Signaling Question -- two diverging routes.

Suggestion: In my opinion, assuming your layout is set-up for right hand running, all that would be required would be a dwarf signal (on the ground) at the cross-over switch-points, and then another dwarf signal (on the ground) at the switch-points for the branch. The advance signals would be the key to such an interlocking set-up.

Also, again assuming your layout is set-up for right hand running, that cross-over should be layed-out in the other direction so that any train running from left-to-right on the "outside track" would be able to cross over and enter the branch.

as most signals in the east don't indicate route , they indicate track speed , green = clear to go timetable speed , yellow is approach prepared to stop at next signal and of course red is stop and there are many combinations of the multiple heads on each signal. the branch would just need a single head and the mains would need a double for each track facing the crossover switches. some western roads use signals that indicate route Normal or Diverging but these don't directly indicate switch position only that the route is clear.  big yards sometimes have switch position indicators that look like small dwarf signals.  duplicating even the simplest of prototype systems would be a hobby in itself. its your railroad set them up the way you want. I am a retired railroader and wanted a prototype system but it will never happen as it's a massive project, I am happy with my Z stuff signals changing as the train passes.  

Here is one solution assuming the setup is "two main tracks" signaled for movement in either direction with a branchline  joining the main tracks.  This could be an Interlocking or a CTC scenario.

The triple head signal could also be a double headed signal with flashing red on bottom to indicate movements onto the branch.

As already stated above, these signals prescribe speed through the junction as opposed to switch position.  The illustration shows how signals were arranged while I worked on the Frisco out of Cherokee yard.  AT&SF typically use two headed signals to prescribe speed with the use of flashing indications to supplant a third signal head.

Thanks Rob. That's exactly what I was looking for.

Jack: The layout can run either UP/ATSF or CNW style.

Now to track down a couple of three head signals.

As mentioned in earlier replies, it partly depends on whether you're just signalling to indicate the track / switch settings, or for speed. The farther back in time your layout is set, the more likely the signals would be primarly for the track settings.

I would think you could do it with a '2-over-3' signal. Green-over-red would mean you're going straight on the mainline; Red-over-green would mean you're crossing over to the other main, and Red-over-yellow would mean you're going onto the branchline.

Note that even in a situation where a railroad could get buy with a one-head signal showing just red and green say, they would often add a second "dummy" red signal at an interlocking. Many block signals, which are normally just one head, are 'permissive', allowing trains to stop and proceed or to pass the signal at reduced speed. A red-over-red signal is always an 'absolute' stop, reducing the chance an engineer would misread a one-head signal and derail on a mis-aligned turnout or even run into another train.

@wjstix posted:

As mentioned in earlier replies, it partly depends on whether you're just signalling to indicate the track / switch settings, or for speed. The farther back in time your layout is set, the more likely the signals would be primarly for the track settings.

I would think you could do it with a '2-over-3' signal. Green-over-red would mean you're going straight on the mainline; Red-over-green would mean you're crossing over to the other main, and Red-over-yellow would mean you're going onto the branchline.

Note that even in a situation where a railroad could get buy with a one-head signal showing just red and green say, they would often add a second "dummy" red signal at an interlocking. Many block signals, which are normally just one head, are 'permissive', allowing trains to stop and proceed or to pass the signal at reduced speed. A red-over-red signal is always an 'absolute' stop, reducing the chance an engineer would misread a one-head signal and derail on a mis-aligned turnout or even run into another train.

Thanks. I'm actually setting up primarily for turnout position indication. Since I'm not likely to be running multiple trains on one track, block occupancy/speed restriction is actually secondary though I'll be putting in occupancy sensors.