a caution indication. An additional safeguard is included in the distant-signal control wiring to ensure the AWS "clear" indication is only given when the distant is proved "off" – mechanical semaphore distants have a contact in the electromagnet coil circuit closed only when the arm is raised or lowered by at least 27.5 degrees. Colour-light signals have a current sensing relay in the lamp lighting circuit to prove the signal alight, this is used in combination with the relay controlling the green aspect to energise the AWS electro-magnet. In a Solid State Interlocking the signal module has a "Green-Proved" output from its driver electronics that is used to energise the electromagnet. When the distant signal is at 'caution' or yellow (on), the electro-magnet is de-energised. As the train passes, the permanent magnet sets the system. However, since the electromagnet is de-energised, the system is not reset. After the one-second delay within which the system can be reset, a horn warning is given until the driver acknowledges by pressing a plunger. If the driver fails to acknowledge the warning within 2.75 seconds, the brakes are automatically applied. If the driver does acknowledge the warning, the indicator disk changes to yellow and black, to remind the driver that he/she has acknowledged a warning. The yellow and black indication persists until the next signal and serves as a reminder between signals that the driver is proceeding under caution. The one-second delay before the horn sounds allows the system to operate correctly down to speeds as low as . Below this speed, the caution horn warning will always be given, but it will be automatically cancelled when the electromagnet resets the system if the driver has not already done so. The display will indicate all black once the system resets itself. The system is fail-safe since, in the event of a loss of power, only the electro-magnet is affected and therefore all trains passing will receive a warning. The system suffers one drawback in that on single track lines, the track equipment will set the AWS system on a train travelling in the opposite direction from that for which the track equipment is intended but not reset it as the electromagnet is encountered before the permanent magnet. To overcome this, a suppressor magnet may be installed in place of an ordinary permanent magnet. When energised, its suppressing coil diverts the magnetic flux from the