2. Elements of a Signaling Yard
• Signals
• Track Circuits
• Points
2
3. CLASSIFICATION OF SIGNALS
SIGNALS
FUNCTION PURPOSELOCATION OPERATION
STOP
WARNER
DISC
COLORED
OUTER
HOME
STARTER
ADVANCE
ROUTING
REPEATER
CALL ON
HAND
FIXED
DETONATING
3
4. STOP SIGNAL
The length and width of arm vary from
120-167 cm and 23-35 cm respectively
The outer end of the arm is about 2.45 cm
Broader than that of the hinged end
It is placed on the left hand side of the
direction of movement of train
The side of the arm facing the driver is
painted red with white band near the end
The other side is painted white with black
bands
7.67 m
4
5. WARNER SIGNAL
These signals are similar to stop signals with the
exception that at their free end V notch is cut to
distinguish it from stop signals
Signals placed ahead of the stop signals to warn the
driver before entering the station
Warner signals are placed generally at about 540 m
away from the stop signals
SIGNAL INDICATIONS
Inclined Position: Track is clear and driver can
proceed with confidence
Horizontal Position: Deriver can take his train
upto Stop signal cautiously
5
6. SEMAPHORE AND WARNER SIGNAL
Semaphore and Warner Signals can be placed on same the
pole. Semaphore is placed on top and the Warner at about
2 m below it
SIGNAL INDICATIONS
Both in Horizontal Position: Neither approaching
section nor next block is clear
When Semaphore is inclined and Warner Horizontal
proceed with precaution i.e. section up to station is clear but
not the block beyond.
Both in Inclined Position:
Track is clear and proceed
with confidence
SEMAPHORE
WARNER
6
7. SEMAPHORE
Operation Time Position Of Arm Position Of Signal Indication Given
Horizontal Arm ON Stop
Inclined At 60o
or 45o
OFF Proceed
Red Light ON Stop
Green Light OFF Proceed
Day Time
Night Time
STOP SIGNAL
8. DISC SIGNAL
These are shunting signals which are used for low speed
movements during shunting operations. They consist of
circular discs with red bands on white background
SIGNAL INDICATIONS
When Red band is Horizontal: Stop
When Red band is Inclined: Proceed
8
10. ASS
SSHS
OS
OHS
SIGNALS ACCORDING TO LOCATION
INTERLOCKING STANDARDS
STANDARD-I Applicable for station for train speeds upto 50 kmph
STANDARD-II Applicable for station for train speeds upto 75 kmph
STANDARD-III Applicable for station for unrestrictedspeeds 10
11. ROUTING SIGNAL
When many branch lines diverge in different directions
from the main line, it is very difficult to provide individual
signal for each line at the divergent point.
In such situations various signals for main line and
branch lines are fixed on the same vertical post. These
signals are called routing signal. Generally signal for main
line is kept higher than those for branch lines
11
12. Track Circuits
• Track Circuits are devices that convey the presence of a train on a
specified length of a track
• There are many types of track Circuits available as follows:
1. DC Track Circuits
2. High Frequency Track Circuits (HFTC)
3. Audio Frequency Track Circuits (AFTC)
4. Axle Counters ( Digital & Analog )
12
23. Points
• Points also referred to as switches are mechanical
devices in the railway to change the path that
trains may take through a junction. The switch
positions are called normal and reverse
• These mechanical switches can be manually or
Electrically Operated to Change From Normal to
Reverse or Vice-Versa
23
26. REFERENCES
• Indian Railways Year Book 2002-2003
• http://www.railway-technical.com/sigtxt2.shtml
• http://www.eng.ox.ac.uk/InvensysUTC/other%20research/railway-
points-machine
26
HISTORY OF RAILWAY SIGNALLING
1825: FIRST RAILWAY LINE FOR GOODS
TRAFFIC WAS OPENED BETWEEN
DARLINGTON TO STOCKTON(U.K.)
UNIFORMED MEN ON HORSES GUIDED THE TRAIN
1830 : FIRST PASSENGER TRAIN BETWEEN
LIVERPOOL AND MANCHESTER
POLICEMAN WERE POSTED AT FIXED INTERVALS
1838 : POLICEMEN WERE REPLACED BY
FIXED MECHANICAL SIGNALS
1853 : FIRST TRAIN SERVICE INTRODUCED
ON INDIAN RAILWAYS,
SEMAPHORE SIGNALS WERE USED.
Signaling: By which the movement of the train is controlled
Increasing line capacity
Providing systems on safe principles.
Preventing conflicting movements of trains.
INTERLOCKING:
An interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings.
Interlocking system use mechanical devices both to operate the signaling device and ensure their safe operation.
Electrical relay interlocking were used.
RRI means the station is interlocked and worked with control panel located in RRI office.
Control panel has a geometrical layout of the entire yard controlled by route interlocking.
Indication Panel is the points setting of the route approach locking and provides in front of the SM(panel).
A term used for the logical relationships between physical entities in the railway yard such as points, signals, track circuits, and so on. In SSI, this is programmed in the Software; in relay-based interlocking this is hardwired into the relay circuitry, and in ground-frame interlocking it is manifest in the mechanical linkages between physical components
RRI Stands for Route Relay Interlocking.
An Interlocking System When built
completely using Electro mechanical relays is
called as Route Relay Interlocking System .
SSI Stands for Solid State Interlocking. An Interlocking System When built using Electronics replacing traditional Mechanical Levers and Electro mechanical relays is called as Solid state Interlocking System.
SSIs are required to replace the existing RRI and PI Systems Since the traditional systems are very expensive and difficult to maintain because of the huge number of relays and mechanical levers used. SSIs are a better solution to the older systems since they are costing only ¼ the cost of RRI or PI and the maintenance cost is negligible and are easy to maintain.
Types of Signalling Systems in Railways
Time Interval Method
Trains are Spaced Over an length of a track in such a way that , if the first train stops, the following train driver should be able to stop the train in sufficient distance without colliding with the first one.
This type is used where traffic is less and weight of the trains are less, e.g: Trams
This Type of System cannot be used in Passenger rails since weight and traffic is High
Space Interval Method
In this method of “Control Over Movement”, the length of the track is divided in to sections called Blocks. The Entry of a train in to 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 definite space interval.
If the signal is red the trainstop is raised and, if the train attempts to pass it, the arm strikes a "tripcock" on the train, applying the brakes and preventing motoring.
The Overlap
If a line is equipped with a simple ATP which automatically stops a train if it passes a red signal, it will not prevent a collision with a train in front if this train is standing immediately beyond the signal.
If Train 2 was to overrun Signal A2, the raised trainstop (shown here as a "T" at the base of the signal) would trip its emergency brake and bring it to a stand within the overlap of Signal A2.
Although it is protected by Signal A123 showing red, the driver of Train 2 may see the green signal A121 behind Train 1 and could "read through" or be confused under the "stop and proceed" rule.
So, where there is a possibility of a green signal being visible behind a train, overlaps are track circuited as shown in Fig. 5. Although there is no train occupying the block protected by Signal A121, the signal is showing a red aspect because the train is occupying the overlap track circuit or "replacing" track circuit, as it is sometimes called. This will give rise to two red signals showing behind a train whilst the train is in the overlap. The block now has two track circuits, the "Berth" track and the "replacing" track.
Many railways use an "Absolute Block" system, where a vacant block is always maintained behind a train in order to ensure there is enough room for the following train to be stopped if it passes the first stop (red) signal. In Figure 6, in order for Signal A125 to show a proceed aspect (green), the two blocks ahead of it must be clear, with Train 1 completely inside the block protected by Signal A121.
Types of Signalling Systems in Railways
Time Interval Method
Trains are Spaced Over an length of a track in such a way that , if the first train stops, the following train driver should be able to stop the train in sufficient distance without colliding with the first one.
This type is used where traffic is less and weight of the trains are less, e.g: Trams
This Type of System cannot be used in Passenger rails since weight and traffic is High
Space Interval Method
In this method of “Control Over Movement”, the length of the track is divided in to sections called Blocks. The Entry of a train in to 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 definite space interval.
Track circuits work by running a circuit using the rails to connect a power source at one end of the block with a relay at the far end. The relay and power source are connected to each rail by cables. As long as the circuit is complete, low voltage power flows down one rail, through a relay, and returns to the power source via the other rail. If the circuit is complete, the relay will be energized, which keeps signals in the "clear" position. If the circuit is broken, the system fails in a safe manner. A broken rail or a failed power source causes the relay to become de-energized and report the section of track as occupied.
An unoccupied track circuit is shown in diagram "A". The power source is located at the number "1", with the relay shown at number "2". The completed circuit is shown in green on the diagram.
A train is detected because it shorts the circuit. In railroading, this is called "shunting" the circuit. When a train enters a block, the metal wheels and axle conduct the circuit as a short cut which bypasses the relay. This de-energizes the relay, which causes signals to report the block as occupied. This is reflected in diagram "B": "1" shows the power source, "3" is the wheel/axle of a train, and "4" is the de-energized relay.
Metro's track circuit system ("C") is a little more advanced. In Metro's case, each block has a relay on each end called a "Wee-Z bond". These bonds are split between blocks. Each one acts as a transmitter for one block and a receiver for the adjacent block. If a given block's transmitter ("5") and receiver ("6"), located on opposite ends of the block, have a complete circuit, the block is considered unoccupied, and therefore safe for trains to enter.
If, however, a train is in the block, the transmitter/receiver circuit is broken, stopping subsequent trains from entering the block. Speed commands are sent to the train in the block through the transmitter bond. The commands are sent as high-frequency audio waves through the running rails. The ATC computer uses data from the blocks to determine which blocks are occupied, and therefore how to space trains.