RAILWAY ENGINEERING

TOPIC:
Signalling and Control system
CONTENT:
SIGNAL
1.Definition
2.Modern Signalling principles
3.Types of Signal
4.Signals According to Location
5.Coloured Light Signals

Control System
1.Introduction
2.Various Control System
3.One engine system only system
4.Train Staff and Ticket System
5.Space Interval Method or Absolute Block System
6.Automatic Block System OR Automatic Signalling
7.Centralized Traffic Control System (CT C)
8.Automatic Train Control System (A.T.C.)
 Signalling
Defination :

#SIGNALLING Signalling. Signalling consists of the systems, devices and means by which trains are
operated efficiently and tracks are used to maximum extent, main- taining the safety of the passengers,
the staff and the rolling stock. It includes the use and working of signals, points, block instruments and
other equipments.

#Railway signalling is a system used to direct railway traffic and keep trains clear of each other at all
times. Trains move on fixed rails, making them uniquely susceptible to collision.

Objectives of Signalling

The objectives of signalling are as follows.

(a) To regulate the movement of trains so that they run safely at maximum permissible speeds.

(b) To maintain a safe distance between trains that are running on the same line in the same direction.

(c) To ensure the safety of two or more trains that have to cross or approach each other.

(d) To provide facilities for safe and efficient shunting.

(e) To regulate the arrival and departure of trains from the station yard.

(f) To guide the trains to run at restricted speeds during the maintenance and repair of tracks.

(g) To ensure the safety of the train when it comes in contact with road traffic at level crossings.

ENGINEERING PRINCIPLES OF SIGNALLING

Following engineering principles should be followed in design and provision of signals and signalling
systems.

(1) Every apparatus and circuit employed in signalling system should be so designed that a failure in any
or all the components of the system results in most restrictive aspect i.e, alternate techniques to check
the failures must be employed.
(2) In the design of apparatus, circuits and systems, the factors, like reliability, simplicity and financial
aspects should be considered.

(3) The aspects of fixed signals should be distinctive and unambiguous, Le, one aspect should not be
mistaken for the other.

(4) A given signal aspect must convey the same indication to the driver at all times, at all places and
under all circumstances.

(5) The action required by a signal should be definite and capable of easy implementation.

(6) Each and every signal should afford the maximum possible sighting distance. (7) The number of fixed
signals for each route should be kept minimum.

(8) The overlaps for each system of aspects should be clearly specified and there should be gradual
reduction in overlaps as the number of aspects increases.

Stop Signals :

The principle design of semaphore signals is to show the stop position of any failure that happens to be
in the apparatus.

It is also known as the “semaphore type”.

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 block bands.

Under some special circumstances, a stop signal may be passed at slow speed after the train has been
brought to a standstill at the rear of the signal.

Warner SignalSignal placed ahead of the stop signals to warn the driver before entering the
station.These signal are similar to stop signals with the exception that at their free end V notch is cut to
distinguish it from stop signals.

Warner signals are placed generally at about 540 m away from the stop signals.

A warner signal is used only in two-aspect signalling . Its purpose is to warn of an approach to a stop
signal further ahead, or to advise a driver of the condition of the block section being entered

Semaphore is one of the earliest forms of fixed railway signals. These signals display their different
indications to train drivers by changing the angle of inclination of a pivoted 'arm'. Semaphore signals
were patented in the early 1840s by Joseph James Stevens, and soon became the most widely used form
of mechanical signal. Designs have altered over the intervening years, and colour light signals have
replaced semaphore signals in most countries, but in few they remain in use.
Disc Signals:

These are shunting which are used for low speed movements during shunting operations.

They consist of circular discs with red bands on white background.

SIGNAL INDICATIONS

1)When red band is Horizontal: STOP

2)When red band is inclined: PROCEED

The most common position-light signals used for shunting show two white or yellow lights arranged
horizontally for the on position, and two lights at an angle (the one to the left being higher) for the off
position.

Signals are used to indicate one or more of the following:

That the line ahead is clear (free of any obstruction) or blocked

That the driver has permission to proceed

That points (also called switch or turnout in the US) are set correctly

Which way points are set

The speed the train may travel

The state of the next signal

That the train orders are to be picked up by the crew.

Colour-light Signals

There are three systems of colour-light signalling in use. (In IR terminology, the term Multiple-Aspect
Colour-Light signalling includes both 3- and 4-aspect signalling, and 2-aspect signalling is usually treated
as a variant of 2-aspect semaphore signalling. Hence the classification below is not the same as IR's.)

Two-aspect colour-light signalling – In this, each signal has two lamps (one above the other). The higher
of the two is a green lamp, and the lower one is a red lamp. The green lamp when lit indicates clear (the
proceed indication), and when the red lamp is lit, the signal is said to be in the on position, displaying its
most restrictive indication.
Three-aspect colour-light signalling – In this, each signal has three lamps arranged vertically. The top one
is green, the middle one yellow, and the bottom one is red. The red and green lamps indicate indications
as in the 2-aspect system, and the yellow lamp shows the caution indication.

Special signals such as repeaters may have other combinations, e.g., two lamps, green above yellow.

The obvious advantage of colour-light signalling over semaphore signalling is the higher reliability of
electrical control over the signals compared to the mechanical means for operating semaphore signals.
Colour-light signals do not suffer from distance limitations as semaphore signalling does (exception:
powered semaphore signalling), allowing signal controls to be placed conveniently together even if the
signals themselves are far away.

Outer Signal:

In horizontal or stop position it indicates that the driver must bring his train to halt within 90 m before
outer signal and than proceed to the home signal with caution.

In the inclined or proceed position it indicates that track and platform is clear and proceed normally
without any danger.

Home Signal:

After the outer signal towards station is a stop signal and exactly placed at the station limit is called
home or stop signal. Its main function is to protect the stations.

The permission to enter the platform is given by the operation of this signal.

The maximum unprotected distance between the signal and the point is 180m

Starter Signal:

This signal is provided at the forward end of platform and controls the movement of the train as they
leave the station.

It gives permission to the train to leave the platform for next station.

No train can leave the platform unless this signal is lowered, that is why it is called starter signal.

A separate signal is provided for each line.

Route Signalling:

Signals are provided at junctions for two reasons; first to inform the driver that the route is set for his
train and second to ensure that no conflicting or unsafe moves are made through the junction.
Some junction signals are set up to show a green aspect for the main route and a yellow aspect for a
diverging route, so that the driver is given a warning of a speed reduction being required for the
diverging route as well as the white lights.

Repeating signalling:

A repeating signal or repeater is one placed to the rear of a signal in order to provide early indication of
the indication of the signal. It is an advisory signal and therefore permissive and may always be passed.
A repeater has only two positions, on and off.

Call on:

A calling-on signal is used to allow a loco or train to move into a block section or a track within station
limits, which is or may be already be occupied by another train or loco.

Hand signalling:

Hand Signals.

(1) All hand signals shall be exhibited by day by showing a flag or hand and by night showing a light as
prescribed in these rules.

(2) During day a flag or flags shall normally be used as hand signals. Hands shall be used in emergencies
only when flags are not available.

Fixed signals

On most railways, physical signals are erected at the lineside to indicate to drivers whether the line
ahead is occupied and to ensure that sufficient space exists between trains to allow them to stop.

Detonating signals

it is also known as detonators or fog signals,

They are appliances which are fixed on the rails and when an engine or a vehicle passes over them,

they explode with a loud report so as to attract the attention of the Driver.
 Control System
Signalling is a method of conveying information. In the railway system,
the route for a train at a station is set by the station staff and the loco pilot
has no control over the route. Hence for safety of train movement, the loco
pilot has to be advised of the route set for him as whether he is required to
slow down or go fast at full speed. This is done by means of signalling.
Why control system is required??????
To control the movement of trains with a view to ensure safety by
preventing accidents.
To maintain a safe distance between trains that are running in the same
line in the same direction.
To provide facilities for safe and efficient shunting.
Communications Based Train Control (CBTC) Systems
Necessary characteristics of CBTC systems include:
1) High resolution train location determination, independent of track
circuits
2) Continuous, high capacity, bi-directional train to wayside data
communications
3) Train-borne and wayside processors performing vital functions

Positive Train Control (PTC) Systems

PTC systems help in preventing accidents caused by train operators or
dispatcher errors and characteristics include:

1) Train separation or collision avoidance

2) Line speed enforcement
3) Temporary speed restrictions
 4) Rail worker wayside safety

Train Control Data Communication Centres

These centres are train traffic systems that use state-of- the-art solutions
for both transit and mainline rail systems. The design is based on a network
distributed architecture and applies industry-standard approaches in both
hardware and software. This open architecture results in systems that are
flexible, modular and cost-effective, with specialized modules for advance
scheduling functions in transit and dark territory control in railroads.

Solutions to Safety Requirements

WSP understands client needs and requirements with regard to train control
systems, and our objective is to provide the best and safest solutions.

VARIOUS CONTROL SYSTEM

"One engine system only" system

"following train" or "time interval system“

"pilot guard" system

" train staff and ticket" system

"absolute block" or "space interval" system

"automatic block" system also called automatic signalling"

"Centralized traffic control" system (CT C)

"automatic train control" system (AT C)

"cab signalling and continuous automatic train control with automatic

train protection

anti collision system

One engine system only system

When railways first started, company probably possessed only one engine
and few carriages. Only one train is therefore allowed to run at any time,
and question of any collision do not arise. Unless the engine has returned
no other engine can be sent on line. This system is suitable for small section

following train" or "time interval system

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
This system is particularly adopted under following conditions:
In case of emergencies such as failure of the block telegraph and telephone
system.
On short double line branches.

Train Staff And Ticket System

It is similar to pilot guard system in which there is only one and only one
authority for permitting train to enter the section, the train staff.
In thus case the train staff or ticket issued by the station master where the
train staff is positioned at that time, take the place of pilot guard on his
ticket as the authority for taking the train into the section.
Train can follow one another at fixed intervals from the station where train
staff is situated
This system is used under specific occasions such as:
A failure of block-telegraph or telephone system in case of a single line.
 In double line , when one line is out of order and the other line is to be used
for up and down trains.

"absolute block" or "space interval" system

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.
Each station has two block instruments;
One for the station ahead and the other for the previous station.
These are electrically interconnected.
Essentials of the Absolute Block System :

No train should leave a block station unless permission received from the block
station.

No train should be given permission to approach a “Block station” unless,

In case of double line

In case of single line

When the two trains are running on the same line and in the same direction.

The first train has arrived at its proper position within home.

All the signals behind the first train have been put back to “ON”
positions.

The line is clear not only upto the first stop signal of the station
but also for an

adequate distance beyond it.

 All the switches or points have been set.

Facing points locked

Trailing points bolted

Essentials of the Lock & Block system -

The following are the essentials of the Lock & Block System -

(a) It shall not be possible to take ‘Off’ last Stop signal to permit a train to
leave a block station until ‘Line Clear’ has been received from the block station in
advance.
(b) The entry of a train into the block section shall cause the last Stop
signal to be automatically replaced at ‘On’.
(c) Line Clear shall not be given by the block station in advance until the

preceding train has passed over the section clearing track circuit or it’s
equivalent and until stop signal/signal in rear of the train have been replaced to
‘on’ position.

automatic block" system also called automatic signalling

The signals are automated and operate in conjunction with track circuiting or
other means of detecting the presence of a train in a block section.

When a train enters a block section, the stop signal protecting that block changes
automatically to on or the stop aspect.

As train moves ahead out of that block and into the next block , the signal aspect
changes automatically to Caution.

In multiple aspect signalling. When the train is 2 blocks ahead the aspect then
changes to attention , and them to proceed when the train has passed 3 blocks
ahead.
In 3 aspects signalling , the aspect changes to proceed when the train is 2 block
sections ahead.

ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE -

(1) where trains on a double line are worked on the Automatic block system -

(a) the line shall be provided with continuous track Circuiting or axle
counters,

(b) the line between two adjacent block stations may, when required, be
divided into a series of automatic block signalling sections each of which
is the portion of the running line between two consecutive stop signals,
and the entry into each of which is governed by a stop signal, and

(c) the track circuits or axle counters shall so control the Stop signal
governing the entry into an automatic block Signalling section that -

(i) the signal shall not assume an ‘Off’ aspect unless the line is clear
not only upto the next stop signal in advance but also for an
adequate distance beyond it, and

(ii) the signal is automatically placed to ‘On’ as soon as it is passed by

the train.
(2) unless otherwise directed by approved special instructions, the adequate
 distance referred to in sub-clause (i) of clause (c) of sub-rule (1) shall not be less
than 120 meters.

Centralized traffic control system (CTC)

The system consists of a centralized train dispatcher's office that controls railroad
interlockings and traffic flows in portions of the rail system designated as CTC
territory.
One hallmark of CTC is a control panel with a graphical depiction of the railroad.
On this panel, the dispatcher can keep track of trains' locations across the
territory that the dispatcher controls.
Larger railroads may have multiple dispatcher's offices and even multiple
dispatchers for each operating division.
These office are generally located near the yard & station.

1. Traffic control system (TCS) or centralized traffic control (CTC) is a block

system under which train movements are authorized by block signals whose
indications supersede the superiority of trains for both opposing and following
movements on the same track.
2. Signal control – train movements are controlled by signal indication, usually by
a dispatcher at a remote location via codeline, modem, or data radio.
Definitions Control - A request sent from the dispatch office for an operation of a
device at control point.
A request for a switch to throw or a signal to clear.
This is either a direct request from the dispatcher or an automated request
from the control computer. (A stored route)
Indication - The information sent from the control point conveying the events
that occur at that control point.
A signal clearing or track circuit becoming occupied.
his is initiated by any change of a condition monitored at the control point.
Automatic train control (ATC) is a general class of train protection systems for
railways that involves a speed control mechanism in response to external
inputs. For example, a system could effect an emergency brake application if
the driver does not react to a signal at danger.An automatic train control
(ATC) system integrates all the vital and non-vital functions that guarantee the
safe operation of trains. It comprises three sub-systems, which include
onboard and wayside equipment:

Automatic Train Supervision (ATS)

Automatic Train Operation (ATO)
Automatic Train Protection (ATP)
These sub-systems, together with a full interlocking system, perform the
following functions:

Signalling
Automatic train protection
Traffic management
Automatic train control also includes automatic train operation functions.