Early History Development of Railway Signalling122.252.230.113/content/ppt/sig/S1.pdfS1 Basics of...

S1 Basics of Indian Railway Signalling Ver.1.1

Early History &

Development of Railway Signalling

18.11.2020 1

First Trains


• England 1825

• France 1829

• United States 1830

• Germany 1835

• Russia 1837

• Holland 1839

• Italy 1839

• Spain 1848

• India 1853 (16 April)

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Company management of Railways

The contracts with the working companies were terminated and taken over by the Government.

• The East Indian Railway 1925

• The Great Indian Peninsula Railway 1925

• The Bombay Baroda and Central Indian Railway 1942

• The Assam Bengal Railway 1942

• Oudh and Tirhut Railway 1943

• The Madras and Southern Mahratta Railway 1944

• The South Indian Railway 1944

• The Bengal Nagpur Railway 1944

S1 Basics of Indian Railway Signalling Ver.1.0 02.06.2020 3

Ex - State Railways

As a result of integration of the Indian States in the Union, the Railways owned and managed by those states came under control of the Central Government.

• Baroda State Railway 1st August, 1949

Taken over on 1st April, 1950 were

• Bikaner State Railway * Cutch State Railway

• Dholpur State Railway * Jaipur State Railway

• Jodhpur State Railway * Mysore State Railway

• Nizam’s State Railwlay * Rajasthan Railway

• Saurashtra Railway * Scindian State Railway


Creation of Indian Railways


• 1950: Legislation passed to allow central govt. to take over railway companies in India.

• 1951 (Apr 14): Southern Railway formed by merging Madras & Southern Mahratta Rly, South Indian Rly and Mysore State Rly.

• 1951 (Nov 5): Central Railway formed by merging GIPR, Nizam State Rly and Scindia & Dholpur Rly.

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• 1951 (Nov 5): Western Railway

• 1952 (Apr 14): Northern Railway

• 1952 (Apr 14): Eastern Railway

• 1952 (Apr 14): North Eastern Railway

Thus 6 zones came into being up to 14 April 1952

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Creation of Indian Railways

Re – organisation of Indian Railways


• 1955: SER carved out of ER

• 1958: NFR carved out of NER

• 1966: SCR carved out of CR & SR.

Thus became 9 zones by 1966. They are

CR, ER, NR, NER, NFR,

SCR, SER, SR & WR.

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Re – Organization of Indian Railways


S.No. Railway Formed on

1 ECR 1-10-2002

2 ECoR 1-04-2003

3 NCR 1-04-2003

4 NWR 1-10-2002

5 SECR 1-04-2003

6 SWR 1-04-2003

7 WCR 1-04-2003

8 Kolkata Metro 29-12-2010

In the year 2002 & 2003 Seven more zones are carved from earlier 9 zones and Kolkata Metro

formed Now making them to 17 Zones

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S.No Railway Head Quarters

1 Central Railway Mumbai CST

2 Eastern Railway Kolkata

3 Northern Railway New Delhi

4 North Eastern Railway Gorakhpur

5 North East Frontier Railway

Maligaon, Guwahati

6 Southern Railway Chennai

7 South Central Railway Secunderabad

8 Western Railway Church Gate, Mumbai

Indian Railways

For administrative convenience Indian Railways is primarily divided into 17 zones:



1 Central Railway Mumbai CST

2 Eastern Railway Kolkata

3 Northern Railway New Delhi

4 North Eastern Railway Gorakhpur

5 North East Frontier Railway

Maligaon, Guwahati

6 Southern Railway Chennai

7

Indian Railways For administrative convenience Indian Railways is primarily divided into 17 zones:


9 South East Central Railway Bilaspur

10 East Coast Railway Bhubaneswar

11 North Central Railway Allahabad

12 North Western Railway Jaipur

13 South Western Railway Hubli

14 West Central Railway Jabalpur

15 East Central Railway Hajipur

16 South Eastern Railway Kolkata

17 Kolkata Metro Railway Kolkata

Kolkata

Undertakings


The Ministry of Railways has following nine undertakings: 1. Rail India Technical & Economic Services Limited (RITES) 2. Indian Railway Construction (IRCON) International Limited 3. Indian Railway Finance Corporation Limited (IRFC) 4. Container Corporation of India Limited (CONCOR) 5. Konkan Railway Corporation Limited (KRCL) 6. Indian Railway Catering & Tourism Corporation Ltd (IRCTC) 7. Railtel Corporation of India Ltd. (Rail Tel) 8. Mumbai Rail Vikas Nigam Ltd. (MRVNL) 9. Rail Vikas Nigam Ltd. (RVNL) 10. Dedicated Freight Corridor Corp. of India Ltd (DFCCIL)

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RDSO


• Indian Railways have their research and development wing in the form of Research, Designs and Standard Organization (RDSO).

• RDSO functions as the technical advisor and consultant to the Ministry, Zonal Railways and Production Units.

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Books of Reference


• General Rules (GR) & Subsidiary Rules (SR)

– GR (General Rules) – Issued by Railway Board

– SR (Subsidiary Rules) – Issued by Zonal Railway.

• Signal Engineering Manual – Issued by Railway Board

– Part I – General

– Part II – Technical

• The Railways Opening for Public carriage of Passenger Rules

• Schedule of Dimensions ( BG & MG) – Issued by Railway Board

• Block Working Manual – Issued by Zonal Railway.

• Operating Manual – Issued by Zonal Railway.

• Accident Manual – Issued by Zonal Railway.

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• The working of trains is governed by

– General Rules (GR) of Indian Railways.

• The guidelines for technical measures for compliance of these General Rules are given in

– Signal Engineering Manual &

– The Railways Opening for Public carriage of Passenger Rules

• The latest rules taken into consideration are

– General Rules : in the year 2007

– SEM Volume – I : in year 1988

– SEM Volume – II : in year 2001

Books of Reference

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Permanent way


Wheel


Wheel Flange & Tyre etc.,


Points and crossings


Rails, Stock Rail and Tongue rail

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CROSS OVER


Point Cross Over Crossing Stretcher Bar Split Stretcher Bar Closed Tongue Rail Open Tongue Rail Detector Point lay out RH Turn Out LH Turn Out

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Individual Point


Point Clamp


Hand Operated Point


Rod Operated Point


Machine operated point


POINTS : A Mechanism provided on the track to facilitate diversion of trains from one route to another.

(Our Engines do not have steering wheel as available in motor cars)

Trailing Point

Facing Point

Facing Point & Trailing Point

Crossing


Points & Signals


Early Signals


• The first train which left Darlington for Stockton did not have the benefit of signals.

• In India, the first train in 1853 ran without any signals.

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• Policemen in impressive uniforms moved around the station,

• changing the points at junctions and giving instructions to the drivers of trains by coloured flags by day and oil lamps by night.

Evolution of Railway signalling system

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Evolution of Railway signalling system - Early Signals



• Very soon, fixed signals on posts began to be used.

• During 1829, in USA Hand Signals used in day and Lighted lantern in the night

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Different Companies used different shapes. Initially, the signals consisted of only main signals fitted in front of the station masters office and an outer signal in each direction, without any interlocking between the facing points and signals.

02.06.2020 31











In 1841, a new design of signal, the semaphore was introduced and this became the standard.

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• Signal arm horizontal for stop aspect, inclined downwards at 45ofor caution aspect & 90o downwards for proceed aspect.

• (Subsequently, the 450 aspect was made the proceed aspect and the 900

aspect was given up.)

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Double Wire Signalling - 1920

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Colour Light Signals USA – 1904 In 1923, Colour Light Signals were introduced first time in India In 1926, standards were laid down for the meanings of the colours which are in use till today.

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Early developments


• The next important development was to control the points and signals from a central location at the station. Lever frames thus came into being.

• This grouping led to an even more important development. Levers were connected together in such a way that they were physically locked unless it was safe to pull them.

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Key Locked Point


Later, the station yards were Key Interlocked, keys being transmitted by hand.

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KEY IN & UNLOCKED KEY OUT & LOCKED 02.06.2020 42

Early developments


In 1904, Electric Key Transmitters were invented by Major Hepper, Signal Engineer ex-North Western Railway (India). Popularly called Hepper Key Transmitters, they have been extensively used on IR.

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Early developments


• The first railway (in India) to appoint a special officer as Signal Engineer was the ex-East Indian Railway, who appointed Mr. S.T. Dutton in 1889

• The Great Indian Peninsula was the second railway, which appointed Mr. I.W. Stokes in 1903 and this was soon followed by other railways.

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Early developments

Facing Point Lock



Facing Point Lock

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Facing Point Lock


Interlocking


Grouping for levers operating signal gears was known as interlocking and is the basis of all signalling today.

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Interlocking


LEVERS



• In UK. full comprehensive interlocking became a legal requirement by 1880s.

• The ex-GIP Railway was the first railway to have installed cabin interlocking on a large scale on Bombay-Delhi route in 1912.

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Interlocking


Interlocking

Inter Locking


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Cabin


Early developments (contd)


Simultaneously, simple electrical communication between stations became possible and this led to the development of the Block System.

This system, ensured that only one train can be on the track between two stations at any one time. This section of track (between stations) was known as the block and the system known as the Absolute Block System.

By the 1880s, Absolute Block system was also a compulsory legal requirement in UK.

The system was gradually refined and interlocking between the Block Instrument and the signals was also provided.

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Block Instruments


Block Instruments


Early developments (contd)


• Accidents still happened because signallers forgot where trains might be standing for long periods.

• A Rule was made that if a train stopped at a signal for more than three minutes, either the guard or the fireman had to walk to the cabin to formally remind the signaller of the presence of the train.

• We have a similar rule on IR. Rule 4.44 of GR prescribes a waiting period of 5 minutes.

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Further developments


• The next development was the Track Circuit that could detect, in a safe manner, that a section of track was not occupied by any rail vehicles.

D C C lo s e d T ra c k C ir c u it

1 T

1T R

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Track Circuit


Track circuits enabled introduction of automatic signals, worked solely by the operation of track circuits.

Automatic Signalling was introduced in Mumbai area during 1928.

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Further developments (contd)


• The manual operation of points and signals imposed a limit on the distance up to which a cabin could control them..

• Invention of electrical point machines and electrical signal machines removed this restriction.

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• Axle counters were first introduced in the 1960s in Germany




Conventional Colour Light Signals use filament bulbs which have a life of 1000 Hrs. 02.06.2020 63



LED Signals, using a cluster of LEDs, have been in use since 2001. They have much longer life & are practically maintenance free.

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• Invention of electromechanical relays, along with the introduction of Colour Light Signals and electric point machines enabled use of Relay Interlockings operated from Panels provided with Push Buttons and illuminated indications.

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RELAY INTERLOCKING



RELAY INTERLOCKING

Electronic Interlocking


Second generation processor-based interlockings are known by the term "Computer Based Interlocking" (CBI), of which MicroLok (trademark of Union Switch & Signal, now Ansaldo STS), Westlock and Westrace (trademarks of Invensys Rail) and Smartlock (trademark of Alstom) are examples.

Solid State Interlocking (SSI) is the brand name of the first generation Microprocessor-based interlocking developed in the 1980s by British Rail, GEC-General Signal and Westinghouse Signals Ltd in the UK

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http://en.wikipedia.org/w/index.php?title=MicroLok&action=edit&redlink=1

http://en.wikipedia.org/wiki/Westlock_Interlocking

http://en.wikipedia.org/w/index.php?title=Westrace&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Invensys_Rail&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Invensys_Rail&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Smartlock&action=edit&redlink=1

http://en.wikipedia.org/wiki/Alstom

http://en.wikipedia.org/wiki/Solid_State_Interlocking

http://en.wikipedia.org/wiki/Microprocessor

http://en.wikipedia.org/wiki/British_Rail

http://en.wikipedia.org/wiki/British_Rail

http://en.wikipedia.org/wiki/Westinghouse_Rail_Systems



• To pass signalling information from track-side to a moving locomotive, Automatic Warning System was developed during the 1960s.

It is now refined to Automatic Train Protection, where an on-board computer continuously calculates the maximum permissible speed and monitors & controls the actual speed of the train

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Further Trends


European Train Control System (ETCS):

– For AWS and ATP, different manufacturers (in Europe) developed different designs, which were not compatible with one another.

– To overcome this problem, specifications have been developed so that equipment of various manufacturers becomes compatible. This will give freedom to Railways to use equipment of any manufacturer.

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Further Trends (Contd.)


Moving Block concept:

– If Braking distance and an extra margin is available in front of a moving train, it can move safely. This gave rise to Moving Block concept.

– For its working, information about condition of occupancy of track ahead of a train must reach the on-board computer of the train continuously on a real time basis.

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CAB SIGNALLING

Actual Speed in Analog (Yellow)

Permitted Speed (Green)

Actual Speed Digital (Yellow)

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Basic Concepts of Signalling

74

DEFINITIONS

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Definitions

75

Adequate Distance:

– means the distance sufficient to ensure safety.

Signal 1 Signal 2

For taking off Signal 1, portion shown

beyond Signal 2 must also be clear. This

portion is the Adequate Distance.


Block Section:

Means that portion of the running line between two block stations on to which no running train may enter until Line Clear has been received from the block station at the other end of the block station.

Station 1 Station 2

Block Section Home Signal Adv. Starter

Block Overlap

76

Definitions


77

Station Section: Means that section of station limits:

(1) At a class B station provided with two aspect signals, which is included-

(a) On a double line, between Home Signal and the Last Stop Signal of the station in either direction; or,

(b) On a single line-

i) Between the Shunting Limit Boards or Adv. Strs(if any), or

ii) Between the Home Signals if there are no Shunting Limit Boards or Adv Strs, or

iii) Between the outermost facing points, if there are no Home Signals or Shunting Limit Boards or Adv Strs;


Definitions

78

(2) At a class B station provided with manually operated MA or modified lower quadrant signals, which is included-

(a) On a double line-

i) Between the outermost facing points and the last Stop Signal of the station in either direction, or

ii) Between the BSLB where provided and the Last Stop Signal of the station in either direction, or

(b) On a single line-

i) Between the Shunting Limit Boards or Adv. Strs (if any), or

ii) Between the outermost facing points, if there are no Shunting Limit Boards or Adv Strs.


Definitions

Y

Y

79 02.06.2020 S1 Basics of Indian Railway Signalling Ver.1.0

Station Section (shown in green)

Station Section (shown in green)


Station Limits means the portion of a railway which is under the control of a Station Master and is situated between the outermost signals of the station or as may be specified by special instructions.

Example: The Station Limits are reckoned between the inner Distant and the last stop signal in each direction.


Definitions

Block Back:

– Means to despatch a message from a Block Station intimating to the block station immediately in rear on a double line or to the next block station on either side on a single line, that the block section is obstructed or is to be obstructed.

Station 2 Blocks Back

this line

Station 1 Station 2

Station 1 blocks back

this line


Definitions

Block Forward:

– Means to despatch a message from a Block Station on a double line intimating to the block station immediately in advance the fact that the block section in advance is obstructed or is to be obstructed.

Station 1 Blocks

Forward this line

Station 2 blocks

Forward this line Station 1 Station 2


Definitions

In Rear of a Signal: means the territory over which an approaching train has to pass before reaching the signal location.

In Advance of a Signal: A term used in defining a territory beyond a signal as seen from the approaching train

In rear of signal In advance of signal

Direction of train


Definitions

Line Capacity means the maximum number of trains that can be run on any given section during a calendar day of 24 hours.

Running Train means a train which has started under an authority to proceed and has not completed its journey.

Day means from sunrise to sunset.

Night means from sunset to sunrise.


Definitions

Classification of Stations

Block Stations : Class A,

Class B,

Class C.

Non-block Stations : Class D


Definitions

Approved Special Instructions means special instructions approved of or prescribed by the Commissioner of Railway Safety.

Authority to Proceed means the authority given to the driver of a running train under the system of working to enter the Block Section with his train.


Definitions

Signalling concepts

Time Interval Method

&

Space Interval Method

02.06.2020 88 S1 Basics of Indian Railway Signalling Ver.1.0

• Trains cannot be steered away as in the case of other transports.

• They are required to follow one another in the same direction on the length of track.

• Another set of diversion track is required to be provided either for overtaking vehicles moving in the same direction or for crossing the vehicles from the opposite direction.

Control over movement of trains


Time Interval Method

In this system time interval maintained between the trains. But this system should have the following deficiencies. So, it is absolute.

• Different types of trains like, Express/Mail, passenger, high-speed freight and low speed freight shunting trains are running etc.

• The speed of all the trains are not same

• The terrain of the country is not same everywhere

• The brake power, hauling capacity, load of train is not same for all trains; and

• The stopping places of all trains are not the same



Space Interval Method

• In this method of "Control over movement", the length of track is divided into sections called "Blocks".

• The entry of a train into the ‘block’ is controlled in such a way that only when it is free, a train can be allowed to enter it.

• This means that between two consecutive trains, there is a definite space interval.



Concept of Signalling

• The space interval system uses the block working wherein the entry of train onto the block section is jointly controlled by the entry and exist points of the block section.

• The driver is authorized to proceed into a section by the signal controlling the entry to the section.

• The main purpose of Railway Signalling Systems is to maintain a safe distance between trains on the same track.


Fixed Signals: GR 3.03 to 3.51 Hand Signals: GR 3.52 to 3.58 Detonating Signals: GR 3.59 to 3.64 Flare Signals: GR 3.65 to 3.67

SIGNALS

93

TN

AR

DU

AQLO

WE

R

ME

VO

ME

NT

IN

NIT

NE

M

MO

VE

T

AN

UA

DR

QREPPU

RHUQ

LQRHLH

LQ

UQLH


VISUAL AUDIBLE

Hand Signals

Flare Signal

Fixed Signal Detonating Signals

Voice Whistle

Running Subsidiary

Two Aspect (TAS)

Multiple Aspect (MAS) Disc

Type

Miniature Arm Type

Position Light Type

Semaphore LQ

Semaphore UQ

CLS Type

CLS

SIGNALS

CLS


TYPES OF SIGNALS

95

STOP:

PROCEED:

Hand Signals


96

Move away from the person Signalling:

PROCEED Cautiously:


Hand Signals

Hand Signals

97

Move slowly for

coupling

Move towards the

person signalling


Flare Signals


Detonating Signals


Banner Flag

100

• A banner flag is a temporary fixed danger signal, consisting of a red cloth supported at each end on a post and stretched across the line to which it refers.


Fixed Signal

Definition: GR 1.01(22)

A signal of fixed location indicating a condition affecting the movement of a train and includes a semaphore arm or disc or fixed light for use by day and fixed light for use by night.


Fixed Signals

• Two Aspect Lower Quadrant Signals

• Multiple Aspect Upper Quadrant Signals

• Modified Lower Quadrant Signals

• Multiple Aspect Colour Light Signals


Two Aspect Lower Quadrant Signalling

ON Aspect: 00 to 50

Indication- Stop Dead

OFF Aspect: 450 to 600

Indication- Proceed


I. Stop Signals

Proceed with caution and be prepared to stop at the next stop signal

Proceed

104

1.5 to 2 Mtrs

Caution



II. Warner Signal on a Post by itself:

Stop Dead Proceed with caution &be prepared to stop at the next stop signal

Proceed

105

III. Warner Signal below Outer Signal:



Stop Dead Proceed and be prepared to stop at the next Stop Signal

Proceed

400 to 450 850 to 900

106

00 to 50


Upper Quadrant Signalling I. Stop Signal

Proceed and be prepared to stop at the next Stop Signal

Proceed and be prepared to pass the next Stop Signal at such speed as prescribed by special instructions

Proceed

400 to 450 850 to 900

107

00 to 50


Upper Quadrant Signalling

II. Distant Signal

• Same aspect by Day and by Night.

• Luminous signals. Do not depend on reflected light for visibility.

• Can be placed at Driver’s eye level.

• No mechanical transmission; no moving parts; no drooping of signals; no restriction on range of operation.

108

Multiple Aspect Colour Light Signals - Advantages


109

2-Aspect Colour Light Stop Signal


Red

'ON' Position

Green

'OFF' Position

Stop Dead Proceed


Red

Green Green

'ON' Position 'OFF' Position

Green

P P

2-Aspect Colour Light Warner on a Post by Itself

ASPECT Proceed with Caution Proceed

INDICATION Proceed with Caution & be prepared to stop at the next Stop Signal

Proceed


Red

Red

Green

Red

Green

Green

'ON' Position 'OFF' Position

2-ASPECT COLOUR LIGHT WARNER BELOW A STOP SIGNAL

ASPECT Stop Proceed with Caution Proceed

INDICATION

Stop dead

Proceed with Caution & be prepared to stop at

the next Stop Signal Proceed

Multiple Aspect Colour Light Signals I. Stop Signal (Three aspect)

112

Proceed Caution Stop 02.06.2020 S1 Basics of Indian Railway Signalling Ver.1.0


Multiple Aspect Colour Light Signals I. Stop Signal (Four aspect)


Multiple Aspect Colour Light Signals I. Stop Signal (Four aspect)


Yellow

P P P

Yellow

Yellow

Green

Multiple Aspect Colour Light Signals

II. Distant Signal

ASPECT Caution Attention Proceed

INDICATION

Proceed & be prepared to stop

at next Stop Signal

Proceed & be prepared to pass next Stop Signal at such speed

as prescribed by special instruction

Proceed

Symbols used to show Signals


• Outer Signal

• Home Signal

• Routing Signal

• Starter Signal

• Intermediate Starter Signal

• Advanced Starter Signal

117



I. Stop Signals:




II. Warner Signal

• Off aspect gives run through indication to the Driver

• Placed on a post by itself, or, below the Outer signal

• Sometimes placed below the Last Stop Signal of the

station in rear


Typical layout using LQ signals on Single Line

120

Warner Outer Home Indication

R R R Stop at Outer Signal

R G G Enter the station. Stop at Starter of

concerned line if 'ON’

G G G Run through via main line all

signals ahead are 'OFF'

Starter Advanced

Starter Indication

R R Stand in rear of starter

G R Shunt upto adv. Starter

G G Proceed line is clear



Typical layout using LQ signals on Double Line

Semaphore signals


Multiple Aspect Upper Quadrant Signalling

• Home Signal

• Routing Signal

• Starter Signal

• Intermediate Starter

• Advanced Starter


I. Stop Signals

• Always on a post by itself

• Placed at Adequate distance in rear of FSS (not less than 1000m)


II. Distant Signal

Multiple Aspect Upper Quadrant Signalling

Typical layout using UQ signals

125

Distant Home Indication

Y R Stop at Home Signal

YY Y Enter on Loop line. Stop at Starter if 'ON’

YY Y Enter on main line. Stop at Starter

G G Run through via main line

Starter Advanced

Starter Indication

R R Stand in rear of starter

Y R Shunt upto adv.

Starter Y/G G Proceed line is clear


Typical layout using UQ signals


Modified Lower Quadrant Signalling

• In MLQ signalling, the warner is placed below the main home signal instead of the outer signal.

• Thus, the run-through indication is given at the home signal and not at the outer signal.


Distant Signal

Warner below Main Home

• Same aspect by Day and by Night.

• Luminous signals. Do not depend on reflected light for visibility.

• Can be placed at Driver’s eye level.

• No mechanical transmission; no moving parts; no drooping of signals; no restriction on range of operation.

128

Multiple Aspect Colour Light Signals Advantages


Signals at Stations

LQ – 2 Aspect:

Reception signals (GR 3.09):

– Outer

– Home

– Routing Home

Departure signals (GR 3.10):

– Starter

– Advanced Starter


Signals at Stations

Multiple Aspect Signals:

Reception Signals:

– Distant

– Inner distant

– Routing Home

Despatch Signals:

– Starter

– Advanced Starter

GR 3.07 (6) covers the provision of 2 Distant Signals.


Minimum Equipment of Signals at MA signalling stations (3.27)

• At class B stations:

– Distant, Home and Starter in each direction

• At class C stations:

– Distant and Home in each direction


Minimum Equipment of Signals at MLQ signalling stations (3.28)


– Distant, Home, Warner below main Home and Starter in each direction


– Distant and Home in each direction


Minimum Equipment of Signals at LQ signalling stations (GR 3.29)

• At class A stations:

– Warner, Home, and Starter in each direction


– Outer & Home in each direction on single line

– Outer, Home & Starter in each direction on DL

– Warner, if trains run through at >50 kmph


– Warner and Home


Advance Starter or SLB or BSLB (3.32)

• At class B single line stations:

– AS or SLB required if obstructing of line outside Home is to be permitted.

– Distance between AS or SLB and opposing FSS shall not be less than 400m (for 2 aspect) or 180m (for MA)

• At class B double line stations:

– BSLB only for MA and MLQ stations

– Only where there are no points or outermost points at approaching end are trailing

– Located not less than 180m in advance of Home and shall protect the fouling mark of the outermost trailing points, if any


Location of Signals

135

Basic Concepts of Signalling


136

(DN)STARTERS

STARTERS(UP)

(UP)HOME

HOME

WARNEROUTER

(UP)

NBDB.OS.O

(DN) ADV.STR.(UP)

OUTERBOARD

WARNING

(DN) BRACKETED

WARNER BELOW

ADV.STR.

NBD

1 KM 180M

S.OB.O

400M

(b)

DESIGNATION AND LOCATION OF FIXED SIGNALS IN 2-ASPECT L.Q SIGNALLING


137

SO 180MLSSSTARTERADVANCE

PASSENGERWARNING BOARDS

GOODSWARNEROUTER

BO 400MNBD 1KM400M HOME STN

STARTERS(c)




138

PASSENGERWARNING BOARDS

GOODS HOMES(DN)

1KM400M

STN

STARTERS

OUTERWARNER

FIXED

UP MAIN DN

(LSS)

SO 180MBO 400M

1FP

(DN)

(DN)

SIGNALSROUTING

(UP)STARTERS(UP)

INTERMEDIATE

DN

BRANCH

UP

BO 400M

1KM

400M

SO

180M

NBD

NBD

(c)

(d)

WARNER

HOME


139

DESIGNATION AND LOCATION SIGNALS IN MAUQ


140

DESIGNATION AND LOCATION SIGNALS IN MAUQ


DESIGNATION AND LOCATION SIGNALS IN MACL on Single line


142

DESIGNATION AND LOCATION SIGNALS IN MACL on Double Line


DESIGNATION AND LOCATIONS OF MLQ SIGNALS

143

STARTERS

ADV.STARTER

120m180m1Km

S.OB.ONBD

MAIN HOMEWARNER BELOW

HOME

DISTANT


LOCATION OF SIGNALS IN AUTOMATIC BLOCK SYSTEM


Block Section


146

Block Section


147

LOCATION OF SIGNALS


148

LOCATION OF SIGNALS


LOCATION OF SIGNALS


150

LOCATION OF SIGNALS


LOCATION OF SIGNALS


152

LOCATION OF SIGNALS


153

LOCATION OF SIGNALS


154

LOCATION OF SIGNALS


155

LOCATION OF SIGNALS


156

LOCATION OF SIGNALS


157

LOCATION OF SIGNALS


158

LOCATION OF SIGNALS


159

LOCATION OF SIGNALS


Shunt signals Calling-on Signals & Co-acting Signals Repeating Signals

160

Subsidiary & Other Signals


VISUAL AUDIBLE

Hand Signals

Flare Signal

Fixed Signal Detonating Signals

Voice Whistle

Running Subsidiary

Two Aspect (TAS)

Multiple Aspect (MAS) Disc

Type

Miniature Arm Type

Position Light Type

Semaphore LQ

Semaphore UQ

CLS Type

CLS

SIGNALS

CLS



Subsidiary Signals

Disc Type

Miniature Arm Type

Position Light Type

CLS Type

Subsidiary Signals

163

• Signals which control movement of trains within the Station Section are :-

– Shunt signals

– Calling-on Signals

And are called as Subsidiary Signals


Special features of Subsidiary signals

164

• These signals authorize movement at slow speeds only.

• Movement is within the station area.

• Unlike running signals, they may authorize movement on to occupied lines.

• Visibility of signals is not critical.

• Pre-warning is not required.


Shunt Signal (GR 3.14)

165

• Used for shunting within the station yard, Movement is authorized at such slow speed as to be able to stop short of any obstruction

• GR 5.13 (3) : The speed during shunting operations shall not exceed 15 kmph unless otherwise authorized by special instructions

• Can be on a post by itself or below a stop signal (except the First Stop Signal)

• More than one shunt signal may be placed on the same post

• When taken off, it authorizes the driver to draw ahead even though the Stop signal above it may be ‘ON’.


166

Shunt signals authorise movement only at such slow speeds as to be able to stop short of any obstruction and control shunting movements. Shunt signals can be placed on a separate post by itself close to the ground or can be placed below a stop signal other than the first and last stop signal of a station. More than one shunt signal may be placed on the same post in which case the topmost signal shall apply to the extreme left hand line and the second shunt signal from the top shall apply to the next line from the left and so on.


SHUNT SIGNALS (GR 3.14)

167

Shunt signal when taken 'OFF' authorises the driver to draw ahead with caution even though the stop signal, if any, above it is at 'ON' position, and The shunt signal shall be either

•Disc type shunt signal; •Position Light Shunt Signals.

Under special instructions, a shunt signal may be a miniature arm.

When a Shunt Signal is placed below a Stop Signal, it shall show no light in the ‘ON’ position.


SHUNT SIGNALS (GR 3.14)

Shunt Signal (contd.)

168

Types

– Disc Type

– Miniature Arm Type

– Position Light Type

When placed below a stop signal, a shunt signal shows no light in the ON condition


Shunt Signal In Two Aspect LQ signalling areas

169

Disc Type


ON OFF

Shunt Signal In Multiple Aspect UQ Signalling areas


Disc Type

ON OFF

Shunt signal in Two Aspect LQ Signalling areas

171

Miniature Arm Type


ON OFF

172

Miniature Arm Type


ON OFF

Shunt Signal In Multiple Aspect UQ Signalling areas

Position Light Type shunt signal


ON OFF

174

SHUNT SIGNALS

Shunt signal below stop signal Shunt signal on independent post


Position Light Type shunt signal

Calling On signals

175

• Have no independent existence

• Provided below Stop Signal governing approach of train expect Last Stop Signal

• Can be Semaphore or CLS


Calling On signal in Semaphore signalling


ON OFF

Calling On signal in CLS

177

‘C’ Marker Driver to obey Calling On Signal


Other Misc Signals

178

• Co-acting Signals

• Repeating Signals


Co-acting Signals


Repeating Signals- Semaphore Arm Type

180

R R


Repeating Signals- Banner Type

181

R R


Repeating Signals- CLS Type

182

R R


Indicators and Markers


Indicators and Markers

184

Indicators and Markers are provided on certain signals or points to provide extra information to the Drivers.


Semaphore Signals

185

For Goods Running Lines

For Dock Platform Lines

For Signals not in use


Semaphore Gate Signal

186

G


Markers on Colour Light Signal Posts

187

R

C

P

A IB

A

Auto Signal

Semi

Auto Signal

Permissive

Signal

Intermediate

Block Signal

Calling

On

Signal

Repeating

Signal


Markers on Colour Light Signal Posts

188

A G A AG

Gate Signal in

Auto Territory

Gate Signal in Semi Auto Territory when interlocked with Points also

G

Gate Signal


A A AG

Gate Stop Signal



Distant Signal


Colling on Signal


Automatic Signal


Semi Automatic Stop Signal

A


Gate Signal in Automatic Territory

A


Gate Stop Signal in Semi Automatic Territory

A A

A

AG

196

Points are correctly set, locked LC gate is closed properly and signal is working as Automatic Signal



A

197

LC gate is defective but points are correctly set, locked and signal is working as Gate stop Signal



AG

Point Indicator

198

They show a white target (during day) or a white light (during night) in both directions when points are set for straight &

no target or green light when set for turnout.

SET FOR

STRAIGHT

SET FOR

TURNOUT

TARGET TYPE POINT INDICATOR


Point indicators are appliances fitted to points to indicate the position in which the points are set.

199

Trap Indicators

Trap indicators are appliances fitted to Trap points to indicate the position in which they are set.


Trap Indicators

200

TRAP OPEN

OR

DERAIL ON

TRAP CLOSED

OR

DERAIL OFF

TARGET TYPE TRAP INDICATORThey show a red target (during day) or a red light (during night) in both directions when trap points are open & no target or green light when trap points are closed.


Route Indicators

201

A common signal with route indicator is provided in lieu of separate signals on a bracketed post or a gantry.

A Route indicator may be of :

◦ Stencil type

◦ multi-lamp type

◦ junction type



DIRECTIONAL TYPE

ROUTE INDICATOR

MULTI LAMP TYPE

ROUTE INDICATOR

STENCIL TYPE

ROUTE INDICATOR

[For all speeds] [Speed up to 15 kmph] [Speed up to 15 kmph]

Route Indicators

203

BLOCK SECTION LIMIT BOARD AND SHUNTING LIMIT BOARD



205

SPEED

INDICATOR

‘S’ MARKER

BOARD

TERMINATION

INDICATOR

CAUTION

INDICATOR

VARIOUS INDICATOR USED BY PERMANENT WAY

DEPARTMENT





Adequate Distance

Signal overlap

Block overlap

Sand hump


Adequate distance

210

• GR 1.02 (2), Adequate Distance means the distance sufficient to ensure safety.

• This is the length of track in advance of a signal which must be kept clear before the signal next in rear can be taken off.

ACTUAL ROUTE OF HOME SIGNAL SIGNAL OVERLAP

FOR HOME SIGNAL

HOME STATER

PORTION TO BE KEPT CLEAR BEFORE HOME SIGNAL IS TAKEN OFF


Adequate distance (contd.)

211

Conditions for taking off various Stop Signals reflect this requirement:

GR 3.40: The Home signal shall not be taken off unless,

On a double line the line is clear for an adequate distance beyond the starter, or

On a single line, line is clear for an adequate distance beyond the trailing points.

(except at a terminal station or unless the train has been brought to a stop in rear of it)


GR 3.42: The LSS or IBS shall not be taken OFF for a train unless Line Clear has been obtained from the block station in advance.

212

"LINE CLEAR IS GIVEN BY STN 'B' TO STN 'A'

LSS OF STATION 'B'

STATION 'B'

HOME

SIGNAL OF STN 'B'FIRST STOP

RUNNING LINE

STN 'A'STATION 'A'

ACTUAL ROUTE OF LSS OF STN 'A'

BLOCK OVERLAP

PORTION OF TRACK TO BE KEPT CLEAR BEFORE

LSS OF

BLOCK SECTION



213

"LINE CLEAR IS GIVEN BY STN 'B' TO STN 'A'

LSS OF STATION 'B'

STATION 'B'

HOME

SIGNAL OF STN 'B'FIRST STOP

RUNNING LINE

STN 'A'STATION 'A'

ACTUAL ROUTE OF LSS OF STN 'A'

BLOCK OVERLAP

PORTION OF TRACK TO BE KEPT CLEAR BEFORE

LSS OF

BLOCK SECTION

GR 8.01 (1) (b) & (c ) : Such Line Clear shall not be given unless the line is clear not only up to the FSS but also for an adequate distance beyond it.



GR 9.01(c ) ( i ): The automatic signal shall not assume ‘off’ aspect unless the line is clear not only up to the next Stop signal in advance but also for an adequate distance beyond it



Adequate distance

215

Important: This condition does not apply for Home signal at terminal stations and also if the train has been brought to a stop outside the home signal.

In other words, The length of track in advance of a stop signal, which should be kept clear before the (stop) signal next in rear can be taken off is known as adequate distance.


Adequate distance – Signal Overlap

216

• GR 3.40 dealing with conditions for taking off Home Signal laid down that

– the adequate distance shall not be less than 180 meters for 2 Aspect signals and

– not less than 120 meters for multiple aspect or MLQ signals.

• GR 9.01 dealing with Automatic Signals laid down that

– the adequate distance shall not be less than 120 meters.


Adequate distance – Block Overlap

217

• GR 8.01 (2a&b) read with GR 3.42 dealing with conditions for taking off LSS laid down that

– The adequate distance shall not be less than 400 meters for 2 Aspect signals and

– not less than 180 meters for MAS or MLQ signals


Overlap

218

For taking off Home signal for reception on loop lines, overlap may be provided :

either by providing a dead end siding or

by providing a sand hump or

by setting the points for the main line.

GR 5.19 (2) A sand hump or a snag dead end shall not be obstructed for any purpose and when it has become obstructed, it shall cease to be a substitute for the adequate distance for the purpose of taking off signals.


Sand hump


220

Braking Distance, Sighting Distance & Visibility of Signals


Braking Distance

221

• The distance travelled by a train after its brakes are applied is known as the Braking Distance.

• When normal or service brakes are applied (shutting off power and gradual application of brakes), the distance travelled is called Service Braking Distance (SBD).

• When emergent brakes are applied (shutting off power and full application of brakes), the distance travelled is called Emergency Braking Distance (EBD).


Braking Distance

222

• Braking distance is a function of speed, brake power, gradient, condition and type of rolling stock, condition of rails, curvature, wind speed etc.

• Since these factors are difficult to assess, trials are conducted by RDSO to determine the EBDs of different types of trains, locomotives etc. at various speeds and results are published and circulated periodically.


Sighting Distance

223

• Sighting distance is the distance over which the most restrictive aspect of a signal is visible from the locomotive cab.

• Every signal must be so located as to provide the minimum SD necessary for it.

• After sighting a signal, the driver reacts to it and then applies brakes (if required).

• Reaction Distance (RD) is the distance travelled by the train during this time. Therefore, SD should be equal to or more than RD+EBD.


Sighting Distance for FSS

224

• For 2 aspect signals, since there is no pre-warning,

SD = RD + EBD

• For multi aspect signals, since there is pre-warning,

SD = RD only (because EBD is available between the sighted signal and the next signal where the train may have to stop).


Sighting Distance for other signals

225

• It is a good practice to ensure that in a station yard every signal is visible from the signal next in rear.

• EBD for full load passenger trains on level gradient at 100 KMPH is typically about 1200 Metres.


Visibility of Signals

TWO ASPECT SIGNALS

• Outer Signal:

– 1200 Metres in sections where the sectional speed is 100 KMPH or above.

– 800 Metres where sectional speed is less than 100 KMPH.

– Where minimum visibility as above cannot be achieved, Warner may be separated.

– With the Warner separated, the minimum visibility of Outer shall not be less than 400 meters.



Other signals

• Warner on a post by itself : 400 Metres

• Home Signal : 400 Metres

• Main Starter Signal : 400 Metres

• All Other Signals : 200 Metres

• Where adequate visibility of stop signals cannot be provided, repeating or co-acting signals shall be provided to ensure combined visibility.

• In case the combined visibility is less than the distances prescribed above, speed restrictions shall be imposed.



MULTIPLE ASPECT SIGNALS

• Distant Signal 400 Metres

• Inner Distant Signal 200 Metres (where provided)

• All Stop Signals 200 Metres

If it is not possible to ensure 200 Metres (7 to 8 seconds) continuous visibility of any stop signal while approaching it, a suitable speed restriction shall be imposed.


Isolation & Simultaneous Reception


Isolation: Definition

230

• Isolation means a condition in which a line is separated from all adjoining lines in such manner that it cannot be fouled by any movement taking place on the adjoining lines.


Isolation: Requirements

231

GR 4.11 Limits of speeds while running through stations

(1) No train shall run through an interlocked station at a speed exceeding 50 kmph ... unless the line on which the train is to run has been isolated from all other lines by the setting of points and interlocking is such as to maintain this condition during the passage of the train.

(2) In every case in which trains are permitted to run through on a non-isolated line, all shunting shall be stopped and no vehicle unattached to an engine or not properly secured may be kept standing on a connected line which is not isolated.


Isolation: Requirements

232

Rules for the opening of a Railway for the public carriage of passengers as laid down:

• All passenger running lines shall be isolated from all goods lines or sidings connected thereto.

• (1) All goods running lines may be isolated from all sidings connected thereto.

• (2) It is not necessary to isolate one goods receiving line from another

• (3) Isolation may be accomplished by -

– (a) connection to another line or long siding;

– (b) the provision of short dead end siding; or

– (c) the provision of trap.


Isolation: Implementation

233

Main Line NOT Isolated from Line 1;

Hence run through speed cannot exceed 50 KMPH


Line 1

Line 2 (Main Line)

Line 3

Siding, Dead End, Single Derailing Switch


Derailing Switch, Dead End, Sand Hump


Slip Siding


Catch Siding


Isolation: Implementation

238

Main Line Isolated from Line 1 & 3;

Hence run through speed can exceed 50 KMPH


Line 1

Line 2 (Main Line)

Line 3

Simultaneous Reception - GR 3.47

239

Taking off signals for more than one train at a time - When two or more trains are approaching simultaneously from any direction, the signals for one train only shall be taken off, other necessary signals being kept at on, until the train for which the signals have been taken off has come to a stand at the station and

The signals so taken off for the said train have been put back to on, except where under special instructions, the interlocking or the layout of the yard renders a contrary procedure safe. 02.06.2020 S1 Basics of Indian Railway Signalling Ver.1.0

Simultaneous Reception

240

GR 5.16 Shunting during reception of trains - When signals have been taken off for an incoming train on to a line which is not isolated, no shunting movement shall be carried out towards points over which the incoming train is to pass.




Line 1

Line 2 (Main Line)

Line 3

UNIDIRECTIONAL


242

Line 1

Line 2 (Main Line)

Line 3

UNIDIRECTIONAL




Line 1

Line 2 (Main Line)

Line 3

UNIVERSAL


Sand Hump


Sand Hump

246

Systems of Working

The methods of working of trains in a block section are known as systems of working


Systems of working

247

Chapter VII of GR describes the Systems of working

Systems of working:

The Absolute Block System,

The Automatic Block System,

The One Train Only System.

The Following Trains System,

The Train-staff and Ticket System, and

The Pilot Guard System


The Absolute Block System

248

Essentials (GR 8.01):

No train shall leave a Block Station unless LC has been received from Block Station in advance

On double line, such LC shall not be given unless

the whole of the last preceding train has arrived complete

all necessary signals have been put back to ‘ON’ behind the said train, and

line is clear up to FSS plus adequate distance beyond it


The Absolute Block System

249

Essentials (GR 8.01) contd. :

On single line, such LC shall not be given unless

the whole of last preceding train has arrived complete

all necessary signals have been put back to on behind the said train

line is clear up-to FSS plus adequate distance

and it is clear of trains running towards the station to which LC is being given.


The Automatic Block System

250

Essentials for double line (GR 9.01):

Line must be continuously track circuited

Line between stations is divided into Automatic Block Signalling Sections

Entry into each Section is controlled by MACL stop signals

Track Circuits control the aspect of signals

OFF aspect only when line is clear up-to next signal plus overlap (120 m)



251

Essentials for single line (GR 9.03):

Line must be continuously track circuited

Direction of traffic only after LC has been obtained from station in advance

Train to start from the station only after direction of traffic has been established

LC shall not be granted unless line is clear up-to FSS plus overlap



252

Essentials for single line (GR 9.03):

Line between stations is divided into Automatic Block Signalling Sections

Entry into each Section is controlled by MACL stop signals

Track Circuits control the aspect of signals

OFF aspect only when line is clear up-to next signal



253

Aspect Control:

Yellow when one signalling section plus overlap is clear

Green when two signalling sections plus overlap is clear (in 3 aspect territory)

Double Yellow when two signalling sections plus overlap is clear (in 4 aspect territory)

Green when 3 signalling sections plus overlap is clear (in 4 aspect territory)


Three Aspect Automatic Signalling


255

Four Aspect Automatic Signalling



256

Minimum equipment of signals (GR 9.04)

Manual stop signals at stations

a Home

a Starter

an Automatic stop signal in rear of Home signal of the station

one or more additional auto signals in between block stations (GR 9.05)



257

Points to remember:

Track is continuously track circuited

Signals display ‘OFF’ aspect normally when there are no trains

Signals are replaced automatically to on with the passage of trains past them

Drivers are authorised to pass automatic signals after observing certain precautions



258

Conditions for taking OFF manual signals in auto territories:

Home signal except at terminal station

Line to be clear up to Starter plus overlap (120m)

Last stop signal

Direction of Traffic has been established

Line is clear up to next signal (automatic) or

(manual) plus overlap (180m)



259

What happens if an Automatic signal is

defective:

Signal can be at ON due to TC failure or some other defect

Driver should stop and wait in rear of signal one minute during DAY Two minutes during NIGHT

If signal remains ON, inform Guard by whistle code & hand signal and proceed at restricted speed (15 kmph or less) till he reaches the next signal

Then be guided by the aspect of next signal 02.06.2020 S1 Basics of Indian Railway Signalling Ver.1.0

Classification of Stations

Block Stations,

Non - Block stations.

Class A station

Class B station

Class C station

Class D station


GR 1.03 Classification of stations

261

1. Stations shall, for the purpose of these Rules, be divided into two categories

• Block Stations, and

• Non - Block stations.

2. Block stations are those at which the Driver must obtain an authority to proceed under the system of working to enter the block section with his train; and under the absolute Block System consist of three classes-


Classification of stations

262

Class A stations - where Line Clear may not be given for a train unless the line on which it is intended to receive the train is clear for at least 400 meters beyond the Home signal, or upto the Starter;

Class B stations - where Line Clear may be given for a train before the line has been cleared for the reception of the train within the station section; and

Class C stations - block huts, where Line Clear may not be given for a train unless the whole of the last preceding train has passed complete at least 400 meters beyond the Home signal, and is continuing journey. This will also include an Intermediate Block Post.

Class D stations or Non-block stations are stopping places which are situated between two consecutive block stations, and do not form the boundary of any block section.







Equipment of signals

268

Two aspect Lower Quadrant (GR 3.29)

Class of Station

Minimum Equipment Additional Equipment

A

B

Warner, Home, Starter

On single line - Outer, Home On double line - Outer, home,Starter

Warner, Home

Warner (if trains run through at > 50 kmph

Adv Str /SLB (GR 3.32)

C



269

Manually operated Multi aspect (GR 3.27)

Class of Station

Minimum Equipment

Additional Equipment

A

B

Does not exist

Distant, Home, Starter

Distant, Home

Adv Str / SLB

C



270

Provision of Advanced Starter, SLB and BSLB

At class B single line stations: • Adv. Str or SLB required if obstructing of line outside

Home is to be permitted. • Distance between AS or SLB and opposing FSS shall not

be less than 400m (for 2 aspect) or 180m (for MA) At class B double line stations: • BSLB only for MA and MLQ stations • Only where there are no points or outermost points at

approaching end are trailing • Located not less than 180m in advance of Home signal

and shall protect the fouling mark of the outermost trailing points, if any


Comparison between A & B class stations

271

class “A’ stations

• Exist only in 2 aspect signalling.

• Used only under special circumstances.

• There is no station section.

• No shunting after LC is given.

• LC cannot be given to both sides simultaneously.

• LC cannot be given unless reception line is clear.

• Obstruction is protected by 2 signals

class ‘B’ stations

• Exist in 2 aspect as well as in multi-aspect signalling

• Most stations are B class, more trains can be dealt

• There is a definite station section

• Shunting is possible.

• No such restriction.

• No such restriction.

• Obstruction is protected by one signal.


Points to remember

272

• class ‘A’ station exists only in 2 aspect LQ signalling. It restricts flexibility and hence has become obsolete now.

• On double line, starter is specified as minimum equipment since it is the authority to enter the block section (there being no token)

• class ‘C’ stations do not need starters because no train is booked to stop there, they are intended to split DL block sections in an economical manner near terminals.


• MAS combines the advantages of Class A & B working, as there is station section & shunting may be permitted in the face of app. Train.

• There is a separate distant signal repeats the home & distinguishes all movements thus possible to control the speed within station limits.

• The reduced overlaps enables quicker crossings. Signals repeat the signals in advance and when correctly located eliminates the problem of sighting distances, repeating signals etc.,

273

Points to remember



Standards of Interlocking

275

INDIAN RAILWAY SIGNAL ENGINEERING MANUAL, PART - I (1988 EDITION)

Addendum and Corrigendum Slip No. 6 (RB's Letter No. 2003/SIG/SEM/3 Dt. 19.05.2004) Chapter VII, Para 7.131, Section M Important Minimum Signalling features.

Sl.No ITEM As per New Revised Para 7.131

Std I® Std II® Std III® Std IV®

Allowable Speed

(Kmph) Upto 50 Upto 110 Upto 140 Upto 160

1 Isolation Y* Y Y Y

2 2A Semaphore/ MAS 2A/MA 2A/MA MA MA

3 Double Distant N Y** Y Y

4 Point Operation Mech Mech/Elec Mech/Elec Elec

5 Point Locking Key/FPL/HPL FPL/Pt M/c FPL/Pt M/c Clamp type

direct %



276

INDIAN RAILWAY SIGNAL ENGINEERING MANUAL, PART - I (1988 EDITION)

Sl.No ITEM As per New Revised Para 7.131

Std I® Std II® Std III® Std IV®

Allowable Speed

(Kmph) Upto 50 Upto 110 Upto 140 Upto 160

6 Point Detection Mech/Elec Mech/Elec Mech/Elec Elec

7 Lock Detection N Y Y Y

8 Interlocking Key/Mech Mech/Elec/Electronic Mech/Elec/Electron

ic Elec/Electronic

9 Track Circuiting N Mech: Run thro lines

Elec/Electronic: All RLs All Running Lines All Running Lines

10 Block Working Token Token / SGE # SGE / TC # SGE / TC

11 Preventing SPAD N N N Y %

* speed not exceeding 50 kmph, if permitted all shunting to be stopped, no vehicle unattached to an engine or not properly secured may be kept standing on a connected line which is not isolated

** Double Distant on sections where goods trains have a breaking distance of more than 1 Km

% Desirable # At CPI or high density routes, Means for verifying complete arrival of train by suitable means.



OPERATION OF POINTS


Point in general

1. Points, which are used to divert trains from one line to the other, will become a source of danger unless adequate precautions are taken, points are said to be facing when they are approached from the toe end.

2. Even a casual study of points will indicate that for movements in the facing direction more precautions should be taken.

3. The points should be correctly set, i.e., the closed switch should be housed correctly against the stock rail and the open switch should be well clear of the corresponding stock rail.

4. The points should be prevented from becoming unlocked during the passage of a train.


Location of point and range of operation

1. Points must be so located that movements over them shall be within the view of the cabin or other location from which they are worked, unless an approved alternative for direct vision by cabin man, e.g., electric indication, is provided.

2. The distance at which points may be worked by rodding is

must not exceed 320m except where the stroke at the lever

tail is not less than 200 mm in which case the above distance

may be increased to 460m


Location of point and range of operation

3. The correct setting of switches should be proved or detected before a signal can be taken OFF for a movement in the facing direction 4. This is performed either by the signal wire (or wires) itself or by a separate wire (or wires) operated by an independent lever in the case of mechanical signalling and by electrical detection in the case of power signalling. 5. Two switches are coupled together by at least two flexible stretcher

bars (The thick wed switches with clamp type locking may not have

stretcher bars) to flex equally in the normal and reverse positions.

6. It is important that gauge at all points and crossings are correct. A

metal gauge tie plate is used for this purpose where the points are laid

on wooden sleepers.

.


Parameter for setting of switches

• No gap is permitted between the closed switch and the stock rail. It is usual to ensure that the points cannot be locked or detected with a 3.25mm obstruction, placed 150 mm (six inches) from the toe, between the switch rail and stock rail. • The switches are coupled together and, therefore, the detector checks only the independent movement of each of the two switches over the correct stroke of 115 mm in Broad Gauge and 100 mm in Metre Gauge.



Speed of train over point Standard wise

1. Points in which the only equipment is a gauge tie plate and a padlock for locking them in position, and which may or may not be locally operated are said to be un-interlocked. 2. A speed restriction of 15 KMPH is imposed over them in the facing direction and of 50 KMPH in the trailing direction. 3. Unrestricted speed in the trailing direction is, however, permitted on the straight road if the points are interlocked with signals, even though locking and detection are not provided.

282


Speed of train over point Standard wise

4. On points interlocked to standard I requirements, a speed of 50 KMPH is permitted in the facing and unrestricted speed in the trailing direction when the points are set for the straight.

5. When set for the turnout, speed will be further restricted by the curvature of the turnouts (15 KMPH in the case of 1/12) in both facing and trailing directions.

6. On points interlocked to standards II, III and IV speeds of 110,140 and 160 KMPH are permitted in the facing direction respectively and unrestricted speeds in the trailing direction on the straight road.

7. When set for the turnouts speeds will be further restricted by the curvature of turnouts (15 KMPH in the case of 1/12 and 10 KMPH for 1 in 8 1/2 turnouts).

8. There should be no change in gradient within 30 m for BG, 15m for MG. from points and crossings.

283

Principles of Slotting:

• The term `Slotting' has come to mean in signalling parlance the control of a signal by source or sources other than the operating source. • The control of signals by more than one source is much more frequent than in the use of points. • A slotted signal cannot be taken ÒFF' unless the controls from

all remote locations have been operated, but it should be possible

for any one of the controlling agencies to replace the signal to its

most restrictive aspect.

INTER CABIN CONTROL


The purpose of slotting is :

•To ensure that the points located on the line controlled by the signal including the overlap are set correctly and facing points locked and the line is clear, before the signal is taken off and •These conditions are maintained until the train movement is completed. •In other words, no other conflicting or fouling movement is allowed to take place and the points are not altered until the train movement is completed.

INTER CABIN CONTROL



INTER CABIN CONTROL

286

Types of Controls Slots

1. The following types of Controls/Slots are in general use in mechanical installations:

(a)The mechanical lever lock worked by key transmitted electrically (b)The electric lever lock (c)The electric signal reverser post type

2. The design, construction and maintenance of the various types of slots are dealt with elsewhere.


Level Crossings


Level Crossings

289

What and Why

Classification

Requirements



Level Crossings

What and Why

291

When road traffic crosses the rail traffic at the same level, they are known as level crossings.

At level crossings, the road is brought upto the level of rail table and guard rails are provided to ensure clearance for wheel flanges.

LCs become necessary because the alternative of over/under bridges is very expensive


What and Why

292

A level crossing will have an arrangement to stop road traffic on either side of the X - ing (except at D class X - ings).

This arrangement can be swing gates, lifting barriers or even a chain across the road.

It will have check rails to keep the flange-way clear.

Provision of Warning signs are mandatory on either side of the LC for warning road users


Norms for deciding Class of a LC

293

Classification is done considering class of road, visibility and volume of road and rail traffic

Number of trains per 24 hrs. multiplied by number of road vehicles per 24 hrs. gives the Train Vehicle Units for the LC.

Category I, TVUs more than 3000, Category II , less than 800m visibility to road users and TVU more than 2500 manning should be done.

TVUs over 20,000 Qualifies for interlocking.

Min TVUs should be 1 lakh to become eligible for ROB/RUB on cost sharing basis.


LC Gates are classification depends on

•Depends on nature of road

•The no. of road vehicles passing

•The no. of trains passing.


LC Gates are classified

1. SPL – Class - More than 50,000 (TVU)

2. ‘A’-Class – More than 30,000 (TVU)

3. ‘B-1’ – Class – More than 25000 (at least 750 buses/day) [TVU]

4. ‘B-2’- Class- More than 20000 (TVU)

5. ‘C’ – Class – All there road user

6. ‘D’ – Class – For cattle crossing.

“Sensor will be taken once in three years, 7 days consecutive, on an average”.


1. TVU- Train Vehicle Unit (train unit x vehicle unit)

2. Train, Motor vehicle, bullock carts & tongues – 1 unit

3. Cycle rickshaw & auto rickshaw – ½ unit

4. Visibility of manned gate – 5M.

5. Fencing parallel to the track – 15M

6. Gate lodge –6M from center of track

7. Speed Breakers – 20M from center of track

8. Height gauge – 8M from center of track

9. Gate post – 3M from center of track

10. TVU is more than 6000 or L.C.Gate visibility is poor –Un manned gate is converted into Manned gate.

Additional nformation For L.C.Gates


Classes of level crossings

297

• Special class : TVUs > 50,000

• A’ class : TVUs > 30,000 and <50,000

• B1 class : TVUs > 25,000 and <30,000

• B2 class : TVUs > 20,000 and <25,000

• C’ class (Md) : Category I > 3000 Cat II > 2500

• D’ class : Cattle crossing

(TVU’s > 20,000 Shall be Normally kept open to Road Traffic C’ class if interlocked, shall be normally kept open to RT)

If average number of trains is less “say up to 14 in a day”, the normal position can be changed to “Open to road traffic” regards less of TVU’s


Sl.

No. DETAILS

CLASSES

Other

Stipulations

Special

Class

> 50,000

‘A’

> 30,000

< 50,000

‘B1’

> 25,000

< 30,000

‘B2’

> 20,000

< 25,000

‘C’

Cat I > 3000

Cat II > 2500

1 Interlocking Gates with Signals

a If within station

limit Should be interlocked with station signals

Should be

interlocked with

station signals

b If outside the

station limit Should be interlocked with gate signals

Should be

interlocked with

gate signals

Sub Urban &

Auto section all

to be

interlocked

c Normal position Open to road traffic

Open to road

traffic if

Inter Locked

2 Telephone Communicated from the Gate lodge

a

Within or

outside station

limit

Telephone to be provided with the ASM's office with all the

manned LC Gates



Sl.

No. DETAILS

CLASSES

Other

Stipulations

Special

Class

> 50,000

‘A’

> 30,000

< 50,000

‘B1’

> 25,000

< 30,000

‘B2’

> 20,000

< 25,000

‘C’

Cat I > 3000

Cat II > 2500

3 Warning bell or Hooters operated by App Trains

a

Within or

outside station

limit

Should be provided Should be

provided

4 Type of Lifting Barrier

a

Within or

outside station

limit

Electrically Operated Lifting Barrier EOLB in SU

5 Approach Locking

a To be provided in Sub Urban section

Others - DA Locking -30 sec

To be provided

in SU

Others - DAL-30

sec for EOLB



Gate Signals

300

SEM 7.43 A Gate Stop Signal shall be fixed at an adequate distance from the gate.

SEM 7.44 The Gate Stop Signal shall be provided with ‘G’ marker except where prohibited under special instructions.


Interlocked Gates outside Station Limits

301

SEM 7.45.1

TALQ signalling, a Stop Signal at 400 metres from the gate shall be provided.

Where the section is provided with separate Warner signals, such a signal shall be provided at a distance of not less than 1.2 km from the Gate Stop Signal.

SEM 7.45.2 :

Multiple aspect/modified lower quadrant signalling, a Stop Signal at 180 metres from the gate and a Distant signal at 1 km in rear of the Stop Signal may be provided.


Interlocked Gates within Station Limits

302

SEM 7.46.1 On sections provided with two aspect lower quadrant signalling,

(a) The Outer Signal shall be located at a minimum distance of 400 metres from the gate;

(b) Where the Outer Signal cannot be so located and the Outer Signal falls in between Home Signal and Gate, a separate Gate Signal may be located at a distance of 400 metres in rear of the gate;


303

(c) Where there is adequate visibility of Outer Signal as prescribed in para 7.7.1, the Gate Signal shall work independent of the Outer Signal;

(d) Where the visibility of Outer Signal is not adequate, the Outer Signal shall be shifted and combined with the Gate Signal where feasible or inter slotting arrangement shall be provided between the Outer Signal and the Gate Signal.



304

SEM 7.46.2 On sections provided with Multiple aspect/modified Lower Quadrant signalling, when the interlocked gates are situated between Distant and Home signal-

(a) The Gate Signal shall be located at 180 metres in rear of the gate;

(b) The Distant Signal shall be located at not less than 1 km in rear of the Gate Signal and will function as Gate Distant as well.



Gate Stop

Signal

Gate Stop Signal in Automatic Block Territory (Letter A shall be lit only when gates are closed and locked against road traffic)

Refer GR 3.17

A AG

Gate Stop Signal in semi-automatic territory (Letter A shall be lit only when gates are closed and locked & points are correctly set and locked. Letter AG shall be lit when points are correctly set and locked but gate is open or defective.)

G G A


Protection of Level Crossings outside Station Limits

306

GG

G

Note : Goods Warning Board to be provided if the speed of Goods train exceeds 72 KMPH

B.O180M

1KM

1.4KM

Fig (b) MAUQ

1.4KM

1KMB.O

400M

G

Fig (a) 2 - ASPECT

MAUQ


L.C Gate is between outer and advance starter

307

B.O400M1KM

BD

180MS.O

• The gate interlocked with outer and with advance starter • L.C. gate is not provided with `G' Marker.


308

• Interlocking will be extended up to Up home signals in addition to the Down Homes, up advance starter and starters

• L.C. gate is not provided with `G' Marker.

180MS.OB.O

400MBD

1KM

L.C Gate is between Home and Advance starter


Level Crossings at Class À' and `C' Stations

309

DNUP

400MB.O

1KMBD400M

(i)

BD400M

B.O400M1KM

OR

(ii)

@

Up direction, gates are interlocked with the starter signal, if distance between starter and the level crossing is less than 180m the interlocking should be extended to the Up home signal also


Level crossing located within station limits in MAS signalling

310

P

(3) (2) (1)S.O

120M1KM.B.DB.O

180M

UP STARTERS

STARTERUP.ADV.

UP DN

DN.DISTANT

BOARD

1.4 KM

DN.HOME

GOODS WARNING

The gate shall be interlocked with down Homes, up starter, up advance starter and up Homes


Level crossing located within station limits in Double Line MAS signalling

311

BSLB

180M

1.4 KM

P

1KM

The gate shall be interlocked with down Homes, up starter, up advance starter and up Homes


L.C gate is between the down Homes and up advance starter

312

P

180M

1KM

180M

P

1KM

1.4 KM

The gate should be interlocked with Homes and advance starter only


313

P

(i)

STARTERUP.ADV.

HOMESROUTING

HOMEDISTANT

1KM

1.4 KM

180M

P

180M

1KM

L.C gate is little away from the down Homes, The gate interlocked with down Home signal and the up advanced starter and with routing homes if required.

If the gate is just in rear of the Homes the Home may be shifted at 180m in rear of the gate

L.C gate is between the down Home and Down Distant


314

G

GP

HOME

CUM GATE DISTANTADV. STARTER

STOP SIGNALGATE

GATE

LESS THAN BD

120M180M

180MHOMEDISTANT FOR

GATE CUM

(ii)

DISTANT

1KM

1.4 KM

L.C. gate is located more than a train length in rear of the Homes and less than BD. (1km) between gate signal and Homes. The gate stop signals in both directions have to be provided with `G' marker at 180 m in rear of the L.C gate

Sr. Distant Gate cum Distance Home Remarks

1 YELLOW RED ----- Stop at Gate Signal

2 DOUBLE YELLOW YELLOW RED Stop at Home Signal

3 DOUBLE YELLOW YELLOW YELLOW / YELLOW WITH ROUTE Going to be received on main line / loop line

4 GEREEN GEREEN GEREEN Train is on run through via main line


315

Sr. Distant Gate cum Distance Home Remarks

1 YELLOW RED ----- Stop at Gate Signal

2 GEREEN YELLOW RED Stop at Home Signal

3 GEREEN DOUBLE YELLOW YELLOW / YELLOW WITH ROUTE Going to be received on main line / loop line

4 GEREEN GEREEN GEREEN Train is on run through via main line

L.C gate is just ahead of the Distant Signal and far in rear of Homes. The gate stop signals with `G' markers are provided on either side of the L.C. gate at 180 metres The down distant will have only yellow and green aspects, the YY (attention) aspect can be dispensed with


Section Capacity

• The maximum number of trains that can be dealt on a given section of Railway during the period of 24 hours, is called the Section Capacity.

• It is expressed as number of trains each way on single line


Scott’s FORMULLA:

• 24 x 60

C = ------------ x E x 1/2

T + t

Where, C = Section Capacity

T = Running Time of slowest train to pass Ruling Block Section

t = Average Time required for Sginalling and Block operations

E = Efficiency factor (80)

Section Capacity


Section Capacity


Tp = Running time of Passenger train

Tg = Running time of Goods train

Cg = Section capacity of Goods train

• On single line section the line capacity can be augmented by improving `T' and `t' of Scott's formula, as well as the È' factor, T can be reduced by

Section Capacity


– Reducing the length of block section by providing additional crossing stations.

– Increasing speed by providing better mode of traction, tracks, rolling stocks and signalling.

`t' may be reduced by introducing

o Higher standard of interlocking

o Token less block instruments

o Panel interlocking

o CTC and Automatic signalling

Section Capacity


Section Capacity

• È' (Efficiency factor) can be improved by proper time tabling, punctuality, staff efficiency, upkeep of equipments,

• Efficient operation, adequate number of loop lines, suitable length of block section and IBS on double line, etc.

• Simplification of rules, training of staff is also the factors to improve the operating efficiency.


Principles of Signal Engineering

• Failsafe feature

• Normal Danger system

• Zero Sighting Distance

• One aspect one indication

• Visibility from the place of operation

• Overlaps

• Operation friendly

• RAMS

• Uniformity of signals

• Continuous visibility to Driver

• Independent Block & Yard signaling

• Minimum signals on a route


Fail Safe Design

• Safety of passengers and efficiency of operation being the twin purposes for which fixed signals are installed.

• Each and every apparatus and circuit employed in a signalling system shall be so designed that a failure occurring in any of the component parts of the system results in the signal or signals controlled by the system displaying their most restrictive aspects.


RAMS

• Reliability, Availability, Maintainability and Safety shall be important consideration in the design of apparatus, circuits and systems

• The aspects of fixed signals shall be distinctive and unambiguous

• One aspect shall have but one name and one indication, conversely for a given indication the same aspect shall be used everywhere and at all times.


• The action required by a signal indication shall be definite and capable of easy implementation.

• Each and every signal shall afford the sighting distance required, of it.

• The number of fixed signals provided shall be the minimum for each route.

• The overlaps required for each system of aspects shall be clearly specified.


RAMS


Essentials of Interlocking

Lever frames and other apparatus provided for the operation and control of signals, points, etc., shall be so interlocked and arranged as to comply with the following essentials. 1. It shall not be possible to take’ OFF ‘ a running signal,

unless all points including isolation are correctly set, all facing points are locked and all interlocked level crossings are closed and locked against public road for the line on which the train will travel including the overlap.


Essentials of Interlocking

2. After the signal has been taken’ OFF’ it shall not be possible to move any points or lock on the route, including overlap and isolation, nor to release any interlocked gates until the signal is replaced to the ‘ON ‘position.

3. It shall not be possible to take ‘OFF’ at the same time, any two fixed Signals which can lead to any conflicting movements.

4. Where feasible, points shall be so interlocked as to avoid any conflicting movement.


THANK YOU


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