Intermediate Station Signalling

Each of the stations along the line which were fitted with passing loops for crossing trains were protected with a signalling system whereby semaphore home signals protected each end of their respective yards; the position of these signals represented the station limits. 

All signals were lower quadrant and operated by one of two means, either a basic signal windlass (akin to a ship's wheel) or a compensating level; the latter were provided by Stevens & Son of London and Glasgow and were initially supplied to the Manx Northern Railway, later finding their way elsewhere on the network.

These were manually operated by the station staff in accordance with the Rule Book, and by operating them the signal arm itself was lowered, connected via a cable supported on timber stakes, at the same time as pulling a sliding mechanism which locked the points for the favoured direction of travel, the railway operating a left-hand running rule at intermediate stations.

As with most things, there were a number of exceptions, the notable one being the junction at St. John's which was partially operated from a points cabin (right), and some non-loop stations had signals for the purposes of stopping trains by request; these were fitted at Bishopscourt, Ballabeg and Peel Road (the latter in connection with a spur serving a quarry tramway.

Level Crossing Signals

Although seemingly inconsistent, some of the level crossings were fitted with signals in order that the gatekeeper communicate to approaching trains that the gates were opened/closed; such a signal was located west of Quarter Bridge, and fitted with a white backing board believed to assist visibility.  A similar arrangement existed at Lezayre Station.  However, at the majority of occupational level crossings, the gatekeeper simply waved a white or yellow flag to the crew to indicate the line was clear, this being reciprocated by a whistle from the locomotive.