Color Light Signals Background

The "Hp" Color Light Signal system was first developed by the German State Railroad Company (DRG) in the late 1920's. However, the installation of these signals did not become common place until the late 1940's on the lines of the German Federal Railroad (DB) in West Germany. After forty years of service, a newer "Compact" signal design began to replace many of the original color light signals on the DB in and around station areas. Since then, both are slowly being replaced by the modern "Ks" (Kombinationssignal) system, which is also an effort to unify the signal systems of the DB and the former East German State Railroad (DR). Despite this recent modernization though, the "Hp" signals remain a very common site alongside the rails of the DB.

The "Hp" signal system is very straightforward in its operation and is by far the most readily available in scale form, making it well-suited to model railroads. The system has only three major classes of signals: main, distant, and yard. Main signals stand just before the immediate point of danger, such as a crossing, turnout, or block entrance. A distant signal is placed some distance, usually 1000m, ahead of each main signal to display its setting in advance. Depending on the distance between two main signals, the distant signal for the second may be alternatively mounted on the same mast as the first main signal. This special case is known as a combination signal, and is common on station tracks and in areas with short blocks and high traffic. To protect the sidings that flow into station tracks and control switching maneuvers, yard signals are placed at their exits. Yard signals are also used in other circumstances to mark stopping points for trains at a station, or to guard the entrance to moveable railroad bridges or transfer tables.

Main signals (Hauptsignale in German) are also sometimes called "home" signals, since they are placed just ahead of a danger point. There are three basic types of main signal: block, entry, and exit.

A block signal is used exactly as its name implies, to control train movements in a mainline block system. Each signal protects the entrance to its respective block, providing a safe distance between an approaching train and the train occupying the block. These signals have only two lights and can show only two aspects, Stop or Proceed.

An entry signal is placed wherever reduced speed may be required. Typically this occurs when a train's route includes branched turnouts, such as the entrance to a station or passing siding. In addition to the two aspects of a block signal, an entry signal therefore has a third aspect, Proceed Slowly, which equates to a 40km/h (25mph) speed limit.

Exit signals are located on station exit tracks to clear trains for departure. In addition to controlling train movements, they may also control switching/shunting movements as well. This allows a train to remain stopped, while its locomotive is uncoupled and replaced by another. These signals can show a fourth aspect, Stop (Shunting Permitted).

Hp00:

Stop,

No Shunting

Hp1: Proceed

Hp2: Slow

Hp0/Sh1:

Stop,

Shunting Permitted

Every main signal also has a mast plate, which is a signal itself. The plate indicates whether or not the signal may be passed when it is malfunctioning. A signal with a white-red-white mast plate can not be passed, except by written order or if the "Zs" (Zusatz) substitution signal located just below the main signal head is lit. On open stretches of the mainline, a block signal may instead have a white-yellow-white-yellow-white mast plate, meaning that it can be passed without written order or a substitution signal if the track ahead is visibly clear. The first style of plate is common to most main signals of the DB, and can be seen in the illustrations of the three main signal types below:

Distant signals (Vorsignale in German), also called warning signals, give the locomotive engineer an advanced indication of the aspect of an upcoming main signal. They are usually placed 1000m ahead of their respective main signal. These signals have three possible aspects, shown below: Expect to Stop, Expect to Proceed, or Expect to Proceed Slowly. Every distant signal is also marked with a sign known as an "Ne2" board, which is a fail-safe that tells the engineer to Expect to Stop even if the signal is malfunctioning.

Vr0:

Expect to Stop

Vr1:

Expect to Proceed

Vr2:

Expect to Proceed Slowly

In certain cases, a distant signal may be placed at a distance of less than 1000m to its following main signal. To signify the reduction in braking distance to the engineer, this type of distant signal is equipped with a white indicator light to the left of its signal head.

In the event that a home signal is not clearly visible from at least 400m away, due to a curve in the track or other obstruction, a distant repeater signal is installed between the distant and home signals. The repeater signal shows the same aspect as the previous distant signal, and allows the engineer to resume speed if the home signal has since changed to Proceed. The repeater signal is also equipped with an indicator light (as mentioned above) to show its reduced distance to the home signal, but does not have an "Ne2" board as it is not strictly a distant signal.

Distant Signal

Distant Signal w/

Indicator Light

Distant Signal Repeater

Distant signals are always preceded by a set of three signs, known as "Ne3" distant indicator boards. Each board has one, two, or three stripes on a white background and stand in front of the signal by 100m, 175m, and 250m, respectively. If the distant signal is also at a reduced distance to its main signal, as described above, the first "Ne3" board (with three stripes) will have an inverted white triangle above the board. It should also be noted that, just as in the case of the "Ne2" board mentioned previously, the "Ne3" boards are not used to indicate distant signal repeaters.

In general, the DB requires a minimum distance of 300m between a main signal and the next stand-alone distant signal. In station areas and around large cities with heavy traffic, the block sections are often too short to accommodate this extra distance. In these situations, a combination signal is used, where the distant signal is installed on the same mast as the previous main signal.

Combination entry signals are very common at the entrance to stations, since the station tracks are usually not long enough for separate distant signals to be installed between the entry and exit signals. If the blocks beyond the station exit tracks are short as well, the exit signals may also be combination signals. The same applies for the short mainline blocks used for local commuter trains.

For safety reasons, whenever the main signal on a combination mast shows a Stop aspect (Hp0, Hp00, or Hp0/Sh1), the distant signal on that same mast is darkened. Since the train must stop at this main signal in any case, an indication of the next main signal is not necessary. Once the main signal has been switched to a Proceed or Proceed Slowly aspect, the distant signal setting reappears.

Hp1 this block,

Vr2 next block

Hp2 this block,

Vr2 next block

Hp00 this block,

Vr darkened

Hp0/Sh1 this block,

Vr darkened

Eventhough combination signals contain a distant signal, they do not carry an "Ne2" marker and are not preceded by "Ne3" indicator boards as a stand-alone distant signal would be. Instead, they are usually seen with only the white-red-white mast plate belonging to their main signal, as shown in the illustrations above.

Track block signals (Gleissperrsignale in German), also referred to as yard, shunting, switching, or track protection signals, have several applications in yard and station areas. Most often, they are used to guard the exit of a track siding and to control shunting movements. The yard signal can permit or prohibit shunting with its two aspects, Sh0 and Sh1:

Sh0:

Shunting Prohibited

Sh1:

Shunting Permitted

There are two basic configurations of the yard signal, the dwarf type and the mast type, as illustrated below. (Note that yard signals usually carry a white-red-white mast plate, similar to the main signals above, which indicates that the signal can not be passed without written order if it is malfunctioning.)

Yard Signal:

Mast type

Yard Signal:

Dwarf type

The shorter dwarf signal is commonly used in areas with tightly spaced tracks and less danger, such as a freight or storage yard. If the signal is protecting the exit of a siding that leads directly into a station track, it is usually mounted on the mast to improve its visibility. This is also the case if yard signals are used to protect the individual sidings within a group, which has its own exit signal. The yard signals then indicate to which track in the group the main exit signal applies.

In addition to their usage in the yard, these signals are often found next to long station platform tracks to divide them into multiple segments for shorter local trains. This allows a higher frequency of trains entering and exiting the station area without requiring additional tracks. In some instances, yard signals are also used to protect the entrance to moveable bridges, turntables, or transfer tables as well.

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