc.

 

[met331]

Personally i cannot speak for the operations on the Southport line, but the method of working in general is correct.

One of the first locations i worked was Fiskerton Station (MR Nottingham - Lincoln line). The box there was downgraded from a controlling signal box to a crossing box as far back as 1934 i believe. The box only uses five levers (out of 16) which control the gate locks and the Up and Down Home & Distant signals of which, due to the short distance from Fiskerton Junction SB the Down Distant is slotted below Fisko Junctions Home board and similarly on the Up road the Distant for Junction is below station's Home board. The crossing keeper is alerted by annunciators to signify the approach of trains and requirement to close the gates etc.

Hes a swine for not getting his distant up in time making me have to put the brake in when im on a flyer ( well a 60mph flyer!!)

 

[bramling]

Non-block signals, probably relatively few and far between nowadays, are usually - in my experience - found, mid-section, protecting a level crossing worked by a crossing keeper; that being its sole purpose, the signal is worked (directly) by the crossing keeper. Does that fit what you had in mind?

There are a couple of examples of signals, plated as autos, in the middle of AB sections out in the Lincolnshire Fens, whose only purpose is to allow the sequence at the adjacent AHB crossing to be suppressed whilst a train calls at the station immediately in rear - again, these have no function as far as the separation of trains are concerned, although the mode of operation of the crossing (stopping/non-stopping) will be selected by the signalman in this case. Not sure whether these are referred to as non-block signals too.

There's a curious signal on the Windermere branch, applicable to up trains leaving Staveley. It's a 2-aspect red/green colour light (even more curiously it has a fixed distant despite almost never being 'on' and the line having non-stop trains), the ID plate reads 'BH A' and it's known as 'Signal A'. My understanding is it is provided simply as a replacement signal for at least one of the level crossings in the section, and will be replaced to danger to provide protection for example when a slow vehicle needs to cross. In the other direction the signal protecting Burneside Higher Crossing provides the same function. Signal BH A is always green unless the signaller replaces it to danger, however during recent works I'm given to believe this function was removed from the Burneside Higher box and could only be carried out from a switch on Staveley platform.