Guidance On Lineside Signal Aspect and Indication Requirements

Uncontrolled When Printed
Document comes into force 07/03/2015

Supersedes parts of GKGN0645 Iss 3 as of 07/03/2015 - Please refer to Issue Record for more information
Superseded by RIS-0758-CCS Iss 1 with effect from 03/03/2018
GN
Guidance on Lineside Signal Aspect and Indication Requirements
Rail Industry Guidance Note for GK/RT0058

This document contains one or more pages which contain colour
Issue One: December 2014
GK/GN0658
Published by:
RSSB
Block 2
Angel Square
1 Torrens Street
London
EC1V 1NY
© Copyright 2014
Rail Safety and Standards Board Limited
Guidance on Lineside Signal Aspect and Indication

Requirements
Issue record
Issue Date Comments
One December 2014 Original document.
This guidance note is the result of an analysis of
the lineside signalling system interfaces with
authorised users. The guidance given in this
guidance note is consistent with implementing a
lineside signalling system that is interpretable,
which is a pre-requisite of implementing a Control
Command and Signalling (CCS) trackside sub-
system that supports interpretability compatibility.
Superseded documents
The following Railway Group Standard is superseded, either in whole or in part as
indicated:
Superseded documents Sections superseded Date when

sections are
superseded
GK/RT0045 issue three Lineside 2.1.1a; 2.1.1b; 2.1.2; 2.2.1.1; 07 March 2015
Signals, Indicators and Layout of 2.2.1.2a; 2.2.1.2b; 2.2.1.3a;
Signals 2.2.1.3b; 2.2.1.4a; 2.2.1.4b;
2.2.1.4c; 2.2.1.4d; 2.2.2.2;
2.2.4.7; 2.2.4.8; 2.2.5.3;
2.2.5.5; 2.2.5.6; 2.2.5.8a;
2.2.5.8b; 2.2.6.1; 2.2.6.5;
2.2.6.6; 2.2.6.9; 2.2.7.2;
2.2.7.5; 2.2.8.3; 2.2.8.5;
2.3.1.1; 2.3.1.5; 2.3.2.5;
2.3.3.2; 2.3.3.3; 2.4.1.2;
2.4.2.2; 2.4.3.2; 2.4.5.2;
2.4.6.5; 2.4.6.6; 2.4.7.3;
2.4.8.2; 2.4.8.7a; 2.4.8.7b;
2.5.1.1a; 2.5.1.1b; 2.5.2.1;
2.5.3.1a; 2.5.3.1b; 4.1.8; 7.1.1;
7.2.1; 7.3.1; 7.3.2
GK/RT0045 issue three Lineside Signals, Indicators and Layout of Signals, ceases to be
in force and is withdrawn as of 07 March 2015.
Supply
The authoritative version of this document is available at www.rgsonline.co.uk.
Uncontrolled copies of this document can be obtained from Communications, RSSB,
Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400
or e-mail enquirydesk@rssb.co.uk. Other Standards and associated documents can also
be viewed at www.rgsonline.co.uk.
Page 2 of 83 RSSB
GK/GN0658 Issue One: December 2014

Requirements
Contents
Section Description Page
Part 1 Introduction 6
G 1.1 Purpose of this document 6
G 1.2 Scope of this document: technical compatibility 6
G 1.3 Applicable Standards 6
G 1.4 The structure of this document 7
G 1.5 Copyright 7
G 1.6 Approval and authorisation of this document 7
Part 2 Rationale and Guidance for Lineside Signal Aspect and Indication
Requirements 8
G 2.1 Signal aspect and indication appearance 8
G 2.2 Signal aspect and indication combinations 10
G 2.3 Signal aspect and route indication combinations 16
G 2.4 Signal aspect and supplementary indication combinations 24
G 2.5 Spatial compatibility with the track layout 27
G 2.6 Consistency of conveyed information 27
G 2.7 Concept compatibility 27
Part 3 Application of this Document 29

3.1 Scope 29
3.2 Exclusions from scope 29
3.3 General compliance date 29
3.4 Exceptions to general compliance date 29
3.5 Health and safety responsibilities 30
Appendices
Appendix A Information Conveyed by Lineside Signals 31
G A.1 Limit of MA 31
G A.2 Limit of MA on the signaled route 32
G A.3 Shunting MA 33
G A.4 Calling-on MA 36
G A.5 Proceed-on-Sight Authority (PoSA) MA 38
G A.6 Cautionary MA in 3-aspect track circuit block (TCB) signalling areas 39
G A.7 Cautionary MA in 4-aspect TCB signalling areas (preferred) 40
G A.8 Cautionary MA in 4-aspect TCB signalling areas (non-preferred) 41
G A.9 Unrestricted MA in TCB signalling areas 42
G A.10 MA information conveyed by distant signal ON and OFF aspects 43
G A.11 MA information conveyed by home signal aspects and non-block stop
signal aspects 45
G A.12 MA information conveyed by section signal aspects and intermediate
block home signal aspects 46
G A.13 Signal aspects that convey MA and routing information 48
G A.14 Indications that repeat MA information 53
G A.15 Indications that repeat MA and routing information 55
Appendix B Information Conveyed by Route Indicators 61
G B.1 Directional information 61
G B.2 Route and destination information 65
Appendix C System Status Information Conveyed by Lineside Indicators 68
G C.1 Locally monitored infrastructure not operated 68
G C.2 Locally monitored facing points status information 69
G C.3 Locally monitored level crossing status information 70
G C.4 TPWS status information 71
G C.5 Mechanical trip-cock system status information 73
Appendix D Operational Information Conveyed by Lineside Indicators 74
G D.1 Train dispatch operation indications 74
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Requirements
G D.2 Loading / unloading operational information 75
Appendix E Guidance on Interpretability Compatibility 77
G E.1 The purpose of signal aspects and indications 77
Definitions 80
References 83
Tables
Table 1 Displays that convey signalling information 10
Table 2 Signal aspects that use display combinations 14
Table 3 Permitted signal aspect and route indication combinations 21
Table 4 Signal aspect and supplementary indication display combinations 26
Table A.1 Stop aspects 31
Table A.2 Shunting conditional stop aspects 32
Table A.3 Shunt aspects 34
Table A.4 Calling-on aspects 36
Table A.5 PoSA aspects 38
Table A.6 Cautionary aspects in 3-aspect TCB signalling areas 39
Table A.7 Preferred cautionary aspects in 4-aspect TCB signalling areas 40
Table A.8 Non-preferred cautionary aspects in 4-aspect TCB signalling areas 41
Table A.9 TCB unrestricted proceed-aspects 42
Table A.10 Distant signal aspects 44
Table A.11 Home signal and non-block stop signal OFF aspects 45
Table A.12 Section signal and intermediate block home signal OFF aspects 47
Table A.13 Junction approach flashing cautionary aspects 48
Table A.14 Junction approach splitting cautionary and unrestricted proceed-aspects 52
Table A.15 Banner repeater indications 55
Table A.16 Splitting banner repeater indications 60
Table B.1 Junction indications 61
Table B.2 Preliminary junction indications 64
Table B.3 Alphanumeric route indications 66
Table G B.1 Preferred alphanumeric route indications 67
Table G B.2 Alphanumeric route indications that should not be used 67
Table C.1 Locally monitored infrastructure not operated indication 68
Table C.2 Facing points set indication 69
Table C.3 Locally monitored level crossing indications 71
Table C.4 TPWS indications 72
Table C.5 Mechanical trip-cock test indications 73
Table D.1 Train dispatch indications 75
Table D.2 Loading / unloading indications 76
Table G E.1 Operational context design factors supporting ‘be interpretable’ 78
Figures
Figure G 1 Permitted semaphore stop and distant signal arm combinations 12
Figure G 2 Permitted semaphore main and subsidiary signal arm combinations 13
Figure G 3 Example of a semaphore junction signal displaying stepped arms
applicable to three routes with an MA shown towards the Branch (route 3) 15
Figure G 4 Example of a semaphore shunting signal that displays stacked arms or
discs applicable to three routes (showing left- and right-hand divergences),
with an MA along siding 1 16
Figure G 5 Example colour light signal aspect and junction indication combinations
(position 2 and position 5 shown) 18
Figure G 6 Example colour light signal aspect and alphanumeric route indication
combinations 19
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Requirements
Figure G 7 Example of a junction signal displaying a position 1 junction indication and
alphanumeric route indication combination 20
Figure G 8 Examples of semaphore signal aspect and route indication combinations 20
Figure G 9 Examples of position light signal aspect and route indication combinations 21
Figure G 10 Example of a flashing aspect presented at a junction signal 22
Figure G 11 An example of different alphanumeric route indications presented with main
proceed-aspects and subsidiary position light signal aspects 23
Figure G B.1 Junction indication association with track layout 62
Figure G B.2 Example of a position 1 or position 4 junction indication displayed on the
approach to a right-hand flying junction 63
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Requirements
Part 1 Introduction
G 1.1 Purpose of this document
G 1.1.1 This document gives guidance on interpreting the requirements of Railway Group
Standard GK/RT0058 issue one Lineside Signal Aspect and Indication Requirements. It
does not constitute a recommended method of meeting any set of mandatory
requirements.
G 1.1.2 Part 2 provides the rationale and guidance for the signal aspect and indication
requirements set out in GK/RT0058 Part 2.
G 1.1.3 Appendices A to D provide further rationale and guidance relevant to the appearance of
signal aspects and indications and their meaning.
G 1.1.4 Appendix E provides guidance about the purpose of signal aspects and indications and
interpretability.
G 1.2 Scope of this document: technical compatibility

G 1.2.1 Three areas of technical compatibility are relevant to lineside signalling systems:
a) Readability.
b) Interpretability.
c) Driveability.
G 1.2.2 This guidance note provides rationale and guidance relevant to interpretability. Further
guidance about the relationship between readability, interpretability and driveability is
given in GE/GN8602 (when published).
G 1.2.3 The scope of this document does not include compatibility of lineside signal aspects and
indications with train driving processes when an in-cab signalling system is in use.
G 1.3 Applicable Standards

G 1.3.1 The eventual aim is to publish all of the technical compatibility requirements relevant to
lineside signalling systems in the following Railway Group Standards:
a) GK/RT0057 sets out the requirements relevant to product readability performance.
b) GE/RT8101 sets out the requirements relevant to lineside signalling system

readability in the operational context.
c) GK/RT0058 sets out the requirements for signal aspects and indications to be
interpretable (appearance and meaning).
d) GK/RT0070 sets out the requirements for signalling layouts to be driveable.
e) GE/RT8102 sets out the requirements for lineside signalling system driveability
assessment in the operational context, which is part of the route compatibility
assessment before a new or modified lineside signalling system is taken into use.
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Requirements
G 1.3.2 In addition to compliance with Railway Group Standards, signalling layout designs should
take account of:
a) Signalling standards published by the infrastructure manager.
b) Rail Industry Standards and Guidance Notes, including:
i) GK/GN0657.
ii) GK/GN0658.
iii) GK/GN0670.
iv) GE/GN8601.
v) GE/GN8602.
G 1.4 The structure of this document

G 1.4.1 All requirements from Railway Group Standard GK/RT0058 are reproduced with a grey
background in this document.
G 1.4.2 Guidance is provided as a series of sequentially numbered clauses prefixed ‘G’

immediately below the greyed text to which it relates.
G 1.4.3 Specific responsibilities and compliance requirements are laid down in the Railway Group
Standard itself.
G 1.4.4 The symbols used in the signalling layout examples comply with BS 376-1:2012 Railway
Signalling Symbols, Part 1.
G 1.5 Copyright
G 1.5.1 Copyright in the Railway Group documents is owned by Rail Safety and Standards Board
Limited. All rights are hereby reserved. No Railway Group document (in whole or in part)
may be reproduced, stored in a retrieval system, or transmitted, in any form or means,
without the prior written permission of Rail Safety and Standards Board Limited, or as
expressly permitted by law.
G 1.5.2 RSSB members are granted copyright licence in accordance with the Constitution
Agreement relating to Rail Safety and Standards Board Limited.
G 1.5.3 In circumstances where Rail Safety and Standards Board Limited has granted a particular
person or organisation permission to copy extracts from Railway Group documents, Rail
Safety and Standards Board Limited accepts no responsibility for, nor any liability in
connection with, the use of such extracts, or any claims arising therefrom. This
disclaimer applies to all forms of media in which extracts from Railway Group Standards
may be reproduced.
G 1.6 Approval and authorisation of this document

G 1.6.1 The content of this document was approved by Control Command and Signalling (CCS)
Standards Committee on 16 October 2014.
G 1.6.2 This document was authorised by RSSB on 24 October 2014.
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Requirements
Part 2 Rationale and Guidance for Lineside Signal Aspect and
Indication Requirements
G 2.1 Signal aspect and indication appearance
G 2.1.1 The design parameters set out in GK/RT0058 specify the steady state appearance of
permitted signal aspects and indications. Further guidance and requirements about
signalling transitions, including approach control functionality, are set out in GK/RT0036,
GK/GN0670 and GE/GN8612.
Extract from GK/RT0058

Section 2.1 Signal aspects and indication appearance
2.1.1 Each lineside signal shall continuously present the relevant signal aspect,
except where the signal is configured with approach lighting functionality.
G 2.1.2 Rationale: Lineside signals should be visible and readable whenever authorised users
need to use them to understand signal section or block section limits.
G 2.1.3 Rationale: The consistent pattern of signal aspects in the field of vision helps authorised
users to correctly understand their position within the overall infrastructure layout.
Intermittently lit signal aspects would result in a variable appearance and make it more
difficult for authorised users to form this understanding.

2.1.2 A signal shall be configured with approach lighting functionality only if both of
the following criteria apply:
a) The signal does not contribute to the overall readability of signals on other
lines.
And
b) The relevant signal aspect is readable whenever the signal is approached
by a train on the line to which it applies.
G 2.1.4 Rationale: The signal aspect should be readable so that the driver can confirm the MA
applicable to the train being operated.
G 2.1.5 Approach lighting functionality should be implemented only if a signal sighting

assessment confirms that the overall readability of signal aspects and indications will be
unaffected or improved by extinguishing a signal aspect until it is needed to convey MA
information applicable to an approaching train.
G 2.1.6 The following situations are examples of where approach lighting functionality can be of
benefit:
a) Where an isolated stop signal is provided at the end of a siding or loop, to reduce the
likelihood that drivers of trains operating on the parallel running line would misread
the stop aspect as applicable to their train.
And
b) In the case of a line with a very low train frequency (for example, one train a day or
less), the signalling system could be designed to extinguish complete groups of
signals when the railway is not being used, to reduce power consumption. In this
case, all potential users of the signalling system should be considered, and the
design of the signalling control system should take account of the likelihood of
signalling system failure.
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Requirements
G 2.1.7 Where approach lighting functionality is provided, the signal aspect is normally
extinguished and should illuminate before the train to which it applies reaches the furthest
point at which the authorised user should detect the signal aspect. The point at which the
signal aspect is visible may be further away than the point at which the signal aspect is
readable.
G 2.1.8 Further rationale and guidance about signal sighting and signal readability assessment
requirements are given in GE/GN8601.

2.1.3 The interruption of signal aspects and indications that are not designed to flash
shall not exceed a single period of 250 mS in any one hour.
G 2.1.9 Rationale: More frequent or longer interruptions observed by authorised users would
increase their potential as a distraction or a cause of misinterpretation.
G 2.1.10 In some cases, signalling system technology incorporates a self-test function that results
in a brief interruption to the generated display at defined intervals. The permitted
interruption parameters are consistent with solid state interlocking systems currently
applied in Great Britain (GB).

2.1.4 Signalling information shall be conveyed using only the signal aspects and
indications set out in Table 1.
G 2.1.11 Rationale: Authorised users interpret the information being conveyed by the signalling
system using individual display appearance and display combinations.

Table 1 Displays that convey signalling information
Type of Clause or Table reference
information
Conveyed by
being Individual Display
conveyed displays combinations
Movement Tables A.1 to
Signal aspect 2.2
authority (MA) A.14
Repeat MA Banner repeater indication Table A.15 Not applicable
Junction indication Table B.1

Routing 2.3
Alphanumeric indication Table B.3
Repeat routing Preliminary junction indication Table B.2 Not applicable
Semaphore junction signal Tables A.9, A.11
2.2
OFF aspect and A.12
MA + routing
Flashing signal aspect Table A.13 Not applicable
Splitting distant signal aspect Not applicable Table A.14
Repeat MA + Splitting banner repeater
Not applicable Table A.16
routing indication
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Requirements
Type of Clause or Table reference
information
Conveyed by
being Individual Display
conveyed displays combinations
Locally Coloured light signalling

indication Tables C.1 to
monitored
C.5
system status Alphanumeric indication
2.4
Coloured light signalling
Operating indication Tables D.1 and
instruction D.2
Alphanumeric indication
Table 1 Displays that convey signalling information

G 2.1.12 Rationale: A consistent appearance helps authorised users to reliably interpret the
information being conveyed. A more variable appearance has the potential to increase
misinterpretation risk.
G 2.1.13 GK/RT0058 Appendices A, B, C and D are set out so that individual displays can be
selected on the basis of the information that should be conveyed to authorised users.
G 2.1.14 In some cases the same display is used to convey more than one type of information,
which places a greater reliance on authorised users to correctly interpret the information
being conveyed. Further rationale and guidance about non-preferred signal aspects and
indications are given in the Appendices.
G 2.1.15 GK/RT0058 sections 2.2, 2.3 and 2.4 set out the requirements for display combinations,
which are provided where either:
a) The information being conveyed by an individual display is not enough on its own to
support the authorised user’s understanding of the operational requirement (for
example, a junction indication is always presented with a signal aspect).
Or
b) Separate (operationally compatible) information is conveyed at the same time and at

the same location (for example, an MA and a train dispatch instruction at a station).
G 2.1.16 Further rationale and guidance about conveying sets of information using signal aspect
and indication combinations are given in G 2.2.
G 2.1.17 Alphanumeric displays are used to convey a wide range of information types. The
particular characters being presented and the operational context in which they are
presented help to make them interpretable. Further rationale and guidance about the
relationship between alphanumeric indications and the information being conveyed are
given in Appendices B, C and D.
G 2.2 Signal aspect and indication combinations

G 2.2.1 Signal aspect combinations

Section 2.2 Signal aspect combinations
2.2.1 Signal aspect combinations shall be presented only in accordance with Table 2.
G 2.2.1.1 Rationale: Authorised users should not be presented with signal aspect combinations that
convey conflicting or illogical MA information because they would be faced with having to
decide which information should take precedence. Signal aspect combinations should
only be used to convey logical sets of information. Further rationale and guidance about
the signal aspect combination configuration are given in GE/GN8601.
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Requirements

Table 2 Signal aspects that use display combinations
Signal aspect type Display combination requirements
Subsidiary position light signal OFF A position light signal aspect presented with a
aspects colour light signal red aspect or stop board, as
set out in A.3, A.4 or A.5.
G 2.2.1.2 Further rationale and guidance about subsidiary position light signal OFF aspects are
given in Appendix A, sections G A.3, G A.4 and G A.5.

Two colour light signal aspects presented
Splitting distant signal aspects
together, as set out in A.13.
Rationale: Colour light splitting distant signal aspects are more readable than semaphore
splitting distant signal aspects. No semaphore splitting distant signals remain within the
GB mainline railway.
G 2.2.1.3 Further rationale and guidance about splitting distant signal aspects are given in
Appendix A, section G A.13.

Semaphore main stop and distant The distant arm shall:
signal arm combinations a) Be positioned below the associated main
stop arm and on the same signal post.
And
b) Be presented in the OFF position only
when the associated main stop arm is also
presented in the OFF position.
G 2.2.1.4 Rationale a): The main stop arm is positioned uppermost so that it is prominent, which
helps authorised users to interpret the MA information, irrespective of the distant signal
aspect. Authorised users understand that the main stop arm is always positioned
uppermost.
G 2.2.1.5 Rationale b): The information conveyed by the distant arm is only relevant when the
main stop arm is in the OFF position. When the main stop arm is in the ON position, no
MA is available. A distant OFF aspect presented in combination with a main stop aspect
would convey conflicting MA information.
G 2.2.1.6 Further rationale and guidance about semaphore signal aspects are given in Appendix A,
sections G A 1, G A 9, G A.10, G A.11 and G A.12.
G 2.2.1.7 Figure G 1 shows the permitted upper quadrant semaphore main stop and distant signal
aspect combinations. The same signal arm ON and OFF aspect combinations apply also
to lower quadrant signals.
G 2.2.1.8 Upper and lower quadrant semaphore signal arms should not be combined within the
same signal.
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Requirements
Signal post
Figure G 1 Permitted semaphore stop and distant signal arm combinations
G 2.2.1.9 The main stop arm and distant arm controls should incorporate a function to prevent the
distant OFF aspect from being inadvertently presented when the main stop arm is in the
ON position.

Semaphore main and subsidiary The calling-on (subsidiary) arm shall:
signal arm combinations a) Be mounted below the associated main
stop arm (and where provided, the
associated distant arm), and on the same
signal post.
And
b) Be presented in the OFF position only
when the associated main stop arm is in
the ON position.
G 2.2.1.10 Rationale a): The main stop arm is uppermost so that it is prominent, which helps
authorised users to interpret the limit of MA information, irrespective of the subsidiary
aspect. Authorised users understand that the main stop arm is always positioned
uppermost.
G 2.2.1.11 Rationale b): Authorised users interpret which type of MA is available using the
combination of signal arm positions. Only one MA should be conveyed at a time by each
signal. A signal that presents a main proceed-aspect and a subsidiary proceed-aspect
would convey conflicting MA information.
G 2.2.1.12 Further rationale and guidance about semaphore calling-on signal aspects are given in
Appendix A, section G A 4.
G 2.2.1.13 Figure G 2 shows the appearance of permitted upper quadrant semaphore main and
subsidiary signal arm combinations. The same signal arm ON and OFF aspect
combinations apply also to lower quadrant signals.
G 2.2.1.14 Upper and lower quadrant semaphore signal arms should not be combined within the
same signal.
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Requirements
Signal post
Figure G 2 Permitted semaphore main and subsidiary signal arm combinations

Semaphore junction signal arm
As set out in 2.2.2 and 2.2.3.
combinations
G 2.2.1.15 Semaphore junction signals and semaphore shunting signals use stop arm and / or disc
combinations to convey the MA and routing information needed by authorised users to
understand which route is set and decide if any action is required to control the speed of
the train on the approach to the junction.
G 2.2.1.16 There are two semaphore junction signal arm combination types:
a) Stepped multiple signal arms that use spatial compatibility with the track layout to
indicate the direction of the route that is set and which permissible speed applies at
the junction.
And
b) Stacked multiple arms / discs, which do not use spatial compatibility and are more
difficult to interpret. This arrangement should only be perpetuated on existing
signals to overcome space limitations, for example, where shunting discs are
positioned at a low level between adjacent lines.
G 2.2.1.17 Further rationale and guidance about the alternative method of conveying routing
information using an alphanumeric route indication in combination with a semaphore OFF
aspect are given in G 2.5.
G 2.2.1.18 Further rationale and guidance about semaphore junction signalling layout design,
including the requirements for conveying routing information, are given in GK/GN0670
and GE/GN8612. Until these documents are published, the requirements for conveying
routing information at semaphore shunting signals should follow the principles for
providing route indicators at independent position light signals set out in GK/RT0045
section 5.1.2.
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Requirements

Co-acting signal aspects Duplicated signal aspects.

G 2.2.1.19 Further rationale and guidance about co-acting signals are given in GE/GN8601.

2.2.2 Semaphore junction signals that convey routing information using stepped,
multiple stop arms shall meet the following principles:
a) A separate stop arm shall be provided for each route.
b) The relative horizontal position of each stop arm shall correspond with the
direction of the applicable diverging route relative to the other signalled
routes beyond the junction.
c) The uppermost stop arm shall apply to the route with the highest
permissible speed.
d) The relative vertical position of the other stop arms shall correspond with
the relative permissible speed on each diverging route.
G 2.2.1.20 Rationale a) and b): Where authorised users need to obtain routing information at a
semaphore signal, this arrangement uses spatial compatibility with the track layout to
help them work out which route is set. Authorised users interpret this by comparing the
relative position of the signal arm displaying the OFF aspect with the position of the other
stop arm(s) displaying the ON aspect(s).
G 2.2.1.21 Rationale c) and d): Where authorised users need to obtain routing information at a
semaphore signal, the relative vertical position of each stop arm helps them to decide
which permissible speed applies on the route that is set.
G 2.2.1.22 Where the same permissible speed applies to more than one route, the applicable signal
arms should be mounted at the same height.
G 2.2.1.23 Further guidance about using spatial compatibility to convey routing (directional)
information on the approach to a diverging junction is set out in G 2.3 and G 2.5.
G 2.2.1.24 Figure G 3 shows an example of a semaphore junction signal that uses stepped multiple
stop arms to convey MA and routing information applicable to three directions (straight
ahead, left hand and right hand) that have different permissible speeds.
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Requirements
1
2 Goods loop (15 mph) – Arm 1
Main (75 mph) – Arm 2
Br
3 an
ch
(45
mp
h)
–A
rm
3
2
3
Arm 2 (highest permissible speed)
1 Arm 3
Arm 1 (lowest permissible speed)
Figure G 3 Example of a semaphore junction signal displaying stepped arms applicable

to three routes with an MA shown towards the Branch (route 3)

2.2.3 Semaphore junction signals that convey routing information using stacked,
multiple stop arms or discs shall meet the following principles:
a) A separate stop arm or disc shall be provided for each route.
b) The uppermost stop arm or disc shall correspond with the most extreme
left-hand route.
c) The relative vertical position of each additional stop arm or disc shall
correspond with the extent of the divergence from left to right.
G 2.2.1.25 Rationale: Where authorised users need to obtain routing information at a semaphore
signal, a consistent relationship between signal arm / disc vertical position and the route
that is set helps them to interpret the MA and the direction of the route that is set. They
do this by comparing the vertical position of the signal arm displaying the OFF aspect
relative to the position of the other stop arm(s) displaying the ON aspect(s).
G 2.2.1.26 The stacked arrangement is non-preferred and should not be used for new signals
because:
a) Unlike the stepped arrangement, the arrangement of signal arms does not support
spatial compatibility with the track layout (see G 2.5).
And
b) Unlike the stepped arrangement, the height of the signal arm does not correspond
with the relative permissible speed.
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Requirements
G 2.2.1.27 Instead, for new semaphore signals, if there is a need to convey routing information, a
signal arm / disc and alphanumeric route indication combination should be provided
because it conveys more descriptive information about the route that is set.
G 2.2.1.28 Figure G 4 shows an example of a semaphore junction signal that uses either stacked,
multiple stop arms or discs to convey routing information applicable to three routes.
3 2 1
Siding 1
either
3 2 1 Siding 2
Siding 3
or
Siding 1
Siding 2
Siding 3
1
Most extreme left hand route
1 2
2 either
3
3 Most extreme right hand route
Figure G 4 Example of a semaphore shunting signal that displays stacked arms or discs
applicable to three routes (showing left- and right-hand divergences), with an
MA along siding 1
G 2.3 Signal aspect and route indication combinations

Section 2.3 Signal aspect and route indication combinations
2.3.1 Junction signal aspect and route indication combinations shall be presented
only in accordance with Table 3.
G 2.3.1 Rationale: Signal aspect and route indication combinations convey the MA and routing
information needed by authorised users to understand which route is set and to decide if
any action is required to control the speed of the train on the approach to the junction.
G 2.3.2 Further rationale and guidance about junction signal aspect and route indication design
parameters are given in GE/GN8601.
G 2.3.3 Further rationale and guidance about conveying routing information on the approach to
diverging junctions are given in GK/GN0670 and GE/GN8612.
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Table 3 Signal aspect and route indication combinations
Junction signal Permitted route indication type
Junction signal type
aspect type
All junction signals Stop aspect None (#1)
#1 See 2.3.2
G 2.3.4 Rationale: A stop aspect and route indication combination presents an authorised user
with conflicting information, as follows:
a) No MA is available.
And
b) Routing information, implying that an MA is available.
G 2.3.5 Rationale: The authorised user might be misled by the route indication into moving the
train before an MA is available.
G 2.3.6 Rationale #1: Further rationale and guidance about route indication-proving functionality
are given in G 2.3.25 to G 2.3.27.

aspect type
Colour light signal Proceed-aspect (#2) Junction indication
#2 See 2.3.3
G 2.3.7 Rationale: A junction indication presented on its own would neither be recognisable as a
valid indication, nor be interpretable.
G 2.3.8 Rationale: The junction indication should be read with the signal aspect, in order to
convey the directional information. The signal aspect provides the reference that allows
authorised users to distinguish between left-hand and right-hand indications and
therefore interpret the direction of the divergence.
G 2.3.9 Further rationale and guidance about junction indications are given in Appendix B.
G 2.3.10 Figure G 5 shows examples of a colour light junction signal displaying left- and right-hand
junction indications that have the same appearance:
a) A position 2 junction indication for a left-hand divergence.
Or
b) A position 5 junction indication for a right-hand divergence.
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X X
X
Position 2 (vertical alignment) Position 2 (horizontal alignment)
X
X
X
Position 5 (vertical alignment) X
Position 5 (horizontal alignment)
Figure G 5 Example colour light signal aspect and junction indication combinations
(position 2 and position 5 shown)

aspect type
Colour light signal Proceed-aspect (#2) Alphanumeric indication
#2 See 2.3.3
G 2.3.11 Rationale: Authorised users interpret route and destination information using the
alphanumeric characters presented with the signal aspect.
G 2.3.12 The signal aspect qualifies the alphanumeric indication as a route indication.
Alphanumeric indications presented on their own are used to convey other types of
information. Figure G 6 shows two examples of a colour light signal aspect and
alphanumeric route indication arrangement.
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Requirements
2
Vertical arrangement Horizontal arrangement
Figure G 6 Example colour light signal aspect and alphanumeric route indication
combinations

aspect type
Junction indication
Colour light signal Proceed-aspect (#2) and
Alphanumeric indication
#2 See 2.3.3
G 2.3.13 Rationale: Authorised users interpret the direction of the divergence using the angle of
the junction indication and its position relative to the signal aspect, and interpret route and
destination information using the alphanumeric characters.
G 2.3.14 A colour light signal aspect with a junction indication and an alphanumeric route
indication increases the complexity of the information being conveyed and should be
presented only where operational benefit arises from it.
G 2.3.15 This combination has the advantage of conveying directional information that can be
interpreted before the alphanumeric route indication is readable. For example, the
junction indication can provide an early indication of a diverging route set towards a
platform loop or whether the principal route is set. When the diverging route is set, the
alphanumeric route indication provides further information later on about which platform
the train is to use.
G 2.3.16 Figure G 7 shows an example of a colour light signal aspect presented in combination
with a junction indication and an alphanumeric route indication. The junction indication
becomes readable first so that the driver is able to understand that the MA is for a left-
hand diverging route. The alphanumeric route indication becomes readable after the
train has begun to decelerate and allows the driver to understand that the route is set into
platform 3. The signal sighting assessment process is used to confirm that the driver has
enough time to read both indications in sequence.
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3
Figure G 7 Example of a junction signal displaying a position 1 junction indication and
alphanumeric route indication combination

Junction signal
Junction signal type Permitted route indication type
aspect type
Semaphore signal Proceed-aspect Alphanumeric indication (#3)
#3 See 2.3.4
G 2.3.18 Rationale #3: Further rationale and guidance about differentiating between route
indications presented with main, subsidiary and shunting signal aspects are given in
G 2.3.31 to G 2.3.34.
G 2.3.19 An alternative method of conveying routing information in semaphore signalling areas is

to provide a separate signal arm / disc for each route.
G 2.3.20 Figure G 8 shows three examples of semaphore signal arm / disc and alphanumeric route
indication combinations.
2 C
SDG
Figure G 8 Examples of semaphore signal aspect and route indication combinations
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Requirements

aspect type
Independent or
subsidiary position Proceed-aspect Alphanumeric indication (#3)
light signal
#3 See 2.3.4
Table 3 Permitted signal aspect and route indication combinations

G 2.3.22 Rationale #3: Further rationale and guidance about differentiating between route
indications presented with main, subsidiary and shunting signal aspects are given in
G 2.3.31 to G 2.3.34.
G 2.3.23 Figure G 9 shows two examples of position light signal aspect and alphanumeric route
indication combinations.
3 3
Independent position light signal Subsidiary position light signal
Figure G 9 Examples of position light signal aspect and route indication combinations
G 2.3.24 Further rationale and guidance about subsidiary signal aspects are given in
G 2.2.1.

2.3.2 A route indication and stop aspect combination shall be presented only for route
indication-proving purposes immediately before the proceed-aspect is
presented.
G 2.3.25 Rationale: An incorrectly presented route indication has the potential to increase
misinterpretation risk. Unless there is no operational risk associated with misreading, the
signalling system should be designed to confirm that the route indication is properly
presented before the proceed-aspect is presented.
G 2.3.26 Where route indicator proving is provided, the proceed-aspect should be presented as
soon as possible after the route indication has illuminated. Three seconds should provide
enough time to complete the route indicator-proving function. Any longer would increase
the probability of a driver error.
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G 2.3.27 If the route indication is detected to be incorrectly presented, the main stop aspect should
continue to be presented.

2.3.3 A route indication shall not be presented in combination with any of the
following signal displays:
a) Flashing single yellow.
b) Flashing double yellow.
c) Any splitting distant signal aspect where both signal heads are illuminated.
G 2.3.28 Rationale: A junction signal aspect and route indication combination that conveys routing
information applicable to two diverging junctions would be confusing to authorised users
and would therefore increase the level of misinterpretation risk.
G 2.3.29 Figure G 10 shows an example of where this restriction would apply to signals that
present junction approach flashing aspects and / or splitting distant aspects. Signals
AB 101 and AB 103 present flashing aspects to convey advance routing information on
the approach to signal AB 105. Flashing aspects are not presented on the approach to
signal AB 701 because AB 103 displays the position 1 junction indication.
AB 701
AB 101
AB 103
AB 105
AB 701
AB 101 AB 103 MAR
SD YY-Y Y + Pos 1
AB 105
FYY FY MAY
Figure G 10 Example of a flashing aspect presented at a junction signal

G 2.3.30 Further guidance about methods of conveying advance routing information on the
approach to diverging junctions is given in GK/GN0670 and GE/GN8612.
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2.3.4 When an alphanumeric route indication is presented by a main stop signal that
also incorporates a subsidiary signal aspect (unless the exception set out in
2.3.5 applies):
a) The alphanumeric route indications presented with main proceed-aspects
shall be in a different position to any alphanumeric route indications
presented with the subsidiary aspect.
And
b) Any alphanumeric route indications presented with the subsidiary aspect
shall appear to be at least 50% smaller than the alphanumeric route
indications presented with the main proceed-aspects.
G 2.3.31 Rationale: If the signal aspect and route indication are not read at the same time, then
there is an increased chance that the authorised users will misinterpret the MA. The
different combinations help to address the risk that the authorised user will incorrectly
perceive an MA conveyed by a main aspect when the route indication applies to a
subsidiary signal route (which may be a permissive MA).
G 2.3.32 The preferred arrangement for displaying alphanumeric route indications at main and
subsidiary signals is set out in 2.3.4. Figure G 11 shows an example of alphanumeric
route indications that use different position and size parameters to help authorised users
correctly interpret the MA and routing information being conveyed.
2
2
When a main route is set When a subsidiary route is set
Figure G 11 An example of different alphanumeric route indications presented with

main proceed-aspects and subsidiary position light signal aspects
G 2.3.33 The terms ‘standard alphanumeric route indicator (SARI)’ and ‘miniature alphanumeric
route indicator (MARI)’ are sometimes used to describe equipment that displays
alphanumeric route indications.
G 2.3.34 Further guidance about signal and route indicator combination design parameters is
given in GE/GN8601.

2.3.5 A main stop signal shall present alphanumeric route indications that have a
similar size and positional relationship with the main and subsidiary aspects
only if the following criteria apply:
a) Physical environment and structure gauge limitations mean that
compliance with 2.3.4 is not feasible.
And
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b) A signal sighting assessment confirms that sufficient mitigation will be
available to control the risk from a driver misinterpreting the MA.
G 2.3.35 Rationale: Physical limitations sometimes mean that it is not always possible to present
alphanumeric route indications that are significantly differentiated by display size and
position. In this case, the signal sighting assessment process should be used to confirm
that the proposed signal and indicator design supports readability and interpretability at
that location.
G 2.3.36 Such arrangements are non-preferred because they increase the likelihood that a driver
will misinterpret the MA after reading the route indication.
G 2.3.37 The signal sighting committee should recommend such an arrangement only to overcome
limited clearance constraints (for example, a signal located in a tunnel).
G 2.3.38 Further guidance about signal sighting assessment of alphanumeric route indications is
given in GE/GN8601.
G 2.4 Signal aspect and supplementary indication combinations

Section 2.4 Signal aspects and supplementary indication combinations
2.4.1 Signal aspect and supplementary indication combinations shall be presented,
only as set out in Table 4.
G 2.4.1 Rationale: The supplementary information conveyed by the indications set out in
GK/RT0058 Table 4 is compatible with the MA information conveyed by the associated
signal aspect. Other types of information would conflict with the MA information being
conveyed and therefore should be conveyed on its own.
G 2.4.2 GK/RT0058 Table 4 sets out all permissible combinations.
G 2.4.3 Complex combinations of signal aspects, route indications and signalling indications
should be avoided because they have the potential to increase misinterpretation risk. In
most cases, a maximum of three separate displays should be sufficient to convey the MA,
routing and any supplementary information needed at each location.

Table 4 Signal aspects and supplementary indication combinations
Signal type Signal aspect Permitted Additional permitted
supplementary supplementary
indication indication
Stop signal
(excluding Stop aspect ‘TT’ None
stop board)
G 2.4.4 Rationale: On some lines fitted with a mechanical train-stop system, the ‘TT’ indication is
presented at the first stop signal beyond the trip-cock test equipment to provide
information that the trip-cock test has failed. In this case, the signal also denotes the limit
of MA for that train when the train protection system might not be capable of stopping the
train if it exceeds the MA.
G 2.4.5 Rationale: All other supplementary indications are associated with train dispatch
procedures or train movements and so are incompatible when a train does not have an
MA.
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‘CD’ or ‘RA’ (#1)
Loading / unloading
All stop signals None
indication
Proceed-aspect
Flashing white light
Isolated distant
‘CD’ or ‘RA’ (#1) None
signal
#1 Where both indications are presented at the same signal, the ‘RA’ indication shall
supersede the ‘CD’ indication
G 2.4.6 Rationale: The information conveyed by the permitted supplementary indications is

compatible with the availability of an MA.
G 2.4.7 Rationale #1: The train should not be dispatched until the doors have been closed.
G 2.4.8 The signalling system should include a control to prevent the ‘RA’ indication from being
presented when the signal is displaying a stop aspect. Correct operation of train dispatch
indications is also managed using operational procedures.

Banner repeater ON aspect None
G 2.4.9 Rationale: All supplementary indications are associated with train dispatch procedures or
train movements and so are incompatible when a train does not have an MA.

Banner repeater OFF aspect 'CD' or 'RA' (#1) None
#1: Where both indications are presented at the same signal, the ‘RA’ indication shall
supersede the ‘CD’ indication.
G 2.4.10 Rationale: The ‘CD’ or ‘RA’ indications are compatible with the availability of an MA.
G 2.4.11 Rationale #1: The train should not be dispatched until the doors have been closed.
G 2.4.12 At a station, a banner repeater indicator may be used to provide the function of a signal
OFF indicator and combined with the ‘CD/RA’ indications.
G 2.4.13 Further information about signalling indications associated with train dispatch systems is
given in GE/GN8560.
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Flashing red light
Stop board Steady yellow light

Stop aspect Flashing white light
(#2) Steady blue light
Flashing blue light
G 2.4.14 Rationale: Where a stop board is used to protect locally monitored infrastructure, drivers
use the supplementary indications to confirm that the infrastructure is correctly set for the
train to proceed in accordance with the local operating instructions.
G 2.4.15 Two supplementary indications should be presented only where a stop board protects a
level crossing as well as other locally monitored systems.
G 2.4.16 Display combination design should take account of any limitations documented on the
product acceptance / authorisation certificates for the signal and indicator products being
used.
G 2.4.17 The design of supplementary indications at stop boards should provide authorised users
with the information needed for the train to proceed past the stop board in any of the
following circumstances:
a) When the locally monitored infrastructure is working correctly.
b) When one of the locally monitored infrastructure features has failed or not operated.
c) When a combination of the locally monitored infrastructure features has failed or not
operated.
G 2.4.18 Further rationale and guidance about signalling indications associated with locally
monitored facing points and TPWS are given in GK/GN0670 and GE/GN8612.
G 2.4.19 Further rationale and guidance about signalling indications associated with locally
monitored level crossing systems are given in GK/GN0692.

#2 The stop board shall also present wording to convey any relevant operating
instructions
Table 4 Signal aspect and supplementary indication display combinations

G 2.4.20 Rationale #2: The stop board presents a fixed stop aspect. Authorised users need
information about the actions required before the train proceeds beyond the stop board at
that location.
G 2.4.21 The actual wording should be compatible with the operational requirement at that
location. Examples include:
a) Obtain white light before proceeding.
b) Obtain token before proceeding.
c) Contact signaller to obtain instructions.
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Requirements
G 2.5 Spatial compatibility with the track layout
G 2.5.1 Spatial compatibility of the signalling system with the track layout is used to convey
information about the direction of the route at a diverging junction.
G 2.5.2 Further rationale and guidance about signal aspects and indications that use spatial
compatibility are given, as follows:
a) Splitting distant signal aspects (G A.13).
b) Splitting banner repeater indicator aspects (G A.15).
c) Stepped semaphore junction signal aspects (G 2.2.1).
G 2.5.3 The signal aspect and indication combination requirements set out in GK/RT0058 apply
the following spatial compatibility principles:
a) The relative horizontal position of each signal aspect or indication should mimic the
track layout (for example, the left-hand signal aspect or indication should always
apply to the left-hand route).
And
b) The relative vertical position of each signal aspect or indication should correspond to
the relative permissible speed of each route where a higher position indicates a
higher speed (for example, the signal aspect applicable to the higher speed,
principal route should be higher than the displays applicable to lower speed,
diverging routes).
G 2.5.4 The position of an alphanumeric route indication relative to the signal aspect can be used
to reinforce the routing information being conveyed if it is consistent with the direction of
the diverging route that is set. A position that is not consistent with the direction could
increase the risk from misinterpretation.
G 2.6 Consistency of conveyed information

G 2.6.1 Lineside signalling system design should aim to achieve a one-to-one relationship
between the display appearance and the information being conveyed, wherever possible.
G 2.6.2 Non-preferred arrangements should only be used by exception, in order to overcome an

operational constraint or signalling system design limitation.
G 2.6.3 The information conveyed by lineside signal aspects and indications, including the non-
preferred applications which arise when the same display is used to convey different
information, is set out in GK/RT0058 Appendices A to D.
G 2.6.4 Further guidance about signalling layout design assessment, which should include an
assessment of non-preferred signal aspects and indications and inconsistent displays, is
given in GK/GN0670 and GE/GN8612.
G 2.7 Concept compatibility

G 2.7.1 Concept compatibility concerns the features of display appearance that help authorised
users to correctly interpret the information being conveyed.
G 2.7.2 The following lineside signalling system features support concept compatibility:
a) Display colour.
b) Display shape.
c) Display alignment.
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d) Flashing and steady displays.
e) Alphanumeric characters.
G 2.7.3 The better the concept compatibility, the easier it should be for someone to interpret the
information being conveyed. Displays with good concept compatibility can be interpreted
on the basis of appearance alone, whereas displays with poor concept compatibility
require the user to learn their meaning in order to interpret them.
G 2.7.4 Displays that have concept compatibility in the wider social context place very little
reliance on prior learning to be interpretable. For example, the colour red has concept
compatibility with danger messages in the wider social context. Consequently, the colour
red is used within the signalling system to convey information about the limit of MAs.
G 2.7.5 Railway specific knowledge about lineside signalling systems means that most signal
aspect and indication features support concept compatibility in the context of authorised
users and railway operations. For example, semaphore signal arms in the horizontal
position should always be used to convey restrictive information.
G 2.7.6 Further rationale and guidance about the contribution of concept compatibility to the level
of interpretability that is supported by signal aspects and indications are given in
Appendices A to D.
G 2.7.7 A proposal for standards change to implement a new type of signal aspect or indication,
or convey an alternative type of information using an existing display should be supported
by evidence that it optimises concept compatibility and a risk assessment that addresses
the risk from misinterpretation.
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Part 3 Application of this Document
3.1 Scope
3.1.1 The requirements of this document apply to all work that affects
lineside signal aspects and indications, whether new or alteration.
3.1.2 Where infrastructure is subject to modification or upgrade and the

nature of the modification or upgrade provides a reasonable
opportunity to bring the infrastructure into conformity, then the
requirements of this document applicable to the alteration apply.
3.1.3 Action to bring existing lineside signal aspects and indications into
compliance with the requirements of this document [or part of
document] is not required.
3.1.4 Action to bring existing lineside signal aspects and indications into
compliance is required when that part of the lineside signalling system
is modified or renewed as a whole.
3.2 Exclusions from scope

3.2.1 The requirements in this standard are not applicable where an in-cab
signalling system is in use.
3.3 General compliance date

3.3.1 This Railway Group Standard comes into force and is to be complied
with from 07 March 2015.
3.3.2 After the compliance date, or the date by which compliance is

achieved, if earlier, infrastructure managers are to maintain
compliance with the requirements set out in this Railway Group
Standard. Where it is considered not reasonably practicable to
comply with the requirements, permission to comply with a specified
alternative should be sought in accordance with the Railway Group
Standards Code.
3.4 Exceptions to general compliance date

3.4.1 There are no exceptions to the general compliance date specified in
3.3.
3.4.2 It is permissible to designate specific infrastructure projects, at an

advanced stage of development when this document comes into
force, for which compliance with the requirements of this document
applicable to the design, construction and commissioning of new or
altered infrastructure is not mandatory. When designating such
projects, the following shall be considered:
a) Its responsibilities under its current safety authorisation.
b) The stage reached by the project at the time this document

comes into force (for example, approval in principle).
c) Whether compliance is necessary to ensure compatibility with

other parts of the infrastructure.
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Requirements
d) Whether compliance is necessary to facilitate the safe working of
the railway system having regard to changes to related
requirements mandated on another infrastructure manager or a
railway undertaking.
e) The economic impact of compliance, but subject to its current

safety authorisation in relation to the infrastructure in question.
3.4.3 Where any designations are made for infrastructure projects, those
projects shall continue to meet the equivalent requirements in the
RGSs applying to the project before the designation.
3.5 Health and safety responsibilities

3.5.1 Users of documents published by RSSB are reminded of the need to
consider their own responsibilities to ensure health and safety at work
and their own duties under health and safety legislation. RSSB does
not warrant that compliance with all or any documents published by
RSSB is sufficient in itself to ensure safe systems of work or operation
or to satisfy such responsibilities or duties.
G 3.3.1.1 No guidance is associated with Part 3.
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Appendix A Information Conveyed by Lineside Signals
G A.1 Limit of MA
Table A.1 Stop aspects
Conveyed information Description Example Designation
Colour light signal
head generating
the red display
Semaphore main
stop arm
horizontally
aligned (+5o, -5o)
and a red signal
light
Main stop
aspect
Stop board
Stop
Retro-reflective
buffer beam in (#1)
combination with
MA information: two buffer-stop
Limit of MA lights vertically
aligned
Independent
position light
signal generating
the PLS red ON
display
Semaphore
miniature stop
arm horizontally
Shunting stop
aligned (+5o, -5o)
aspect
and a red signal
light
Semaphore
shunting disc
horizontally
aligned (+5o, -5o)
and a red signal
light
#1 Buffer-stop lights coloured either signal red or signal white
Table A.1 Stop aspects
G A.1.1 Aspect appearance

Rationale: The seven options cover the complete range of products used for new and
modified lineside signalling systems.
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Rationale: Different aspect appearances within the field of vision can be used to help
authorised persons to identify which stop aspect applies to the train being operated.
Rationale: The permitted semaphore signal arm / disc alignment tolerance takes account
of mechanical wear, heat expansion and mechanical adjustment without affecting the
aspect appearance to the extent that the limit of MA would be difficult to interpret.
G A.1.2 Aspect combination
Rationale: The distinctive appearance of the retro-reflective buffer beam and buffer-stop
light combination helps authorised users to interpret that the limit of MA is at a buffer stop
and enhances the visibility of the retro-reflective buffer beam.
G A.1.3 Consistency of conveyed information
All stop aspects support correct interpretation because they always convey the same
information.
G A.1.4 Concept compatibility

Stop aspects support concept compatibility because:
a) The colour red is associated with danger and stop messages in general.
And
b) Authorised users understand that signal arms, discs and position lights presented
horizontally convey restrictive information.
White buffer-stop lights do not support concept compatibility with danger and stop
messages and should only be considered for use when:
a) The signal sighting assessment concludes that red buffer-stop lights would adversely
affect signal readability for train movements on other lines.
And
b) The buffer-stop lights are positioned at the retro-reflective buffer beam.
G A.1.5 Further design guidance

Further rationale and guidance about the application of stop aspects are given in
GK/GN0670.
Further rationale and guidance about retro-reflective buffer beams and buffer-stop light
combinations, including circumstances where the buffer-stop lights are positioned on the
approach to the buffer stop are given in GE/GN8601.
G A.2 Limit of MA on the signalled route

Table A.2 Shunting conditional stop aspects
MA information Independent position Non-preferred
Limit of MA for train light signal Shunting
movements towards a generating the PLS conditional stop
signalled line yellow ON display aspect
Table A.2 Shunting conditional stop aspects
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Requirements
Rationale: A yellow aspect is used because the limit of MA only applies to train
movements towards a signalled line. The limit of MA does not apply to shunting
movements towards an un-signalled line.

The shunting conditional stop aspect supports correct interpretation because it always
conveys the same MA information; however, the un-signalled MA is dependent on the
authorised user correctly identifying the position of the facing points beyond the signal.

Signal lights presented horizontally are associated with restrictive aspects.
Shunting conditional stop aspects do not support concept compatibility because the
colour yellow is not usually associated with stop and danger messages. This places a
greater reliance on the authorised user to correctly interpret the information being
conveyed.
The colour red is not used because authorised persons would not be able to distinguish
between this aspect and other stop aspects that indicate a definitive limit of MA.

Further rationale and guidance about the application of conditional stop aspects are given
in GK/GN0670.
G A.3 Shunting MA
Table A.3 Shunt aspects
Independent
position light
signal generating
the PLS steady
OFF display
Semaphore
MA information: shunting disc
Shunting MA. aligned at 45o
The line ahead might be (+20o, -10o) above
occupied. or below Shunt aspect
horizontal and a (upper quadrant is shown)
green signal light
Routing information:
(#1) Semaphore
miniature stop
arm aligned at 45o
(+20o, -10o) above
or below
horizontal and a (upper quadrant is shown)
green signal light
#1 Section 2.2 sets out further requirements for conveying routing information using multiple
semaphore signal arms and discs
Rationale: The three options cover the complete range of products used within new and
modified lineside signalling systems.
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Requirements
aspect appearance to the extent that the shunting MA would be difficult to interpret.

Shunt aspects support concept compatibility because:
a) Authorised users understand that signal arms, discs and position lights presented in
the upper quadrant or lower quadrant position are used to convey proceed-MA
information.
And
b) The colour green has concept compatibility with proceed messages in general.

Independent shunt aspects support correct interpretation because they always convey
the same information.

Further rationale and guidance about conveying routing information using semaphore
junction signal arm / disc combinations are given in G 2.2.
Further rationale and guidance about the application of shunting MAs are given in
GK/GN0670.

Table A3 Shunt aspects
A position light
signal generating
PLS steady OFF
display in
combination with
a colour light
signal head
MA information: generating the red
display
Shunting MA.
Shunt aspect
The line ahead might be
occupied.
A position light
signal generating
PLS steady OFF
display in
Stop
combination with
a stop board
Table A.3 Shunt aspects
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Requirements
Rationale: Two signal aspects are combined in order to convey two pieces of information
at the transition between two MAs, which may require the authorised user to apply
different operational rules, as follows:
a) The limit of the previous MA, indicated by the main stop aspect.
And
b) The start of a shunting MA, indicated by the subsidiary OFF aspect.
G A.3.6 Spatial relationship with the track layout

Subsidiary shunt aspects are not intended to convey directional information; however, the
relative position of the main and subsidiary parts of the signal aspect has the potential to
lead the authorised user into interpreting which route is set.
A route indication should be presented with the calling-on aspect if there is a need to
reinforce authorised users’ understanding of the route that is set.

Shunt aspects support correct interpretation because they always convey the same
information; however, the level of misinterpretation risk increases when a subsidiary
position light signal is used to convey shunting MA and calling-on MA information at the
same signal.

Further rationale and guidance about main and subsidiary signal configuration are given
in GE/GN8601.
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G A.4 Calling-on MA
Table A.4 Calling-on aspects
A position light
signal generating
PLS steady OFF
display in
combination with
a colour light
signal head
generating the red
display
A semaphore
MA information:
calling-on arm Calling-on
Calling-on MA. aligned at 45o aspect
The line ahead is occupied. (+20o, -10o) above
or below
horizontal and a
green signal light
positioned below
a semaphore
main stop arm
horizontally
aligned (+5o, -5o)
and a red signal (upper quadrant is shown)
light
Table A.4 Calling-on aspects

Rationale: The two options provide for colour light signalling systems and semaphore
signalling systems.
appearance to the extent that the MA would be difficult to interpret.
The red semaphore signal light should appear to be larger than the subsidiary signal
green light.

Rationale: Two signal aspects are combined in order to convey two pieces of information
at the transition between two separate MAs, which require the authorised user to apply
different operational rules:
a) The limit of the previous MA, indicated by the main stop aspect.
And
b) The start of a calling-on MA, indicated by the subsidiary OFF aspect.
Page 36 of 83 RSSB

Requirements
When no MA is available:
a) In colour light signalling areas, the signal should present only the main stop aspect.
And
b) In semaphore signalling areas, the main stop arm and the calling-on arm should both
be horizontally aligned (+5o, -5o).

Main and subsidiary aspect combinations are not intended to convey directional
information; however, the relative position of the main and subsidiary parts of the signal
aspect has the potential to lead the authorised user into misinterpreting which route is
set.
A route indication should be presented with the calling-on aspect if there is a need to
reinforce authorised users’ understanding of the route that is set.

Calling-on aspects support correct interpretation because they always convey the same
information; however, the level of misinterpretation risk increases when a subsidiary
position light signal is used to convey shunting MA and calling-on MA information at the
same signal.

Further rationale and guidance about main and subsidiary signal configuration are given
in GE/GN8601.
Further rationale and guidance about the application of calling-on MAs are given in
GK/GN0644.
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Requirements
G A.5 Proceed-on-Sight Authority (PoSA) MA
Table A.5 PoSA aspects
A position light
signal generating
PLS flashing OFF
display in
Subsidiary
combination with
PoSA aspect
MA information: a colour light
Proceed-on-sight authority signal head
(PoSA) MA generating the red (#1)
display
A position light
signal generating Independent
PLS flashing OFF PoSA aspect
display (#1)
#1 Flashing aspect parameters:
a) Flashing rate: 60 cycles per minute (+/-10).
b) Flashing pattern:
i) Lit for 50% - 66% of each flashing cycle.
ii) Flashing cycles shall be of equal length.
iii) Multiple display elements flash synchronously.
Table A.5 PoSA aspects

Rationale: The distinctive flashing appearance helps authorised users to distinguish a
PoSA MA. Authorised users need to see at least three consistent flashing cycles to
distinguish a flashing signal aspect from other signal displays.
Rationale #1: Approximately one flashing cycle per second means that an authorised
user has the opportunity to observe a minimum of seven flashing cycles when the train is
approaching a signal that meets the minimum reading time set out in GE/RT8101.

Rationale: Two signal aspects are combined because the PoSA aspect conveys
information at the transition between two different movement authorities that require
authorised users to apply different operational rules.

Main and subsidiary aspect combinations are not intended to convey directional
information; however, the relative position of the main and subsidiary parts of the signal
aspect has the potential to lead the authorised user into misinterpreting which route is
set.
The importance of consistent routing information is not significant because PoSA aspects
are associated with drive-on-sight operational rules.

The PoSA aspect supports correct interpretation because it always conveys the same MA
information.
Page 38 of 83 RSSB

Requirements
Authorised users understand that flashing position light OFF aspects are presented only
when the signalling system has failed.

Further rationale and guidance about subsidiary signal configuration are given in
GE/GN8601.
Further rationale and guidance about the application of PoSA aspects are given in
GE/GN8571 and GK/GN0670.
G A.6 Cautionary MA in 3-aspect track circuit block (TCB) signalling areas

Table A.6 Cautionary aspects in 3-aspect TCB signalling areas
A colour light
signal head
generating the
MA information: single yellow
Non-permissive MA. display
One signal section is clear. 3-aspect caution
Signalling braking distance
is available. A fixed distant
board
Table A.6 Cautionary aspects in 3-aspect TCB signalling areas

Rationale: The two options provide for worked signals, and signals that present fixed
cautionary aspects.

In 3-aspect TCB signalling areas, there is only one caution aspect, which supports correct
interpretation because it always conveys the same MA information.
The information conveyed by all cautionary aspects is intended to inform the driver’s
decision about when and where to apply the brakes in order to stop the train before it
reaches the end of its MA.

The 3-aspect caution supports concept compatibility because:
a) The colour yellow has concept compatibility with cautionary and warning messages
in general.
And
b) Authorised users understand that a distant signal arm presented in the horizontal
alignment is a cautionary aspect.

Further rationale and guidance about the application of cautionary aspects and non-
permissive MAs in 3-aspect TCB signalling areas are given in GK/GN0670 and
GE/GN8612.
RSSB Page 39 of 83

Requirements
G A.7 Cautionary MA in 4-aspect TCB signalling areas (preferred)
Table A.7 Preferred cautionary aspects in 4-aspect TCB signalling areas
MA information:
Non-permissive MA. A colour light
signal head
Two signal sections are generating the 4-aspect first caution
clear. double yellow
Signalling braking distance display
is available.
MA information:
signal head
One signal section is clear. 4-aspect single yellow
generating the
At least 33% signalling caution
single yellow
braking distance is display
available.
Table A.7 Preferred cautionary aspects in 4-aspect TCB signalling areas

Rationale: Two different displays differentiate between the different cautionary aspects in
4-aspect signalling areas.
Further guidance about the position of the single yellow aspect within the 4-aspect signal
head is given in GE/GN8601.

Rationale: These two signal aspects convey information about the signalling braking
distance on the approach to the limit of MA. Preferred cautionary aspects support correct
interpretation because they always convey the same information.
The information conveyed by these cautionary aspects is intended to inform the driver’s
decision about when and where to apply the brakes in order to stop the train before it
reaches the end of its MA.

The colour yellow has concept compatibility with cautionary and warning messages in
general.
Where preferred signal aspects are used, the number of yellow lights corresponds with
the number of clear signal sections ahead of the train.

Further rationale and guidance about the application of cautionary aspects and non-
permissive MAs in 4-aspect TCB signalling areas are given in GK/GN0670 and
GE/GN8612.
Page 40 of 83 RSSB

Requirements
G A.8 Cautionary MA in 4-aspect TCB signalling areas (non-preferred)
Table A.8 Non-preferred cautionary aspects in 4-aspect TCB signalling areas
MA information: (#1 or #2)
Non-permissive MA. Non-preferred
Three signal sections are
clear.
A colour light 4-aspect first caution
is available. signal head
generating the
MA information: (#1) double yellow
Non-permissive MA. display Non-preferred
Two signal sections are
clear. 4-aspect additional double
Less than signalling braking yellow caution
distance is available.
MA information: (#2)
Non-permissive MA. Non-preferred
clear.
4-aspect single yellow
At least 33% signalling A colour light caution
braking distance is signal head
available. generating the
MA information: (#2) single yellow
Non-permissive MA. display Non-preferred
One signal section is clear.
Less than 33% signalling 4-aspect closing-up single
braking distance is yellow caution
available.
#1 Part of YY – YY – Y – R cautionary aspect sequence
#2 Part of YY – Y – Y – R cautionary aspect sequence
Table A.8 Non-preferred cautionary aspects in 4-aspect TCB signalling areas

Non-preferred cautionary aspects have the same appearance as the preferred cautionary
aspects set out in section G A.7 but convey different information about the number of
signal sections clear and the availability of signalling braking distance.
Further guidance about the position of the single yellow aspect within the 4-aspect signal
head is given in GE/GN8601.

RSSB research report T998 investigates the potential benefits and risks associated with
introducing non-preferred consecutive cautionary 4-aspect signalling from both a train
driver and CCS design perspective.
The non-preferred cautionary aspects shown in GK/RT0058 Table A.8 introduce

inconsistency about the number of signal sections that are clear and the availability of
signalling braking distance (SBD). Compromising SBD and manipulating the signalling
sequence to compensate for this creates an error trap for drivers. It fundamentally alters
the meaning of cautionary aspects to drivers and erodes their ability to plan effectively.
RSSB Page 41 of 83

Requirements
The potential benefits of designed-in consecutive cautionary aspects are unlikely to be
achieved in practice because drivers respond by significantly reducing train speed.
Designed-in consecutive cautions should not be extended beyond the current

implementations. Existing signalling layouts that incorporate designed-in consecutive
cautionary aspect sequences are compatible with the train driving task where drivers
have experience of those routes and have developed train driving strategies to control
signal overrun risk.
Before introducing a change to existing non-preferred signal aspect sequences or the

operational context associated with these signal aspects, a driveability assessment
should be undertaken to establish the likelihood of driver error arising from ambiguity for
inclusion in the signal overrun risk assessment..

In this case, the number of yellow lights does not always correspond with the number of
clear signal sections ahead of the train.

A comprehensive review of an existing signalling layout that incorporates designed-in
consecutive cautionary aspect sequences is published in RSSB research report T998.
Further requirements for signal overrun risk are set out in RIS-0386-CCS.
G A.9 Unrestricted MA in TCB signalling areas

Table A.9 TCB unrestricted proceed-aspects
A colour light
signal head
generating the
MA information:
green display
Non-permissive MA.
Line clear.
Semaphore main TCB unrestricted
stop arm aligned proceed-aspect
Routing information: at 45o (+20o, -10o)
(#1) above or below
horizontal and a
green signal light
(upper quadrant is shown)
#1 Section 2.2 sets out further requirements for semaphore junction signal OFF aspects
Table A.9 TCB unrestricted proceed-aspects

Rationale: The two different options provide for colour light signalling systems and
semaphore signalling systems.
Rationale: The permitted semaphore signal arm / disc alignment tolerance

accommodates movement resulting from wear, heat expansion and mechanical
adjustment without affecting the appearance to the extent that the MA would be difficult to
interpret.
Page 42 of 83 RSSB

Requirements
The TCB unrestricted proceed-aspect supports correct interpretation because it always
conveys the same MA information. Further rationale and guidance about conveying
routing information using semaphore junction signal arm / disc combinations are given in
G 2.2.

TCB unrestricted proceed-aspects support concept compatibility because:
a) The colour green has concept compatibility with proceed messages in general.
And
b) Authorised users understand that a semaphore stop signal arm presented in the
upper quadrant or lower quadrant position is used to convey proceed information.

Further rationale and guidance about the application of unrestricted MAs in TCB
signalling areas are given in GK/GN0670.
G A.10 MA information conveyed by distant signal ON and OFF aspects

Table A.10 Distant signal aspects
A colour light
signal head
generating the
double yellow
display
A colour light
signal head 0
MA information: generating the
single yellow
End of MA at the display
associated home signal or Distant ON aspect
non-block stop signal. Semaphore (#2)
distant arm
Signalling braking distance horizontally
is available (#1). aligned (+5o, -5o)
and a yellow
signal light
A fixed distant
board
#1 Except for repeat distant ON aspects

#2 Includes intermediate block distant ON aspect

Rationale: The three different product types provide for colour light signalling systems,
semaphore signalling systems and signalling systems based on lineside signs.
RSSB Page 43 of 83

Requirements
A semaphore distant ON aspect may be either presented on its own or as part of a main
stop and distant signal aspect combination. Further rationale and guidance about
semaphore stop and distant signal aspect combinations are given in G 2.2.

The distant ON aspect supports correct interpretation because it always conveys the
same MA information. It is intended to inform the driver’s decision about when and where
to apply the brakes in order to stop the train before it reaches the end of its MA.

The distant ON aspect supports concept compatibility because:
a) The colour yellow has concept compatibility with cautionary and warning messages
in general.
And
b) Authorised users understand that a distant signal arm presented in the horizontal
alignment is a cautionary aspect.

A colour light
signal head
generating the
MA information: green display
All associated stop signals
are OFF.
Next block or token section Distant OFF aspect
Semaphore (#3)
is clear, or the next signal is
distant arm
a non-block stop signal
aligned at 45o
displaying a proceed
(+20o, -10o) above
aspect.
or below
horizontal and a
green signal light (upper quadrant is shown)
#3 Includes intermediate block distant OFF aspect

Rationale: The two different product types provide for colour light signalling systems and

A semaphore distant OFF aspect may be either presented on its own or as part of a main
stop and distant signal aspect combination. Further rationale and guidance about
semaphore stop and distant signal aspect combinations are given in G 2.2.
Page 44 of 83 RSSB

Requirements
The distant OFF aspect supports correct interpretation because it always conveys the
same MA information. It is intended to help the driver understand that the MA includes
the next block or token section.

Distant OFF aspects support concept compatibility because:
a) The colour green has a concept compatibility with proceed messages in general.
And
b) Authorised users understand that a semaphore signal arm presented in the upper
quadrant or lower quadrant position is used to convey proceed information.
Further rationale and guidance on the application of MAs in non-TCB signalling areas,
and the requirements for repeat distant signal aspects are given in GK/GN0655.
G A.11 MA information conveyed by home signal aspects and non-block
stop signal aspects
Table A.11 Home signal and non-block stop signal OFF aspects
MA information: Semaphore home

Semaphore main signal OFF aspect
Non-permissive MA. stop arm aligned
One signal section is clear. at 45o (+20o, -10o)
above or below
horizontal and a Non-block
Routing information: semaphore stop
green signal light
(#1) signal OFF aspect
Colour light home
A colour light signal yellow-OFF
MA information: signal head aspect
Non-permissive MA. generating the
One signal section is clear. single yellow Colour light non-
display block yellow-OFF
aspect
Colour light home
MA information: A colour light signal green-OFF
Non-permissive MA. signal head aspect
All associated stop signals generating the Colour light non-
are OFF. green display block green-OFF
aspect
Table A.11 Home signal and non-block stop signal OFF aspects

RSSB Page 45 of 83

Requirements
interpret.

A semaphore home signal OFF aspect supports correct interpretation because it always
conveys the same MA information; however, authorised users’ understanding of the MA
is also influenced by the aspect presented by the associated distant signal. Approach
release requirements may apply to home signals when the distant ON aspect is
presented.
A colour light home signal yellow-OFF aspect conveys the same information as a
semaphore home signal OFF aspect and is subject to the same approach release
conditions as a semaphore home signal.
A colour light home signal green-OFF aspect provides the operational advantage of
repeating the associated distant signal OFF aspect at the home signal. Approach release
requirements may apply to home signals if at the time the train passed the distant signal,
the distant ON aspect was presented.

Home signal and non-block stop signal OFF aspects support concept compatibility
because:
b) The colour yellow has concept compatibility with cautionary and warning messages
in general.
c) Authorised users understand that a semaphore stop signal arm presented in the

Further rationale and guidance about the approach release requirements applicable to
home signals when the distant ON aspect is presented are given in GK/GN0655.
G A.12 MA information conveyed by section signal aspects and intermediate

block home signal aspects
Table A.12 Section signal and intermediate block home signal OFF aspects
Section signal
Non-permissive MA. Semaphore main
OFF aspect
Block, token or one-train stop arm aligned
staff section is clear. at 45o (+20o, -10o)
above or below
horizontal and a
Routing information: Intermediate
green signal light
block home signal
(#2) OFF aspect
Page 46 of 83 RSSB

Requirements
Colour light
Block, token or one-train signal head
section signal
staff section is clear as far generating the
yellow-OFF
as the home signal. single yellow
aspect (#3)
Signalling braking distance display
is available.
Colour light home
MA information: (#1) A colour light signal green-OFF
Non-permissive MA. signal head aspect
Block, token or one-train generating the Intermediate
staff section is clear. green display block home signal
OFF aspect
#1 Electric token block systems and one-train staff systems additionally require the transfer of a
token or staff as part of the MA
#3 Also acts as a distant ON aspect
Table A.12 Section signal and intermediate block home signal OFF aspects


interpret.

A semaphore section signal OFF aspect supports correct interpretation because it always
conveys the same MA information in terms of a clear block, token or one-train staff
section.
A colour light section signal yellow-OFF aspect supports correct interpretation because it
conveys the same information as a semaphore main stop and distant signal that is
displaying a main proceed-aspect and a distant ON aspect. Further guidance about
semaphore stop and distant signal aspect combinations is given in G 2.2.
A colour light section signal green-OFF aspect supports correct interpretation because it
conveys the same information as a semaphore main stop and distant signal that is
displaying a main proceed-aspect and a distant OFF aspect. This aspect should only be
presented if the next stop aspect is preceded by a cautionary aspect at the required
signalling braking distance.

Section signal and intermediate block home signal OFF aspects support concept
compatibility because:
b) The colour yellow has concept compatibility with cautionary and warning messages
in general.
RSSB Page 47 of 83

Requirements
c) Authorised users understand that a semaphore stop signal arm presented in the

Further rationale and guidance about the application of section signals, intermediate
block home signals and the requirements for token and one-train staff systems are given
in GK/GN0655.
G A.13 Signal aspects that convey MA and routing information

Table A.13 Junction approach flashing cautionary aspects
MA information:
Non-permissive MA as far A colour light
as the first signal beyond signal head 4-aspect outer
the junction. generating the junction approach
SBD is available to the flashing double flashing caution
junction signal. yellow display
(#1)
Routing information: A colour light
The next junction signal is signal head 3-aspect junction
displaying a cautionary generating the approach flashing
aspect for a diverging flashing single caution
route. yellow display (#1)
MA information:
Non-permissive MA as far
as the first signal beyond
the junction.
SBD is available.
A colour light
At least 33% SBD is
signal head 4-aspect inner
available to the junction
generating the junction approach
signal.
flashing single flashing caution
yellow display
Routing information: (#1)
The next junction signal is
displaying a cautionary
aspect for a diverging
route.
#1 Flashing aspect parameters:
iii) The flashing double yellow aspect shall flash in synchronism.
Table A.13 Junction approach flashing cautionary aspects
Page 48 of 83 RSSB

Requirements
Rationale: A distinctive flashing aspect appearance is used to convey information about
the MA and the route set at the next diverging junction to support the actions necessary
to either:
a) Comply with the MA and the permissible speed on the diverging route.
Or
b) Stop the train if the route set at the junction is incompatible with the train being
operated.
Rationale: The driver needs to be able to associate the two flashing yellow elements as
one signal aspect.
Rationale: Approximately one flashing cycle per second means that an authorised user
has the opportunity to observe a minimum of seven flashing cycles when the train is
approaching a signal that meets the minimum reading time set out in GE/RT8101.
Rationale: Authorised users need to see at least three consistent flashing cycles to
Specification BR991 includes requirements for flasher unit flashing frequency and
flashing pattern which are compliant with the requirements set out in GK/RT0058. Issues
of integration with existing signal lamp proving controls should be considered before
using a flasher unit with a different flashing parameter specification.

Flashing cautionary aspects should always convey the same MA and routing information;
however, they increase the workload associated with the interpretation task. A greater
reliance on driver experience and route knowledge arises because:
a) The signal aspects are used to convey MA and routing information.
b) Approach controlled aspect sequences do not always convey true MA information.
c) They do not give a positive indication of the direction or the destination of the
diverging route.
Signalling layouts should be designed to convey MA and advance routing information

using separate displays, where possible. Other methods for conveying MA and advance
routing information include either:
a) A preliminary route indication presented on the approach to the junction signal.
Or
b) A junction splitting distant signal aspect.
Approach controlled aspect sequences are known to be associated with an increased

level of signal overrun risk, which arises due to driver expectation of a less restrictive MA
on the route that is expected.

Junction approach flashing cautionary aspects support concept compatibility with the
requirement to reduce the speed of the train because the colour yellow has concept
compatibility with cautionary and warning messages in general.
Authorised users understand that flashing yellow displays convey information about a
diverging route at the next junction.
RSSB Page 49 of 83

Requirements
Further rationale and guidance about where it is appropriate to present junction approach
flashing aspects are given in GK/GN0670 and GE/GN8612.
Further rationale and guidance on displaying permissible speed information associated

with junction approach aspect sequences are given in GK/GN0675.
Page 50 of 83 RSSB

Requirements

Table A.14 Junction approach splitting cautionary and unrestricted proceed-
aspects
MA information: Splitting distant

straight ahead
Non-permissive MA.
caution – right-
Two signal sections are hand junction
clear.
is available.
Splitting distant
straight ahead
Routing information: caution – left-
Principal set. hand junction
MA information:
Non-permissive MA.
clear.
Splitting distant
left-hand junction
is available.
caution
Routing information: Two colour light

Left-hand diverging route signal heads
set. combined as a
junction splitting
MA information:
distant signal
Non-permissive MA.
clear.
Splitting distant
right-hand
is available.
junction caution
Right-hand diverging route
set.
Splitting distant
straight ahead
MA information: unrestricted
Non-permissive MA. proceed-aspect –
right-hand
Line clear. junction
Splitting distant
Routing information: straight ahead
Principal set. unrestricted
proceed-aspect –
left-hand junction
RSSB Page 51 of 83

Requirements

Table A.14 Junction approach splitting cautionary and unrestricted proceed-
aspects
MA information:
Non-permissive MA.
Line clear. Splitting distant
left-hand junction
unrestricted
Routing information: proceed-aspect
Left-hand diverging route
set.
MA information:
Non-permissive MA. Splitting distant
Line clear. right-hand
junction
Routing information: unrestricted
proceed-aspect
Right-hand diverging route
set.
Table A.14 Junction approach splitting cautionary and unrestricted proceed-aspects

Junction approach splitting cautionary and unrestricted proceed-aspects should only be
presented when the junction signal is displaying a proceed-aspect. When the junction
signal is displaying a main stop aspect, the relevant cautionary aspect should be
presented.
The examples shown in GK/RT0058 Table A.14 are for illustrative purposes only and
assume a signal head comprising multiple, separate apertures. If different signal aspects
are generated by common display elements / apertures, splitting distant aspects
incorporating a green aspect would have a slightly different appearance. Further
rationale and guidance about the vertical displacement requirements for splitting distant
signal aspects are given in GE/GN8601.
Further rationale and guidance about the individual colour light signal displays that make
up splitting distant aspects are given in G A.6, G A.7, G A.8, G A.9 and G A.10.

Rationale: Splitting distant signal aspects are made up of two colour light signal displays
positioned side-by-side and vertically offset, each of which conveys direction specific MA
information. Authorised users understand that the less restrictive of the two displays is
relevant to the route that is set.
G A.13.7 Spatial compatibility with the track layout

The appearance requirements set out in GK/RT0058 Table A.14 apply the following
spatial compatibility principles:
a) The relative horizontal position of each signal aspect mimics the junction layout (for
example, the left-hand signal aspect always applies to the left-hand route).
And
b) The relative vertical position of each signal aspect corresponds to the relative
permissible speed of each route where a higher position indicates a higher speed
Page 52 of 83 RSSB

Requirements
(for example, the signal aspect applicable to the principal route should be higher
than the displays applicable to lower speed, diverging routes).
Further guidance about spatial compatibility with the junction layout is given in G 2.5.

Each splitting distant aspect combination supports correct interpretation because it
always conveys the same MA and routing information.
Unlike junction approach flashing aspects, these aspects convey true MA and routing
information, are not associated with approach control requirements and are therefore not
subject to SPAD risk that arises from driver anticipation of a less restrictive aspect.
Further rationale and guidance about the MA information conveyed by the individual
colour light signal displays that make up splitting distant aspects are given in G A.6,
G A.7, G A.8, G A.9 and G A.10.
Spatial compatibility with the track layout is used to convey the routing information (see
G A.13.7).

Further rationale and guidance about splitting distant signal configuration, including the
relative position of adjacent displays, are given in GE/GN8601.
Further rationale and guidance about the application of splitting distant aspects are given
in GK/GN0670, including the aspects presented when the junction signal is displaying a
main stop aspect.
G A.14 Indications that repeat MA information

G A.14.1 Banner repeater indications
The information conveyed by banner repeater indications is intended to inform drivers
that an MA is available before the train reaches the sighting point of the repeated signal.
Further rationale and guidance about banner repeater indicator parameters are given in
GK/GN0657.
Further rationale and guidance about the application of banner repeater indications are

Table A.15 Banner repeater indications
Banner repeater head

The repeated signal is displaying a horizontal Banner-ON
displaying a main stop banner arm against a indication
aspect white background
G A.14.2 Indication appearance

Rationale: The distinctive indication appearance helps authorised users to interpret the
limit of MA before the repeated main stop aspect is readable.

The banner-ON indication supports correct interpretation because it always conveys the
same information.
RSSB Page 53 of 83

Requirements
The banner-ON indication supports concept compatibility because authorised users
understand that horizontal signalling displays are used to convey restrictive information.

The repeated signal is
displaying a proceed-
aspect Banner repeater head
(#1) displaying an upper
Banner white-
quadrant banner arm
The repeated signal is OFF indication
against a white
displaying a cautionary background
aspect
(#2)

availability of an MA before the repeated proceed-aspect is readable.

In semaphore signalling areas, the banner-OFF indication mimics the semaphore signal
OFF aspect and therefore supports correct interpretation because it always conveys the
same information.
Where the repeated signal is capable of displaying more than one type of proceed-
aspect, the banner white-OFF indication only allows the authorised user to interpret that
the train has an MA beyond the next signal. It does not support correct interpretation of
the extent of the MA beyond the next signal because:
a) It does not distinguish between cautionary aspects in 4-aspect signalling areas.
And
b) If a 2-state banner repeater indicator is provided, it does not distinguish between a

cautionary aspect and an unrestricted (green) aspect.

Banner white-OFF indications support concept compatibility because authorised users
understand that upper quadrant signalling displays are used to convey proceed
information.

Banner repeater head

The repeated colour light
displaying an upper
signal is displaying a green Banner green-
quadrant banner arm
aspect OFF indication
against a green
(#2) background
Page 54 of 83 RSSB

Requirements
Rationale: The distinctive indication appearance helps authorised users to interpret an
unrestricted MA before the repeated green aspect is readable.

The banner green-OFF indication mimics the colour light signal green aspect and
therefore supports correct interpretation because it always conveys the same information.

Banner green-OFF indications support concept compatibility because authorised users
understand that green and upper quadrant signalling displays are used to convey
proceed information.

#1 2-state banner repeater indicators only
#2 3-state banner repeater indicators only
G A.14.11 2-state and 3-state banner repeater indicators

2-state banner repeater indicators present the banner-ON indication or the white banner-
OFF indication. The information conveyed is differentiated by the alignment of the black
banner arm, which is contrasted against a continuously illuminated white background.
LED technology has enabled the introduction of the 3-state banner repeater indicator,
which also displays the green banner-OFF indication. The information conveyed by the
two banner-OFF indications is differentiated by the colour of the illuminated background.
In colour light signalling areas, 3-state banner repeater indicators are preferred because:
a) In 3-aspect signalling areas the banner repeater aspect is a true repeat of the main
aspect presented by the repeated signal.
And
b) In 4-aspect signalling areas, the white-OFF aspect presented by a 3-state banner

repeater indicator helps the driver to understand that the repeated signal is
displaying a cautionary aspect. It does not indicate which cautionary aspect the
signal is displaying.
In semaphore signalling areas, 2-state banner repeaters repeat the ON and OFF
positions of main stop arms.
2-state and 3-state banner repeaters should not be intermixed within a signalling layout
because the white-OFF aspect conveys different information, which could mislead drivers
into anticipating an unrestricted main proceed (green) aspect when a cautionary aspect is
presented at the repeated signal.
G A.15 Indications that repeat MA and routing information

G A.15.1 Splitting banner repeater indicators
Splitting banner repeater indicators use spatial compatibility with the track layout to
convey routing and permissible speed information.
RSSB Page 55 of 83

Requirements
Two arrangements of splitting banner repeater indicators are available, as follows:
a) An equal height splitting banner repeater.
And
b) A stepped splitting banner repeater.
The equal height splitting banner repeater indicator uses the relative horizontal position of
the banner-OFF indication and banner-ON indication to indicate the left- or right-hand
direction of the route set at the junction.
The stepped banner repeater indicator also uses the relative vertical position of the
banner-OFF indication and banner-ON indication to indicate whether the higher speed or
lower speed route is set at the junction.
Further guidance about spatial compatibility with the track layout is given in G 2.5.
Further rationale and guidance about the readability assessment requirements applicable
to 3-state splitting banner repeater indicators are given in GE/GN8601.

Table A.16 Splitting banner repeater indications
Equal height
Equal height splitting
splitting banner-
banner
ON indication

displaying a main stop
aspect.
Two banner ON- Equal height
indications presented splitting banner-
side by side ON indication

limit of MA before the repeated junction signal main stop aspect is readable.
Rationale: Both banner repeater indicator heads remain illuminated at all times to help
authorised users identify that it is a splitting banner repeater indicator on the approach to
a diverging junction.
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The splitting banner-ON indication supports correct interpretation because it always
conveys the same information.

Banner-ON indications support concept compatibility because authorised users
understand that horizontal signalling displays are used to convey restrictive information.

aspect.
(#1) A banner white-OFF Splitting white
The left-hand route is set. indication positioned to banner-OFF
The repeated signal is the left-hand side of a indication (equal
displaying a cautionary banner-ON indication height left hand)
aspect.
(#2)
The left-hand route is set.
signal is displaying a green A banner green-OFF Splitting green
aspect. indication positioned to banner-OFF
the left-hand side of a indication (equal
(#2) banner-ON indication height left hand)
The left-hand route is set.
aspect.
(#1) A banner white-OFF Splitting white
The right-hand route is set. indication positioned to banner-OFF
The repeated signal is the right-hand side of a indication (equal
displaying a cautionary banner-ON indication height right hand)
aspect.
(#2)
The right-hand route is set.
aspect. indication positioned to banner-OFF
the right-hand side of a indication (equal
(#2) banner-ON indication height right hand)
The right-hand route is set.

Further rationale and guidance about the individual indications that make up splitting
banner repeater indications are given in G A.14.
G A.15.6 Indication combination

Rationale: Equal height splitting banner repeater indications are made up of two banner
repeater indications positioned side-by-side, each of which conveys direction specific MA
information. Authorised users understand that the less restrictive of the two displays is
relevant to the route that is set.
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Requirements
The relative horizontal position of each indication mimics the junction layout (for example,
the left-hand indication always applies to the left-hand route).

Each splitting banner-OFF combination supports correct interpretation because it always
conveys the same MA and routing information.

Further rationale and guidance about equal height splitting banner repeater indicator
configuration are given in GE/GN8601.
Further rationale and guidance about the application of splitting banner repeater
indications are given in GK/GN0670 and GE/GN8612.

aspect.
(#1)
Splitting white
The higher speed left-hand A banner white-OFF
banner-OFF
route is set. indication positioned
indication
higher than and to the
The repeated signal is (stepped left
left-hand side of a
displaying a cautionary hand, higher
banner-ON indication
aspect. speed route)
(#2)
The higher speed left-hand
route is set.
The repeated colour light Splitting green
signal is displaying a green A banner green-OFF
banner-OFF
aspect. indication positioned
indication
(#2) (stepped left
left-hand side of a
The higher speed left-hand hand, higher
route is set. speed route)

aspect.
(#1) Splitting white
A banner white-OFF
The higher speed right- banner-OFF
indication positioned
hand route is set. indication
The repeated signal is (stepped right
right-hand side of a
displaying a cautionary hand, higher
aspect. speed route)
(#2)
The higher speed right-
hand route is set.
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Requirements
The repeated colour light Splitting green
signal is displaying a green A banner green-OFF
banner-OFF
aspect. indication positioned
indication
(#2) (stepped right
right-hand side of a
The higher speed right- hand, higher
hand route is set. speed route)

Rationale: The distinctive indication appearance helps authorised users to interpret that
the MA applies to the higher speed route.

aspect.
(#1)
A banner white-OFF Splitting white
The lower speed left-hand
indication positioned banner-OFF
route is set.
lower than and to the indication
The repeated signal is left-hand side of a (stepped left-hand
displaying a cautionary banner-ON indication route)
aspect.
(#2)
The lower speed left-hand
route is set.
aspect. indication positioned banner-OFF
(#2) left-hand side of a (stepped left-hand
The lower speed left-hand banner-ON indication route)
route is set.
aspect.
(#1)
A banner white-OFF Splitting white
The lower speed right-hand
indication positioned banner-OFF
route is set.
The repeated signal is right-hand side of a (stepped right-
displaying a cautionary banner-ON indication hand route)
aspect.
(#2)
The lower speed right-hand
route is set.
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Requirements

aspect. indication positioned banner-OFF
(#2) right-hand side of a (stepped right-
The lower speed right-hand banner-ON indication hand route)
route is set.
#1 2-state splitting banner repeater indicators only
#2 3-state splitting banner repeater indicators only

Rationale: The distinctive indication appearance helps authorised users to interpret that
the MA applies to the lower speed route.
A green banner OFF indication should only be used to repeat the green aspect for a
lower speed diverging route if the signal sighting committee confirms that the driver is
able to distinguish the white banner ON indication applicable to the principal route when
the train reaches the sighting point.

The stepped indication appearance requirements set out in GK/RT0058 Table A.16 apply
the following spatial compatibility principles:
a) The relative horizontal position of each indication mimics the junction layout (for
example, the left-hand indication always applies to the left-hand route).
And
b) The relative vertical position of each indication corresponds to the relative

permissible speed of each route where a higher position indicates a higher speed
(for example, the indication applicable to the higher speed route should be higher
than the displays applicable to lower speed routes).

Each stepped splitting banner-OFF combination supports correct interpretation because it
always conveys the same MA and routing information.
Spatial compatibility with the track layout is used to convey the routing information.

Further guidance about 2-state and 3-state banner repeater indicators is given in
G A.14.11.
Further rationale and guidance about stepped splitting banner repeater indicator
Further rationale and guidance about the application of splitting banner repeater
indications are given in GK/GN0670 and GE/GN8612.
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Requirements
Appendix B Information Conveyed by Route Indicators
G B.1 Directional information
Table B.1 Junction indications
No junction indication is presented
The principal route is set
X Position 1 junction
The 1st left-hand diverging indication
route is set
‘X’ denotes the PIVOT end
Position 2 junction
The 2nd left-hand diverging indication
route is set XX
X
XX
Position 3 junction
The 3rd left-hand diverging indication
route is set
An illuminated
white bar of light
Position 4 junction
The 1st right-hand diverging indication
route is set
X
Position 5 junction
The 2nd right-hand diverging indication
route is set XX
XX
X
Position 6 junction
The 3rd right-hand diverging indication
route is set
Table B.1 Junction indications
G B.1.1 Indication appearance

Rationale: Authorised users obtain directional information using the signal aspect and
junction indication combination appearance.
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Requirements
Junction indications have the appearance of a bar of white light pointing from the signal
aspect towards the general direction of the divergence that the train will take at the
junction, relative to other possible routes.
The six junction indications are sufficient for up to three left-hand diverging routes and
three right-hand diverging routes.
The junction signal should only present the proceed-aspect when the relevant junction
indication is properly presented. If the junction indication is not properly presented, the
authorised user could misinterpret which route is set and the train could approach the
junction at an excessive speed.
If the junction indication is generated by a position light junction indicator, at least three
lights should be detected to be lit in order to present a proceed-aspect for the diverging
route. Authorised users need to observe a minimum of three lights in order to perceive a
bar of white light.
G B.1.2 Signal aspect and indication combination

Further rationale and guidance about junction signal aspect and route indication
combinations are given in G 2.3.
G B.1.3 Spatial relationship with the track layout

Rationale: Junction indications are designed to mimic the direction of the diverging route
relative to all of the other routes at the junction. Using a junction indication that does not
mimic the track layout would make it difficult for authorised users to correctly interpret
which route is set.
Figure G B.1 shows the relationship between each junction indication and the direction of
the routes at a diverging junction for alternative track layouts.
Position
Position 3
2 Left hand
3 1 Position 2
diverging
routes
Position 1
6 5 4
No route indication
Principal route
Position 4
Position 5 Right hand

diverging
routes
Position 6
Figure G B.1 Junction indication association with track layout
Diametrically opposing junction indication positions on the same junction signal (that is to
say, positions 1 and 6, 2 and 5 or 3 and 4) are non-preferred because they have a similar
angle and more reliance is placed on the relative positions of the junction indication and
the signal aspect to interpret which route is set.
The selected junction indication should mimic the direction of the divergence at the facing
points rather than the geographical destination of the route.
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Requirements
Figure G B.2 shows a junction where the left-hand and right-hand divergences both lead
to a branch line that has a right-hand geographical direction. In this case, position 1 is
presented when the route is set via the flyover, and position 4 is presented when the
route is set to the right via the crossover.
1 Position 1
AB101
4 Down main
Up main
Position 4
Branch line
Figure G B.2 Example of a position 1 or position 4 junction indication on the approach to

a right-hand flying junction
G B.1.4 Consistency of conveyed information

Junction indications convey information about the direction of the route that is set at the
diverging junction. Drivers use their route knowledge and experience to interpret which
route is set and then decide what action is required to control the movement of the train
on the approach to the junction.
G B.1.5 Concept compatibility

Rationale: A bar of white light pointing in the direction of the relevant divergence
supports concept compatibility with directional information.
G B.1.6 Further design guidance

Further rationale and guidance about signal aspect and junction indication configuration
are given in GE/GN8601.
Further guidance about the application of junction indications and junction signalling
layouts is given in GK/GN0670 and GE/GN8612.
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Table B.2 Preliminary junction indications
Routing information: Position 0

The principal route is set at preliminary junction
the next diverging junction indication
Position 1
The 1st left-hand diverging preliminary junction
route is set at the next indication
diverging junction
Position 2
The 2nd left-hand diverging preliminary junction
diverging junction
Position 3
The 3rd left-hand diverging An illuminated arrow
preliminary junction
route is set at the next indication (#1)
indication
diverging junction
Position 4
The 1st right-hand diverging preliminary junction
diverging junction
Position 5
The 2nd right-hand diverging preliminary junction
diverging junction
Position 6
The 3rd right-hand diverging preliminary junction
diverging junction
#1 No indication shall be presented when the junction signal is displaying a main stop aspect
Table B.2 Preliminary junction indications

Rationale: Authorised users obtain directional information using the arrow indication.
Preliminary junction indications have the appearance of a white arrow pointing towards
the general direction of the divergence that the train will take at the junction signal,
relative to other possible routes.
Unlike junction indications, which are shown in GK/RT0058 Table B.1, preliminary route
indications are presented independently of a signal aspect and therefore there is no
reference point to differentiate between left-hand and right-hand directions. Instead, the
direction of the route that is set is conveyed by the arrow head.
The seven preliminary junction indications are sufficient for the principal route and up to
three left-hand diverging routes and three right-hand diverging routes.
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Requirements
A preliminary junction indication implies that the junction signal is displaying a main
proceed-aspect and therefore the absence of an indication implies a main stop aspect.
G B.1.8 Spatial relationship with the track layout

Rationale: Preliminary junction indications are designed to mimic the direction of the set
route relative to all of the other routes at the junction.
Positions 1 to 6 repeat the directional information conveyed by the junction indication at

the next junction signal.
Position 0 provides a positive indication that the principal route is set.

Preliminary junction indications convey information about the direction of the route that is
set at the diverging junction. Drivers use their route knowledge and experience to
interpret which route is set and then decide what action is required to control the
movement of the train on the approach to the junction.
G B.1.10 Concept compatibility

Rationale: A white arrow pointing in the direction of the set route supports concept
compatibility with directional information.

Further guidance about the application of preliminary junction indications and junction
signalling layouts is given in GK/GN0670 and GE/GN8612.
G B.2 Route and destination information

Table B.3 Alphanumeric route indications
No route indication is presented
The principal route is set
Any horizontally
aligned combination
of one, two or three
upper case
alphanumeric
characters, as
follows:
Preferred:
0123456789
M Alphanumeric route
The route is set towards the indication
indicated destination ABCDEFGH SDG
KLMN P R (Examples only)
STU W YZ
Non-preferred:
IJOV
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Requirements
The route is set towards a
limit of shunt or along a bi- X (#1) Alphanumeric route
X indication
directional line in the
opposite direction to the
normal flow of traffic
#1 Where a signal has more than one contra-direction route, the relevant alphanumeric route
indication shall combine the letter X with one or two additional characters
Table B.3 Alphanumeric route indications

Rationale: Letter Q is not used because it has a similar appearance to numeral 0 and so
could be misread by an authorised user.
Rationale: Letters I, J, O and V are non-preferred because they could be misread as

numerals 1, 0 or a directional arrow.
Rationale: A maximum of three characters is specified because a greater number would

increase authorised user workload and make the indication more difficult to read.
Alphanumeric route indications have the appearance of one, two or three alphanumeric
characters positioned adjacent to the relevant signal aspect.
The signalling system should be designed so that the junction signal only displays the
proceed-aspect when the relevant alphanumeric route indication is detected to be
properly presented. If the route indication is not properly presented, the authorised user
could misinterpret which route is set and the train could approach the junction at an
excessive speed.
If the alphanumeric indication is generated using a matrix of individual light sources,

sufficient light sources should be detected to be alight, in order to present a proceed-
aspect for a diverging route. Combinations of light source failure have the potential to
change the indication to something else; for example, the figure 8 could appear as a 6 or
the letter E as an F. Replacing existing equipment with a product that reliably displays
complete alphanumeric characters should be considered.
G B.2.2 Signal aspect and indication combination

Further rationale and guidance about junction signal aspect and route indication
combinations are given in G 2.3.

Rationale: Consistent application of alphanumeric characters helps authorised users to
correctly interpret the information being conveyed. The letter X is reserved for moves in
the opposite direction to the normal flow of traffic because of the criticality of the limit of
MA along the opposite direction to normally signalled movements.
Alphanumeric route indications convey information about the route and destination
beyond each diverging junction. Drivers use their route knowledge and experience to
interpret which route is set and then decide what action is required to control the
movement of the train on the approach to the junction.
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Requirements
Table G B.1 sets out some preferred applications.
Alphanumeric Destination Remarks

indication
Numeral(s) or Platform or line identity None
Letter(s)
C Calling-on Clarifies which type of movement
authority is available
D Down May be supplemented by a line identity
U Up
B Branch / Bay May be supplemented by a direction or
F Fast route
G Goods
M Main
R Relief
S Slow or siding
Y Yard None
SDG Siding None
Table G B.1 Preferred alphanumeric route indications
Table G B.2 sets out alphanumeric indications that should not be used as route
indications because they are used to convey other types of signalling information.
Alphanumeric Reason
Indication
OFF Reserved for signal OFF indication
BU Reserved for level crossing indication
CD
Reserved for train dispatch indications
RA
TT Reserved for mechanical train-stop system self-test information
Table G B.2 Alphanumeric route indications that should not be used

Further rationale and guidance about signal aspect and alphanumeric route indication
Further guidance about the application of alphanumeric route indications and junction
signalling layouts is given in GK/GN0670 and GE/GN8612.
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Appendix C System Status Information Conveyed by Lineside
Indicators
G C.1 Locally monitored infrastructure not operated
Table C.1 Locally monitored infrastructure not operated
Infrastructure not
Locally monitored A flashing red
operated indication
infrastructure not operated light
(#2)
(#1)
#1 Flashing indication parameters:

i) Lit for nominal 20% of each flashing cycle.
ii) Each flashing cycle of equal length.
#2 Locally monitored infrastructure types include facing points and level crossings
Table C.1 Locally monitored infrastructure not operated indication
G C.1.1 Indication appearance

Rationale: The technology used to develop the driver's red light was derived from the
portable LED tail lamp. The consistent use of this flashing rate, which is different from
flashing signal aspects, helps authorised users to detect and identify these indications in
the operational context.
G C.1.2 Consistency of conveyed information

The distinctive flashing red appearance helps authorised users to:
a) Locate and identify locally monitored infrastructure ahead of the train.
And
b) Apply the relevant operational rules when locally monitored infrastructure has not
operated.
All flashing red indications support correct interpretation because they always convey the
same information.
G C.1.3 Concept compatibility

Flashing red indications support concept compatibility because:
a) The colour red has concept compatibility with danger and stop messages in general.
And
b) Authorised users understand that flashing red indications are associated with the
requirement to stop the train on the approach to an obstruction.
G C.1.4 Further design guidance

Further rationale and guidance about flashing rate and flashing pattern parameters are
given in GK/GN0657.
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Further rationale and guidance about displaying indications at locally monitored level
crossings are given in GK/GN0692.
Further rationale and guidance about the application of points indications are given in
G C.2 Locally monitored facing points status information

Table C.2 Facing points set indication
Locally monitored points are A steady yellow Facing points set

correctly set light indication
Table C.2 Facing points set indication

The similar appearance to a cautionary signal aspect is consistent with the limit of MA at
the stop signal beyond the facing points (usually a stop board).

The yellow facing points set indication helps authorised users to:
a) Locate and identify locally monitored facing points.
And
b) Understand that the points are correctly set for the train being operated.
The information conveyed by points set indications is intended to inform the driver’s
decision about when and where to apply the brakes in order to comply with the
permissible speed at the points (typically 25 km/h or less).

The colour yellow has concept compatibility with cautionary and warning messages in
general.

Further rationale and guidance about the application of points indications are given in
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G C.3 Locally monitored level crossing status information
Table C.3 Locally monitored level crossing indications
Locally monitored level A flashing white Level crossing

crossing operating correctly light operating indication
(#1)

a) Flashing rate: 60-90 cycles per minute.
Figure 13
Rationale: The distinctive flashing white appearance helps authorised users to:
a) Locate and identify the locally monitored level crossing ahead of the train.
And
b) Apply the operational rules for train operations at the level crossing.
Rationale: The flashing white indication was developed for locally monitored level
crossing applications so that a filament lamp could be controlled by the flasher unit used
to control the red road light signals, which are designed to be compliant with the relevant
level crossing regulations. The consistent use of this flashing rate helps authorised users
to detect and identify the driver’s level crossing white indication in the operational context.

Rationale: All flashing white indications support correct interpretation because they are
only provided at locally monitored level crossings, and always convey the same
information.

Authorised users understand that flashing white indications are associated with train
movements over locally monitored level crossings.

Further rationale and guidance about displaying level crossing indications at stop boards
are given in G 2.4.
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Requirements
Further rationale and guidance about flashing rate and flashing pattern parameters are
given in GK/GN0657.
Further rationale and guidance about the application of locally monitored level crossing
indications are given in GK/GN0692.

Alphanumeric BU ‘Barriers Up’

Barriers are fully raised
(#2)
#2 Absence of the indication implies that the level crossing has failed after passage of the train

Rationale: Authorised users understand that the alphanumeric indication ‘BU’ is the
abbreviation for ‘Barriers Up’.

Rationale: The ‘BU’ indication supports correct interpretation because it always conveys
The information helps authorised users to confirm that the barriers at a train-crew
operated level crossing have returned to the fully raised position after passage of the
train.

Further rationale and guidance about the application of BU indications are given in
GKGN0692.
G C.4 TPWS status information

Table C.4 TPWS indications
TPWS intervention is set

A steady blue light TPWS set indication
at the stop-board
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Requirements
TPWS is disarmed at the TPWS disarmed

A flashing blue light
stop-board indication
(#1)
TPWS has failed No indication presented

i) Lit for nominal 20% of each flashing cycle.
Table C.4 TPWS indications

Rationale: The distinctive blue indication helps authorised users to understand that train
movements beyond the stop board are protected by the TPWS.
Rationale: The technology used to develop the flashing blue TPWS indication was
derived from the portable LED tail lamp. The consistent use of this flashing rate, which is
different from flashing signal displays, helps authorised users to detect and identify these
indications in the operational context.
G C.4.2 Indication combination

TPWS indications help authorised users to apply the operational rules applicable to train
movements beyond the associated stop board and confirm whether or not the TPWS is
working correctly.

Rationale: TPWS steady and flashing indications support correct interpretation because
they always convey the same information and are only associated with TPWS at a stop
board.

Authorised users understand that blue indications are associated with train movements at
stop boards where TPWS is provided.

Further rationale and guidance about displaying TPWS indications at stop boards are
given in G 2.4.
Further rationale and guidance about the application of TPWS are given in GE/GN8675.
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Requirements
G C.5 Mechanical trip-cock system status information
Table C.5 Mechanical trip-cock test indications
Alphanumeric Trip-cock test

Trip-cock test underway
indication
TT indication
Trip-cock test OK TT extinguishes
Table C.5 Mechanical trip-cock test indications

Rationale: Authorised users understand that the alphanumeric indication ‘TT’ is the
abbreviation for ‘trip-cock test’.
Further requirements for displaying the ‘TT’ indication at a signal are set out in
GK/RT0058 Table 4.

Rationale: The ‘TT’ indication supports correct interpretation because it always conveys
Authorised users use the ‘TT’ indication to confirm that the vehicle mounted trip-cock is
operating within its permitted design tolerances and is therefore capable of interacting
with the trackside mechanical train-stop equipment to apply the train brakes.

Further rationale and guidance about the application of mechanical train-stop system
indications are given in GE/GN8618.
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Appendix D Operational Information Conveyed by Lineside
Indicators
G D.1 Train dispatch operation indications
Table D.1 Train dispatch indications
The associated stop signal is

displaying a proceed-aspect OFF Signal OFF
indication
The train has an MA (#1) (#2)
Alphanumeric CD Close doors

Close doors
(#3)
RA Right away
Right away
indication
(#3)
#1 In European Train Control System (ETCS) areas only, where the MA is not conveyed by a
signal aspect
G D.1.1 Indication appearance

Rationale: Authorised users understand that the term ‘OFF’ means that the train has an
MA, either conveyed by a signal aspect or using the ETCS.
Rationale: Authorised users understand that ‘CD’ and ‘RA’ are abbreviations for ‘close
doors’ and ‘right away’ respectively.
G D.1.2 Consistency of conveyed information

Rationale: These indications support correct interpretation because they always convey
G D.1.3 Further design guidance

Further rationale and guidance about the application of train dispatch systems are given
in GE/GN8560 and GE/GN8605.

#2 Presented either on its own or in combination with a signal identity or direction identity
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Requirements
G D.1.4 Indication combination
Where a signal OFF indication is presented on a platform that includes more than one
signal, or where trains may be dispatched in either direction, the OFF indication should
be supplemented with additional information to help authorised users correctly interpret
which signal it applies to, for example either:
a) UP OFF or DN OFF (Direction).
Or
b) AB103 OFF (Signal identity).
The additional information should be provided using either:
a) A small lineside operational sign positioned adjacent to the OFF indicator.
Or
b) Additional characters within the OFF indication.

#3 Where an indicator displays CD and RA, the CD indication shall be presented first and the RA
indication shall supersede the CD indication.

Rationale: Trains are not given a right away indication until the doors have been closed.
‘CD’ and ‘RA’ indications are usually controlled by platform staff using a control device
located on the station platform. The signalling system should be designed to prevent an
incorrect sequence of indications from being presented as a result of incorrect operation.
G D.2 Loading / unloading operational information

Table D.2 Loading / unloading indications
Three red lights

Stop immediately aligned Stop indication
horizontally
Three white
lights aligned at Position 1 shunting
Prepare to stop
45o left hand indication
raised
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Requirements
Three white
Position 0 shunting
Proceed forwards slowly lights aligned
indication
vertically
Three flashing
white lights
Position 4 shunting
Reverse slowly aligned at 45o
indication
right hand
raised
(#1)
iii) Multiple display elements flash synchronously.
Table D.2 Loading / unloading indications
G D.2.1 Indication appearance

Rationale: Four distinct indications are used to convey train movement information
between a local freight terminal operator (typically located at a local control point) and the
person controlling the train.
Rationale: Approximately one flashing cycle per second means that an authorised user
has the opportunity to observe a minimum of seven flashing cycles when the train is
approaching an indicator that meets the minimum reading time set out in GE/RT8101.
Rationale: Authorised users need to see at least three consistent flashing cycles to
The movement and direction information is distinguished by colour, alignment and

whether or not the indication is flashing.

Rationale: These indications support correct interpretation because they always convey
G D.2.3 Concept compatibility

Rationale: The stop indication supports concept compatibility because:
a) The colour red has concept compatibility with danger and stop messages in general.
And
b) Authorised users understand that signal arms, discs and position lights presented
horizontally convey restrictive information.
G D.2.4 Further design guidance

Further rationale and guidance about the application of loading / unloading indications are
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Requirements
Appendix E Guidance on Interpretability Compatibility
G E.1 The purpose of signal aspects and indications
G E.1.1 Lineside signal aspects and indications convey information that contributes to authorised
users’ understanding of the operational context applicable to the train being operated
and, therefore, their decisions and actions taken in order to comply with the applicable
rules and operating requirements.
G E.1.2 The types of information conveyed include:
a) Movement authority (MA).
b) Routing.
c) Locally monitored system status (for example ‘Points set’).
d) Operating information (for example ‘Close Doors’).
G E.1.3 Lineside signal aspects and indications are not used to convey any other information
types.
G E.1.4 Drivers interpret signal aspects and indications in order to understand:
a) Whether or not an MA is available.
b) The type of MA that is available.
c) The extent of the MA.
d) When approaching a diverging junction, which route is set (and, therefore, which
applicable permissible speed applies).
e) The status of any locally monitored signalling system applicable to the train being
operated.
f) Any relevant operating information.
G E.1.5 The requirements for displaying speed information at the lineside are set out in
GK/RT0075.
G E.1.6 The design requirements for lineside operational signs and the information they convey
are set out in GI/RT7033.
G E.2 Interpretability
G E.2.1 Technical compatibility for lineside signalling systems concerns compatibility with the train
driving procedures and the train driving task. This is described using the term
‘driveability’. Further guidance on driveability is given in GK/GN0670 and GE/GN8612.
G E.2.2 Compatibility for individual lineside signal aspects and indications is concerned with the
following, both of which are a precondition of achieving a lineside signalling system that is
driveable:
a) Be readable, which is the CCS system contribution to readability. The requirements

for lineside signal aspects and indications to be readable are set out in GK/RT0057
and GE/RT8101.
And
b) Be interpretable, which is the CCS system contribution to interpretability.
RSSB Page 77 of 83

Requirements
G E.2.3 GK/RT0058 sets out the requirements for lineside signal aspects and indications to be
interpretable, as far as they relate to the design of individual signal aspects and
indications. These requirements have been developed on the presumption that the
displays concerned are readable. Further guidance about the dynamic relationship
between signal aspects and indications interpretability and driveability is given in
G E.2.4 If an authorised user makes an error in interpreting the information being conveyed by the
signalling system, and the error is not corrected, this is a causal factor in the sequence of
events leading up to a train exceeding its MA or other operational incident.
G E.2.5 The specific contribution that each authorised user brings to interpretability is dependent
on the role being performed and the tasks being undertaken.
G E.2.6 Interpretability has a range: at one extreme signal aspects and indications are never
interpretable in any circumstance; at the other extreme they are always interpretable in all
circumstances. Interpretability cannot be assessed against a yes / no criteria.
G E.2.7 Interpretability is influenced by the operational context within which the information is
being conveyed. Table G E.1 sets out the factors that support and influence how
interpretable each signal aspect and indication will be when they are read in the
operational context.
G E.2.8 All proposals for deviation or a standards change to implement a non-compliant signal
aspect or indication should be supported by an assessment report that addresses all of
the factors set out in Table G E.1 and the effect of the deviation on driveability.
Design (D) /
Factor Applies to Guidance
Assessment (A)
Display appearance G 2.1
Display combination G 2.2

D
Display spatial
relationship with track G 2.3 and G 2.5
Signal aspect and
layout
indication design
G 2.1, G 2.4 and
Consistency of G 2.6
D and A
conveyed information
GE/GN8612
Concept compatibility D G 2.7
Frequency of
presentation
Signalling layout
Display presented by GE/GN8612
design
the previous signal /
indicator A
Signal aspect and
indication design GE/GN8612
Human factors
and signalling (#1)
layout design
#1 www.rssb.co.uk includes further information about human factors, including the
interpretability issues associated with non-preferred cautionary aspects, which are set
out in RSSB research report T998
Table G E.1 Operational context design factors supporting ‘be interpretable’
G E.2.9 The letter ‘D’ in the third column of Table G E.1 means that GK/RT0058 specifies a
design parameter that addresses that factor. These factors form the basis of the
rationale set out in Part 2.
Page 78 of 83 RSSB

Requirements
G E.2.10 The letter ‘A’ in the third column of Table G E.1 means that the effect of the factor on
interpretability should be assessed as part of the signalling layout driveability assessment
processes set out in GE/GN8612.
G E.2.11 In some cases, the combination of infrastructure layout, permissible speed profiles, and
variable traffic pattern and headway requirements means that some signal aspects and
indications are less interpretable than others. This variation places a greater reliance on
authorised user knowledge and experience to correctly interpret the information being
conveyed.
G E.2.12 Particular signal aspects and indications that are known to be associated with an
increased risk from misinterpretation include:
a) Non-preferred cautionary signal aspects in 4-aspect signalling areas, which convey

MA information that is different from the usual (preferred) application.
And
b) Flashing cautionary aspects, which convey MA and routing information, neither of

which provides complete information about the MA and route set beyond the
junction.
G E.2.13 Human factors relating to the characteristics and management of authorised users and
operational roles are relevant to the assessment because interpretability is only achieved
when the authorised user can interpret the displays and indications generated by the
lineside signalling system.
RSSB Page 79 of 83

Requirements
Definitions
Aspect
(See signal aspect).
Authorised user
A person authorised to carry out one or more operational roles defined in GE/RT8000.
Authorised user roles include driver, shunter, guard and platform staff.
Concept compatibility
The extent to which signal aspect or indication appearance faithfully represent (or
symbolise) the information being conveyed.
Display (noun)
The overall appearance of the image generated by a lineside signalling product or feature.
Diverging junction
A type of junction incorporating one or more facing point ends where one signalled line
splits into two or more separate signalled lines.
Diverging route
Any route at a diverging junction that is not designated as the principal route.
Human factors
The factors that support and influence the ability of authorised users to correctly interpret
lineside signalling system displays, which include:
a) State (fatigue, stress, distraction, workload etc).
b) Route knowledge.
c) Railway specific knowledge.
d) Expectation based on current situational awareness.
e) Expectation based on previous experience.
f) Human perception rules.
Interpret / interpreting (signalling system displays)

The action of understanding the information conveyed by the signal aspect or indication
after it has been read (for example, understanding that a red aspect means ‘end of MA’).
Interpretable (signalling system displays)

The extent to which the information conveyed by a signal aspect or indication can be
reliably interpreted, ranging from not interpretable to easily interpretable.
Interpretability
The ease and reliability with which signal aspects and indications can be interpreted by an
authorised user throughout the range of operational and ambient conditions applicable to
that feature, within the operational context and while performing typical required duties.
This ranges from never interpretable to always interpretable.
Indication
(See signal indication.)
Junction signal
A main stop signal that protects a diverging junction.
Page 80 of 83 RSSB

Requirements
Lineside operational sign
A sign, positioned at the lineside, that conveys information needed to support the train
driving task.
Lineside signalling system

A system that is used to convey information about the movement authorities, routes,
equipment status, operational information and permissible speeds in the form of lineside
signal aspects, route indications, signalling indications and lineside signs.
Locally monitored system / infrastructure

A signalling system or train protection system that uses a lineside signalling indication to
indicate its operational status to authorised users.
Movement authority (MA) information

Information conveyed by the lineside signalling system describing the permission for a
particular train to run to a specific location within the constraints of the signalling system.
Operational information
Operational information conveyed by the lineside signalling system describing an action to
be taken by an authorised user.
Principal route
The signalled line beyond a diverging junction that has the highest permissible speed of all
routes at the junction.
Route indication
A display of specified appearance that is used to conveying routing information to an
authorised user.
Route indicator
A permanent, fixed feature of the lineside signalling system that is capable of displaying a
route indication.
Routing information
Information conveyed by the lineside signalling system describing the route or destination
that is associated with an MA.
Sign
A device that displays a fixed image or text, in order to convey specific information to the
reader.
Signal
signal aspect.
Signal aspect / indication

A display of specified appearance that is used to convey a specific set of information to an
authorised user.
Signalling braking distance (SBD)

The distance between the first signal exhibiting a cautionary aspect and the signal at which
the train is required to stop.
Signalling indicator
signalling indication.
RSSB Page 81 of 83

Requirements
System status information
Information conveyed by the lineside signalling system concerning the operational status of
a system or infrastructure feature that is designed to be monitored by authorised users.
Un-signalled line
The part of the railway that is operated without the use of lineside signals or indicators.
Page 82 of 83 RSSB

Requirements
References
The Catalogue of Railway Group Standards gives the current issue number and status of
documents published by RSSB. This information is also available from
www.rgsonline.co.uk.
RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual
Documents referenced in the text

Railway Group Standards
GE/RT8000 Rule Book
GE/RT8037 Signal Positioning and Visibility
GE/RT8101 Signal Sighting Assessment Requirements [in preparation,
will replace GE/RT8037]
GE/RT8102 Signalling Layout Assessment Requirements [in
preparation, will replace some parts of GK/RT0045]
GI/RT7033 Lineside Operational Safety Signs
GK/RT0036 Transitions Between Signalling Systems
GK/RT0045 Lineside Signals, Indicators and Layout of Signals
GK/RT0057 Lineside Signal and Indicator Product Design and
Assessment Requirements
GK/RT0058 Lineside Signal Aspect and Indication Requirements
GK/RT0070 Signalling Layout Requirements [in preparation, will
replace some parts of GK/RT0045]
GK/RT0075 Lineside Signal Spacing and Speed Signage
RIS-0386-CCS Rail Industry Standard on Signal Overrun Risk Evaluation
and Assessment
RSSB documents
GE/GN8560 Guidance on Engineering Requirements for Dispatch of
Trains from Platforms
GE/GN8571 Guidance on Proceed-on-Sight Authorities
GE/GN8601 Guidance on Signal Sighting Assessment Requirements [in
preparation, will replace GE/GN8537]
GE/GN8605 ETCS System Description
GE/GN8612 Guidance on Signalling Layout Assessment Requirements
[in preparation, will replace some parts of GK/GN0645]
GE/GN8618 Guidance on Mechanical Trainstop System
GK/GN0655 Guidance on Block System Interface Requirements
GK/GN0657 Guidance on Lineside Signal and Indicator Product Design
and Assessment Requirements
GK/GN0670 Guidance on Signalling Layout Requirements [in
preparation, will replace some parts of GK/GN0645]
GK/GN0675 Guidance on Lineside Signal Spacing and Speed Signage
GK/GN0692 Guidance on Level Crossing Interface
RSSB Research Report T998 Consecutive cautionary aspects in 4-aspect signalling
areas – driver response
Other references
BS 376-1:2012 Railway signalling symbols. Specification for schematic
symbols
BR991 Flashing Signal Aspect Control Unit (withdrawn)
RSSB Page 83 of 83

Guidance On Lineside Signal Aspect and Indication Requirements

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Document comes into force 07/03/2015

Guidance on Lineside Signal Aspect and Indication Requirements

Rail Industry Guidance Note for GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Superseded documents Sections superseded Date when

Guidance on Lineside Signal Aspect and Indication

Part 3 Application of this Document 29

Guidance on Lineside Signal Aspect and Indication

Guidance on Lineside Signal Aspect and Indication

Guidance on Lineside Signal Aspect and Indication

G 1.2 Scope of this document: technical compatibility

G 1.3 Applicable Standards

a) GK/RT0057 sets out the requirements relevant to product readability performance.

b) GE/RT8101 sets out the requirements relevant to lineside signalling system

d) GK/RT0070 sets out the requirements for signalling layouts to be driveable.

Guidance on Lineside Signal Aspect and Indication

a) Signalling standards published by the infrastructure manager.

b) Rail Industry Standards and Guidance Notes, including:

G 1.4 The structure of this document

G 1.4.2 Guidance is provided as a series of sequentially numbered clauses prefixed ‘G’

G 1.6 Approval and authorisation of this document

G 1.6.2 This document was authorised by RSSB on 24 October 2014.

Guidance on Lineside Signal Aspect and Indication

Extract from GK/RT0058

Extract from GK/RT0058

G 2.1.5 Approach lighting functionality should be implemented only if a signal sighting

Guidance on Lineside Signal Aspect and Indication

Extract from GK/RT0058

Extract from GK/RT0058

Extract from GK/RT0058

Repeat MA Banner repeater indication Table A.15 Not applicable

Junction indication Table B.1

Guidance on Lineside Signal Aspect and Indication

Locally Coloured light signalling

Table 1 Displays that convey signalling information

b) Separate (operationally compatible) information is conveyed at the same time and at

G 2.2 Signal aspect and indication combinations

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Extract from GK/RT0058

Extract from GK/RT0058

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Figure G 1 Permitted semaphore stop and distant signal arm combinations

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Figure G 2 Permitted semaphore main and subsidiary signal arm combinations

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Extract from GK/RT0058

Table 2 Signal aspects that use display combinations

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

Main (75 mph) – Arm 2

Arm 1 (lowest permissible speed)

Figure G 3 Example of a semaphore junction signal displaying stepped arms applicable

Extract from GK/RT0058

Guidance on Lineside Signal Aspect and Indication

G 2.3 Signal aspect and route indication combinations

Guidance on Lineside Signal Aspect and Indication

Extract from GK/RT0058

b) Routing information, implying that an MA is available.