Signaling and control system

Signaling is a system in which trains are operated efficiently and tracks are
utilized to a maximum extent by using various devices safety of the
passenger and rolling stock.
It involves working of Signals, Points, block instrument etc.,

Objects of signaling
1. To provide facilities for the movement of trains.
2. Ensure safety between two or more trains which cross or approach each
other.
3. Maximum utility of the track.
4. Guide the train movement during maintenance and repairs.
5. To provide facilities during shunting operations.

Types of signals
Signals are classified
characteristics:

into

various

1. According to their function.

2. According to their location.
3. According to their operation.
4. Special characteristics.

categories

based

on

following

1. According to their function:

a) Semaphore type or stop signals:

The normal position of semaphore signal is stop position.

The component parts are as described below:
1.) Movable arm: Movable arm is pivoted on the horizontal pin know
as spindle near the top of the post. The arm is 1.2 to 1.7 mt long, 23
cm to 25 cm wide at inner edge and 25 to 35 cm wide at the outer
edge. In the normal position the arm is horizontal. The signals are
placed on the signal post, on the left hand side of the direction of
the movement of train and the movable arm projects towards the
track for indicating the signal. The arm is painted with red and white
vertical bands. The rear side is painted with white in place of red
and painted black in place of red. The height of the center of the
arm above the ground is 7.5 mt.
2.) A crank rod is fixed to the horizontal pin on which semaphore is
fixed so that they move together. A CAM is provided with a lever
revolving around a pin and one end is fitted with a weight and the
other end is attached to a wire which passes over pulleys.
3.) Spectacle frame is provided in the arm and it consists of a red glass
at the top and green at the bottom with lighting arrangements at
night. In some signals yellow light is also provided in the middle.
Working principle of semaphore signal: The position of signal is
horizontal and is called as ON position which indicates Stop or
Danger. The signal can be lowered by pulling the wire at angle 45 0 to
600 it is said to be in OFF position which indicates proceed.
Various indication of semaphore signals are:
Sl.No. Operation
Indications

Time Position of arm or

Position of signal

Color of light
1.

Day

a)Horizontal arm
b) Inclined arm at

ON

OFF

STOP
Proceed

450 to 600
2.

Night

a) Red light
b) Green light

ON
OFF

STOP
Proceed

c) Yellow light

2. Warner Signal

Proceed cautiously

This is similar to semaphore signal and is combined with the semaphore

signal at the entrance of the station. It is provided with a V-notch at the free
end. The warner signal is placed at the same post of the semaphore signal
and it function is to warn the driver about the signal ahead.
It is fixed on the same vertical post carrying outer signal at 1.8 to 2.1 mt
below the semaphore signal.

3. Shunting signals (Disc or ground signal):

Shunting signals are used for shunting operations in station yards.

They are of the shape of a circular disc with a red band on a white
back ground. The disc can be revolved in a vertical plane by lever
arrangements. Two light holes are provided for red lamp and for
green lamp.
When the red band is horizontal position or it shows red light at night it
indicates STOP.
When red band is inclined position at 45 0 or shows green light at night
indicates PROCEED.

4. Colour light signal:

To meet the increased traffic requirement semaphore signals are replaced by

high intensity beam of colour light signals both during day and night. They
may be of Two aspect (green and red), Three aspect (green, yellow and red),
Four aspect(green, yellow, red and yellow), Five aspect (with additional
yellow and green).
Special lenses are used to throw a beam of power full light in the level of
drivers eye which can be seen on the brightest day also.
2.

According to their location:

a) Reception signal: The signals which control the reception of
trains into a station are called reception signals. They are Outer
signal and Home signal.

1. Outer Signal: Outer signal is the first stop signal for the

trains entering from the block section. It is kept at a distance

of 540 mt for BG and at 400 mt for MG from the point. It is
fitted with semaphore and warner signal and driver should

be able to stop trains at a distance of 90 mt before the outer

signal in case of Stop-position and then proceed to Home
signal with a caution. If it is in Proceed position then drivers
can take train at speed assuming the Home signal is green.
2. Home Signal: Home Signal are also called as door signal as

they are kept at door of the station. It has bracketed arms to

indicate which line is to be used. The route is properly set
before the signal arm is taken to OFF position and this
protect the line which is already occupied. It is provided with
as many arms as the number of diverging lines. It is kept at a
distance of 180 mt from the points.
b) Departure

signals: Departure signal controls the

dispatch of trains from the station. They are Starter Signal
and Advance Starter Signal

1. Starter signal: Starter signal is the limit up to which

stopping train can come to a stand halt. Separate starting

signal is provided for each line. It is the last stop signal at
a station. No train can leave the station without starter
signal showing the Proceed position.
2. Advance Starter Signal: Advance starter signals are

provided beyond the points at a distance of 180 mt from

the points. It is the last stop signal at the station and no
more control of the station master of that station.

3.

According to their operations:

a) Detonating Signal: When there is a foggy and cloudy weather
and when hand signals or fixed signals are not visible, detonators
are placed on rail at a distance of 400 to 600 mt ahead of the
signal to enable the train to either stop or obey the signal ahead.
These detonators consist of containers of explosive which
explode with sound drawing the attention of drivers.
b) Hand Signal: Hand signals are either by flags during the day or
lamps of movable glass of red, green and yellow during the
night.

4.

Special characteristics:
a) Repeater signal or co-acting signal:

When the drivers vision is obstructed by an over bridge or sharp

curves in the alignment a signals are obstructed. In such cases a
repeater signal same as the signal ahead with the duplicate arm
of smaller size is provided at suitable location. This signal is
called repeater signal and is linked with the main signal ahead
and both are operated when the lever is pulled. For this reason it
is also called as Co-acting signal.
b) Routing signals:

In large stations where the number of lines is more which is

taking off from a main line, routing signals are provided at the
home signals. Lowering of any such signals indicates the track
for which points are set. The signals for main track are at higher
level while the signals for other diversion are at lower level.
C) Calling on signal:

Calling on signals consists of small arms below and parallel to home signals
on the same post. When the Vehicle stopped at the Home signal sometimes
given with the calling on signal to proceed cautiously if the line is already
occupied.
d)Point indicator:

It consists of a rotating lamp which can rotate about the central axis and is
enclosed in a box of four sides. When the points are set to main track the
indicator will show white target during day or white light during night. When
the points are set for a branch line the indicators will green target during day
or green light during night. This rotates along with point setting and is used
to indicate the route to the drivers.
e) Miscellaneous Signals:
1) Caution indicator: When the track is under repairs, the
driver should be cautious to reduce the speed and be prepared
to stop at any moment.
2) Speed indicator: Shows the speed at which driver should
drive the train.
3) Shunting indicator: Shows the limit of shunting operations.
4) Termination Signal: Shows the termination of speed and
further drivers can drive normal speed.

Control systems
Control of movement of trains: Basic necessary of the control
is to Safety, Speed and improve traffic density. The most commonly used
system in Indian Railways is the Absolute Block System. In the block system
railway line is divided into number of block sections.
The Block section is defined as the distance between the last stop signal of
one block and the first stop signal of the block in advance.
The various types of control system that work on railways are:
1. One engine only system: In this system only one train could run
at any time and no question of any collision. Unless this engine has
returned back no other engine can be sent on line. This is suitable for
small sections where shuttle trains run with one engine and rake. The
system was followed in the initial stages of the railway system when
only engine was used in the entire system.
2. Following train system: In this system a fixed interval of time is
maintained between consecutive train and this calculated on the basis
of keeping a sufficient distance between tail end of first train and head
of the next train so that it should not collide each other. The system
now used only in case of emergencies to send relief engine and in case
of failure of block telegraph and telephone systems and in short double
line branches.
3. Pilot guard system: In this system one individual known as pilot
guard accompanies a train to the station ahead and returns back to
the same station with the another train. No other trains are allowed in
the section until the pilot guard returns by other train in the opposite
direction. This system is used in case of failure of a block telegraph or
telephone system in single line and in double when one line is out of
order and the other line is to be used for both up and down traffic.
4. Train staff and ticket system: In this system a train staff or a
ticket is issued by the station master and he takes the position of a
pilot guard on his ticket as the authority for taking the train in to the
section. Trains can also follow one another at fixed interval of time.
5. Absolute Block system: In this system the track is divided into

sections called Block sections and Block station which are provided
with Block-Instruments in pairs at each station and all these are
connected in series by telegraphically and telephonically. A block
station is under control of station master and block section under the
joint control of both the station masters of adjacent stations.

Working procedure: Consider two Blocks AB and BC between the

Block stations A,B and C and train is approaching from A towards C.
1. Controller of trains informs the station master B that train is
approaching from A.
2. The station master at B operates his L block instrument and the SM
at A will operate his R block instrument (if both agreed after

telephonic conversation). The operation will give out one token at A

instrument and both the instrument will now inoperable for any
other token. Now no trains can be allowed to enter AB section.
3. A station master will now inform his east cabin men to set the
points and lower signals for off position for dispatching train. Also
B station master will inform his west cabin men to set the points
and lower signals for off position.
4. The token taken out from the instrument A is handed over to the
driver as an authority to enter the section AB and train starts
moving into the section.
5. Now station master at B will inform and the station master at C and
if agreed both will operate their Block instrument and a token will
released from block instrument from B.
6. After the arrival of the train at B station driver of the train hands
over the token to station master at B who will insert this token in
the instrument and make it normal.
7. Station master will inform his east cabin men to set the point for the
dispatch of the train towards station C and train enters the Block
section BC.
Different sets of tokens are used for different block sections.
6. Automatic Block system:

This is an improvement on absolute block system and avoids accidents due

to negligence. In this system trains follow the signals by themselves and
trains can follow each other between two stations. The sections between two
stations are divided into number of block section of about 5-7 kms. Track is
circuited fully. When the train enters a particular block, the electric current
puts the signal at danger position until the train has gone nearly by two
blocks ahead.
Working Procedure:
1. In this system three aspect signals are used and all the signals in
normal position are green.
2. When the train enters the first block section (BS-1), the green light at A
disappears and the red light appears automatically thus preventing the
entry of another train.
3. When the train enters the next block section (BS-2), the green light at
B turns red and red light at A turns yellow.
4. This indicates no train should enter the section BS-2 as red light at B
and trains can enter cautiously BS-1 because yellow light is at A.
5. When the train enters the BS-3, the green light at C will be red, red
light at B turns yellow and yellow light at A will turn green.
6. As such minimum of two block sections are kept between two trains for

safety purpose.
Advantages:
1. Due to automatic signaling human error is eliminated.
2. Reduces operational cost as less number of personnel is required.
3. Increase the efficiency as traffic density is increased and reduces
the requirement of locomotives and coaches.
4. No block instruments are required.
5. Failure of electricity will put the signals in danger position ie.,red
and this causes some delay.
6. Diesel traction and electric traction can be used efficiently.

7.Centralized traffic system:

It is centralization of operation of all points and signals at various station on
a section at one single location and the control of all points and signals by a
single official
The signal cabins are not required. The points and signals are interlocked.
The entire illuminated diagram for the track showing the position of points,
Signals are displayed on the traffic panel for the entire track with their
reference number and signals and points are set by a button system. There
are number of thumb switch below the diagram. The person controlling the
panel is known as dispatcher.
Advantages:
1. Defects of track can be easily detected.
2. Points and signals can be operated within 30 seconds by a push
button.
3. The track capacity is increased considerably and trains can run at
maximum speed.

8.Automatic train control system:

In this system track is electrically circuited and also electric fittings are
provided at the wheels of the locomotive. When the drivers fails to obey the
signal at danger position, red light continues to lit bell keeps on ringing in the
drivers cabin for 5 seconds to warn him. If he still fails to apply a brake, then
brakes will be automatically applied and train comes to rest.