CLI - 01

Basics of Signaling,
MACLS,
SIP & SEM
Introduction
Need for Signaling in Railways :
• Running trains safely by securing it`s intended path.

• Handle more trains effectively.

• Unambiguous & Timely Communication to Loco Pilot for

regulating speed of train.

• The Train Loco Pilot is very much dependent on the aspect of

the signal for controlling the speed of the train.
 Railway Signalling conveys the following
• Timely information to Loco Pilot for regulating speed of his
train.
• Information is conveyed by a signal showing various aspects.
. Many signals are interlinked for giving prior information.
A signal ensures
• Physical clearance of intended path.
• Securing various points in the path.
• Closure of Level crossing gates.
• No other train is moving in this path.
 S30 HR Circuit
CH2 CH2 CH3 CH3 S30 S30 S30 S30ACO 22 SH10 SH23
B24 LPR FR LPR FR UYR1 UYR2 JSLR CAR LXPR ASPR2 ASPR1

19 12 11 19 12
RWKPR1 NWKPR1 RWKPR1 RWKPR1 NWKPR

20 12 11 20
RWKPR1 RWKPR1 NWKPR1 RWKPR1
A

20B TPR 30 S30 S30 ASR S30 TSR S30 S1A ASPR1 CH1 FR CH1 LR
TPR ASPR2 UCR

19 27 27 27 UL 15KL 15 12A S27 12 S30-ULT 20

RWKPR1 OVSR OVSPR1 OVSPR2 TPR NWKR KLPR TPPR RECR NWKPR2 RPR NWKPR1

S27 12 S30-ULAT
HECR RWKPR1 NRPR S30 HR

20 19 19 28 28 28 UM S28 S30-UMT 12B 12

11 11B 26-28T S30 20 19 S30 S30 S30 S30 22 S30
NWKPR1 TPPR NWKPR1 OVSR OVSPR1 OVSPR2 TPR RECR NRPR TPPR NWKPR2
NWKPR2 TPPR TPR GNR1 NWKPR1 NWKPR1 UGR UECPR UCR UCR LXPR1 ASPR1 N 24

S28 HECR
20 S30 S30
RWKPR1 UGR UECPR
S28 DECR
19 18 26 26OV
NWKPR2 RWKPR1 19
26OV
20A OVSR RWKPR1
SPR1
SPR2
TPPR S28 S30 S30
DR HR UECPR

18A/B 18A/B 18A 18B

TRSR2 TRSR1 TPPR TPPR1 13 13B TPR 11A S30-CLAT 11
RWKPR2 TPR NRPR RWKPR2 S28 S28
DECPR DECPR

S26
20 18A/B CL 13A HECR 13 S30-CLT
RWKPR1 TRSR S26 NWKPR2 NRPR
TPR TPPR
RECR

B7/09 B8/09

Version 1.0
Interlocking
Interlocking
Cabin
Block Instruments
Block Instruments
 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 r a c k C ir c u it

1T

1TR
Track Circuit

Track circuits enabled introduction

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

Automatic Signalling was

introduced in Mumbay area during
1928.
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.
 Further developments (contd)

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

Further developments (contd)

 LED Signals, using a cluster of LEDs, have been

in use since 2001. They have much longer life
& are practically maintenance free.
 Further developments (contd)
• 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.
RELAY INTERLOCKING
RELAY INTERLOCKING
Electronic Interlocking
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

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.
 Further developments (contd)
• 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
 Further Trends

European Train Control System (ETCS):

• For AWS and ATC, 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.
 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.
Further Trends (Contd.)
Further Trends (Contd.)

CAB SIGNALLING
Actual Speed in Analog
(Yellow)
Permitted Speed
(Green)
Actual Speed Digital
(Yellow)
BASICS OF SIGNALLING
Various Types Of Signals
 TYPES OF SIGNALS
SIGNALS

VISUAL AUDIBLE

Hand Fixed Signal Warning Detonating Voice Whistle

Signals Signal Signals

Running Subsidiary

Two Aspect Multiple Aspect

Miniature Disc Position CLS
(TAS) (MAS)
Arm Type Light Type
Type Type

Semaphore CLS Semaphore CLS

LQ UQ
 Hand Signals

STOP:

PROCEED:
 Hand Signals

PROCEED
Cautiously:

Move away from

the person
Signalling:
 Hand Signals

Move towards the

person signalling

Move slowly for

coupling
Warning Signals

The signals to be used to warn the incoming train of an obstruction

shall be a red flashing hand signal lamp at night or a red flag during
day.
Detonating Signals
 Banner Flag

• 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.
Different types in fixed signals :

• Two Aspect Lower Quadrant Signals.

• Multiple Aspect Upper Quadrant Signals.
• Modified Lower Quadrant Signals.
• Multiple Aspect Colour Light Signals.
Multiple Aspect Colour Light Signals - Advantages

• 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.
 2-Aspect Colour Light Stop Signal

'ON' Position 'OFF' Position

Green

Red

Stop Dead Proceed

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

Stop Caution Proceed

 Multiple Aspect Colour Light Signals
I. Stop Signal (Three aspect)
ASPECT & INDICATION OF MULTIPLE ASPECT COLOUR LIGHT SIGNAL

ASPECT STOP CAUTION PROCEED

INDICATION STOP DEAD PROCEED & BE PROCEED

PREPARED TO STOP AT
THE NEXT STOP SIGNAL
Multiple Aspect Colour Light Signals
I. Stop Signal (Four aspect)
 Multiple Aspect Colour Light Signals
II. Distant Signal

Yellow

Green

Yellow Yellow

P P P

ASPECT Caution Attention Proceed

Proceed & be Proceed & be prepared to pass
prepared to stop next Stop Signal at such speed
INDICATION Proceed
at next Stop as prescribed by special
Signal instruction
Symbols used to show Signals
ANY QUESTIONS ?
 SUBJECTIVE QUESTIONS

1.Write different types of Signals used in IR?

2.Write a few advantages of Colour light Signals?.
3.Briefly explain Two aspect Signals?
4.Briefly explain Multiple aspect Signals?
5.Briefly explain Hand Signal and Warning Signal?
 OBJECTIVE QUESTIONS
1. Different types of signals used for train operation are __________ ( )

a) Fixed signals b) Hand signals c) Detonating signals d) all of these

2. Fixed signals are generally located on __________ of the track. ( )

a) Left hand side b) Right hand side c) Center d) a and b

3. Name of the permissive signals in MACLS are ________ ( )

a) Distant b) Inner Distant c) Warner d) a and b

4. Normal aspect of Distant signal in MACLS is ________ ( )

a) Caution b) Attention c) proceed d) stop dead

5. The _________ Aspect of MACLS is placed at Loco Pilot's eye level. ( )

a) Green b) Yellow c) Red d) Double Yellow

 OBJECTIVE QUESTIONS
Answers

1. d 2. a 3. d 4. a 5. c
Designation of Signals
 Signals at Stations

Multiple Aspect Signals:

Reception Signals: Despatch Signals:
• Distant
• Inner distant Starter
• Routing Advanced Starter
• Home

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

BLOCK SECTION LIMIT BOARD AND SHUNTING LIMIT BOARD
 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 protects
outermost trailing points, if any
Double Distant yard
Subsidiary Signals
 Subsidiary
Signals

Miniature Disc Position CLS

Arm Type Type Light Type Type
 Subsidiary Signals

• 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

• 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)

• 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.
 SHUNT SIGNALS (GR 3.14)
• 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 top-most 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 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.
• 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
 Position Light Type shunt signal

ON OFF
 Position Light Type shunt signal
SHUNT SIGNALS

Shunt signal below stop signal Shunt signal on independent post

GR. 3.13. : Calling-on signal.

Loco pilot to observe

Calling- On Signal
‘C’ Marker
▪ Calling-on Signal shall neither be capable of being worked at the
same time as the Stop signal above nor shunt signal below it (if
any).

▪ Calling-on signal shall lock and detect all the points in the route
including isolation points (if any), which the Main signal above it
detects excluding those in overlap.

▪ Calling-on signal requires all the level crossing gates in the route
to be closed and locked against road traffic.
▪ At stations where Station Master controls the reception and dispatch
of trains, such control shall be extended to Calling-on Signals also.

▪ It is required to provide track circuits at a suitable distance and a

time delay circuit to ensure that the Calling-on Signal is taken 'OFF'
only after the train has been brought to a stop.
▪ For reception signals, 5 rail length (65 meters) Calling-on track circuit
and 60 seconds time delay shall be provided.
▪ For dispatch signals, no time delay is required for taking off Calling-
on Signal. However provision for ensuring that the train has stopped
shall be covered in Station Working Rules (SWR) and to be ensured
by operating staff.
Indicators and Markers
 Indicators and Markers

 Indicators and Markers are provided on certain signals or

points to provide extra information to the Drivers.
Indicators and Markers
 Markers on Colour Light Signal Posts

C
P R
A
IB
Calling
A
On
Permissive Repeating
Semi Signal
Signal Signal
Auto Signal
Intermediate
Auto Signal
Block Signal
Markers on Colour Light Signal Posts

G A G A AG

Gate Signal Gate Signal in Gate Signal in Semi Auto

Territory when interlocked with
Auto Territory
Points also
Gate Stop Signal
Distant Signal
Colling on Signal
Automatic Signal
Semi Automatic Stop Signal

A
Gate Signal in Automatic Territory
Gate Stop Signal in Semi Automatic Territory
Gate Stop Signal in Semi Automatic Territory

Points are correctly set, locked

LC gate is closed properly and
signal is working as Automatic
Signal
Gate Stop Signal in Semi Automatic Territory

LC gate is defective but points are

correctly set, locked and signal is
working as Gate stop Signal.
 Route Indicators

 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
 Route Indicators

DIRECTIONAL MULTI LAMP TYPE STENCYL TYPE

ROUTE INDICATOR ROUTE INDICATOR ROUTE INDICATOR

[For speed > 25 kmph] [Speed upto 15 kmph] [Speed upto 15 kmph]
P.WAY Indicators
 CAUTION INDICATOR

• Caution Indicator – Caution Indicator shall be fixed at 1200 metres

on BG or at 800 metres on NG section from the point where speed
restriction is to commence.

• At site of permanent restrictions the speed ahead will be painted

on the Caution Indicator board.

• In the case of temporary restriction speed will be indicated by

small detachable number plates which can be changed.
P WAY Indicators
P WAY Indicators
P WAY Indicators
ANY QUESTIONS ?
 SUBJECTIVE QUESTIONS

1.Write different type of Multiple aspect Signals used in IR?

2.Write different type of Markers used in IR?
3.Write different type of Subsidiary signals used in IR?
 OBJECTIVE QUESTIONS
1. In Multiple Aspect Signalling a __________ signal is provided to indicate the Loco Pilot about the condition of the stop
signal ahead ( )

a) Warner b) Distant c) Shunt d) Flare signal

2. The signals, which control the movement of trains within the station section are ______ and _____ signals ( )
a) Calling –On sig b) Shunt signal c) Warning signal d) a and b
3. Automatic stop signals are provided with ______to distinguish the signal as a full automatic signal. ( )

a) ‘A’ Marker b) C- Marker c) R- Marker d) P-Marker

4. Intermediate block stop signals are provided with ___________ Marker board ( )

a) ‘A’ lit marker b) C- Marker c) IB- Marker d) P-Marker

5. Colour light calling on signals are provided with ___________ Marker board ( )

a) ‘A’ lit marker b) C- Marker c) R- Marker d) P-Marker

 OBJECTIVE QUESTIONS
Answers

1. b 2. d 3. a 4. c 5. b
What is “INTERLOCKING” :-

means an arrangement of signals, points and

other appliances, operated from a panel or lever
frame, so interconnected by mechanical locking
or electrical locking or both that their operation
must take place in proper sequence to ensure
safety.
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

signaling 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.
 RAMS
• 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.
ANY QUESTIONS ?
Standards of Interlocking
 Standards of Interlocking

For Present & Future Signaling Interlocking

Installations
 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.
As per New Revised Para 7.131
Sl.No ITEM
Std I®
Allowable Speed
Upto 50
(Kmph)
1 Isolation Y*
2 2A Semaphore/ MAS 2A/MA
3 Double Distant N
4 Point Operation Mech
5 Point Locking Key/FPL/HPL
6 Point Detection Mech/Elec
7 Lock Detection N
8 Interlocking Key/Mech
9 Track Circuiting N
10 Block Working Token
11 Preventing SPAD N
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.
 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.
As per New Revised Para 7.131
Sl.No ITEM
Std II®
Allowable Speed
Upto 110
(Kmph)
1 Isolation Y
2 2A Semaphore/ MAS 2A/MA
3 Double Distant Y**
4 Point Operation Mech/Elec
5 Point Locking FPL/Pt M/c
6 Point Detection Mech/Elec
7 Lock Detection Y
Mech/Elec/Elec
8 Interlocking
tronic
Mech: Run thro
lines
9 Track Circuiting
Elec/Electronic:
All RLs
10 Block Working Token / SGE
11 Preventing SPAD N
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.
 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.
As per New Revised Para 7.131
Sl.No ITEM
Std III®
Allowable Speed
Upto 140
(Kmph)
1 Isolation Y
2 2A Semaphore/ MAS MA
3 Double Distant Y
4 Point Operation Mech/Elec

5 Point Locking FPL/Pt M/c

6 Point Detection Mech/Elec
7 Lock Detection Y
Mech/Elec/Elec
8 Interlocking
tronic
All Running
9 Track Circuiting
Lines
10 Block Working # SGE / TC
11 Preventing SPAD N
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.
 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.
As per New Revised Para 7.131
Sl.No ITEM
Std IV®
Allowable Speed
Upto 160
(Kmph)
1 Isolation Y
2 2A Semaphore/ MAS MA
3 Double Distant Y
4 Point Operation Elec
Clamp type
5 Point Locking
direct %
6 Point Detection Elec
7 Lock Detection Y
8 Interlocking Elec/Electronic
All Running
9 Track Circuiting
Lines
10 Block Working # SGE / TC
11 Preventing SPAD 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.
 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.
As per New Revised Para 7.131
Sl.No ITEM
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 %

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/Electronic Elec/Electronic

Mech: Run thro lines Elec/Electronic:
9 Track Circuiting N All Running Lines All Running Lines
All RLs
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.
(i) The provisions of the above Table shall apply to future Signalling and
Interlocking Installations. Wherever existing installations do not fulfill these
requirements, existing speed of operation may be permitted to continue.

(ii) In case Block working is achieved directly through Electronic Interlocking,

provision of separate block instrument is not required.
(iii) Wherever Thick web Switches are provided, Direct Clamp Type Point
Machines shall be provided.

(iv) Generally when the automatic signals are provided with distance between
the signals not less than braking distance, then 3-aspect signals will serve the
purpose.
But if the distance between two consecutive signals is less than
braking distance On account of stations being very close or to
improve the section capacity by reducing the headway between
trains and reducing the automatic signalling sections, then the
automatic signals have to be provided with 4 aspects. In this case,
the sequence of aspects, when a train passes a signal is Red,
Yellow, double Yellow and Green as the train occupies the section
after passing a signal and clearing one section, two sections and 3
sections ahead of the signal respectively.
 Speed of train over point Standard wise

• . 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.
• 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.
• 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).
• There should be no change in gradient within 30 m for BG, 15m for
MG. from points and crossings.
ANY QUESTIONS ?
 OBJECTIVE QUESTIONS
1. The Maximum speed allowed in STD III revised interlocking is __________ ( )

a) 50 kmph b) 110 kmph c) 140 kmph d) 160 kmph

2. The Maximum speed allowed in STD IV revised interlocking is __________ ( )

a) 50 kmph b) 110 kmph c) 140 kmph d) 160 kmph

3. __________ of interlocking isolation is required. ( )

a) STD I R b) STD II R c) STD IV R d) all of these

4. Point Switch detection must be required for __________ interlocking. ( )

a) STD I b) STD II c) STD III d) all of these

5. All running lines should be track circuited in ____________ standard of interlocking. ( )

a) STD I b) STD III c) STD IV d) b and c

 OBJECTIVE ANS

1. c) 2. d) 3. c) 4. d) 5 c)
Braking Distance, Sighting Distance &
Visibility of Signals
Braking Distance

• 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

• 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

• 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

• 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

• 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 1200m.
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.
Visibility of Signals
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.
Visibility of Signals
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.
Signal Sighting Committee:
S.R. 3.26(i) Every signal whether newly erected or
resited on a section shall be inspected by a Sighting Committee,
before being brought into use. The Sighting Committee shall satisfy
themselves that the signal is correctly placed and focused for day and
night indications before certifying it as fit for use.

Foot-Plate Inspections (SEM 3.1.3)

The SSE(Signal)/Incharge, Sectional SSE/JE(Signal) shall carry out
footplate inspection of all signals by day and night in both Up and
Down directions over his entire jurisdiction as given below:

(i) Once in three months for SSE (Signal)/Incharge

(ii) Once a month for Sectional SSE/JE (Signal)
IRSEM
Need of IRSEM ?

In order to have safe working of train and the technical relation of the
equipment with the interlocking Unit Manual is required i.e. IRSEM

• Signalling Engineers design the system used to control Rail Traffic.

• The system includes equipment on Track such as
• Track Circuit.
• Point Machine etc.
• Interlocking for the safe operation of train.
What is available in Signal Engineering Manual ?

Technical integration of the General Rules(GR) for train operation .

o Essential of Absolute Block System.

o Essentials of the Automatic Block System.
o Intermediate Block signalling.
o Provision of equipment and their working is prescribed in SEM.
o Preparation of Signal Interlocking Plan (SIP) based on
Engineering Scale Plan(ESP) to suit the Interlocking requirement
of Signalling system.
Designing of the yard with Gradient:

o Station Yard .
o Catch Siding.
o Slip Siding.
o Equipment to be provided and use of them.
Standards of Interlocking:

Important Minimum Signalling Features:

Mobile Train radio communication (MTRC) or LTE or

any other Technology

STD I Not Compulsory

STD II Desirable
STD III Desirable
STD IV Required
Standards of Interlocking:

Important Minimum Signalling Features:

ATP (ETCS/TCAS/TPWS) with Cab Signalling for SPAD

mitigation

STD I Not Compulsory

STD II Desirable
STD III Desirable
STD IV Required
Standards of Interlocking:

Important Minimum Signalling Features:

Centralised Traffic Control (CTC)

STD I Not Compulsory

STD II Desirable
STD III Desirable
STD IV Desirable
Roll of Signal Engineering Manual in Train Operations

Fail safe Features:

Signal and interlocking circuits (including hardware and software as

applicable), shall be so designed and equipment so that in the event
of failure of any part of its connections and Circuits,

o The relevant signal shall remain at or return to its most restrictive

aspect .
o Points shall remain locked in their last operated positions.
Framing of General Rules to suit the interlocking:
Block Overlap: Shall not be less than 180 meters in case of multiple-
aspect signalling.(Ref: GR.8.01(2)(b)
o To ensure 180 Meter in the Block Equipment Operation.
o To ensure clearance of 180 meter by means of track circuit.
o To prepare Signal Interlocking Plan and check the avaiblity for ESP.
Signals – Location
(a) The number of signals and their height shall be limited to what is
necessary for Safety and operational requirements.
(b) Signals shall normally be on the left of, or above the line to which
they apply, unless authorized by special instructions to the contrary.
(c) Where signals are erected on right hand side, they shall be
provided with an arrow, pointing towards the applicable line.
Signal Passing at Danger (SPAD) mitigation:

To mitigate the adverse effects of a Train Passing Signal at Danger,

appropriate devices, circuits, methods may be provided as necessary
such as;
(a) Station staff shall set the relevant facing points to unoccupied line,
soon after the arrival of a previous Train, through a provision in Station
Working Rules (SWR).
(b) Train Protection Devices
(c) Any other approved type of method/Equipment.
Framing of General Rules to suit the interlocking:
Block Overlap: Shall not be less than 180 meters in case of multiple-
aspect signalling.(Ref: GR.8.01(2)(b)

o To ensure 180 Meter in the Block Equipment Operation.

o To ensure clearance of 180 meter by means of track circuit.
o To prepare Signal Interlocking Plan and check the avaiblity for ESP.
 S 18
UL OV- 18

S 20 113 B
S 19
OV- 19, OV2-18
UP Main

S 20 U(R)S 113 A

Signal Overlap: Shall not be less than *120 meters

Overlap: It is Signal Interlocking Unit, used for the clearance of

signal and should not be less than 120 Meters.

Importance to lock the point in case of simultaneous movement.

e.g When S-18 is taken Off S-20 cannot be cleared.
Essentials of Interlocking:(IRSEM 7.6.1)

Equipment's provided for the operation and control of signals, points,

etc., shall be so interlocked and arranged as to comply with the
following essentials;

(a) It shall not be possible to take 'OFF' a Main stop signal or a

Subsidiary signal, unless all points in the route, including overlap and
isolation (as applicable), are correctly set and locked and all
interlocked level crossing are closed and locked against public road,
and relevant t racks are unoccupied by vehicles and clear for the line
on which the train will travel.
(b) After such signal has been taken ‘OFF’, it shall neither be possible
to move any points nor unlock the route, including overlap and
isolation, nor to open any interlocked gates until the concerned signal
is replaced to 'ON' position.

(c) It shall not be possible to take 'OFF' any two signals simultaneously,
which can lead to conflicting movements
Fail safe Features:

Signal and interlocking circuits (including

hardware and software as applicable), shall be so designed and
equipment so installed and maintained with it`s connections, that the
relevant signal shall remain at or return to its most restrictive aspect
and Points shall remain locked in their last operated positions in the
event of failure of any part of its connections and circuits.
Signal Interlocking
Plan
Signalling Interlocking Plan
Signalling Interlocking Plan is prepared on the basis of Engineering
Plan.
Engineering plan shows the geographical details of a yard. It shows
various dimensions, gradients, points and crossings, cabin building,
relay room, SM’s office, passenger lines, goods lines, sidings, foot-over
bridges, platforms, quarters near station, railway boundary etc.
An Approved Engineering Plan is required before issue of Signal
Interlocking Plan. No work within a yard can be taken up till such time
the Engineering Plan and subsequently the SIP are issued to the effect.
Engineering Plan is approved by PCE.
SIP contains the information regarding type of Signalling & Interlocking
arrangements, method of operation of points, signals etc.
Various Inter-signal distances, overlaps and line capacities are also
detailed in SIP.
SIP also gives information regarding the type of block working and
telecommunication facilities provided at a station.
The Signalling Plan is approved by PCSTE.
 Information to be recorded in Signalling Plan
Standard of interlocking and class of station, Mileage of station
building.
Name of the station in full
Names of Adjacent stations, their distances, Type of Block Working
and location of block Instruments.
Holding capacity of all running lines and sidings (CSR).
Restriction on dead-end sidings (e.g. no stabling) if any.
All gradients within the station limits and up to 2.5 kilometers in rear
of first stop signal
Kilometer and class of level crossings within the station limits,
whether interlocked or not,
 .
Reference to condonation of gradient infringements, CRS dispensation
for deviations from GR / SEM, (if any.)
Reference to approved Engineering plan on which the Signalling plan
is based.
In case of an interlocked level crossing gate within the station limits
mention the KM No.,.
Actual inter signal distances and lengths of overlaps
Aspect sequence chart for color light signals,
Up and Down directions and names of important junctions on either
side
 .
Whether turnout is 1 in 8-1/2 or 1 in 12 or 1 in 16 etc.
Details of Detection Table etc., which are not apparent in the plan.
Details of Track Circuits / Axle Counters. Relay end and Feed end of
track circuits.
SM’s slide control for individual signals & routes.
Type of signalling, standard of Interlocking and method of operation of
various points, detection table of points for various signals to be given.
Gradient and level posts
 .
Inter-signal distances and distance between Warning Boards and
Signals.
Details of open bridges.
Location of water column, ash pit/tray.
Signal overlap in big yards.
Custody of spare keys.
Details of dispensation, obtained from CRS with letter number & date
Item No of Book of sanction (for Execution of Works)
Brief history of previous versions & Date of their commissioning.
Signalling Interlocking Plan
Signalling Interlocking Plan
Signalling Interlocking Plan
CONTROL TABLE
 Signal Interlocking Panel
STATION 'B'
(EMERGENCY)
SPARES NOs: 2.5.7.8.9.14. (POINTS:13.18) (POINT:11.20.) (POINTS:12.19)
L.C.GATE 16.17.24.29.
PANEL (30 FUNCTIONS)

UP LINE UP LINE CH1 CH2

STATION 'B' - STATION 'C' STATION 'A' - STATION 'B'

BOXES OF BPAC FOR BOXES OF BPAC FOR
PREPARATORY RESETTING PREPARATORY RESETTING
DN.LINE DN.LINE

L STATION 'A' - STATION 'B'

STATION 'B' - STATION 'C'
C GL

GATE CONTROL: 22
1 KM 180 Mts (Min.) 4
1 KM AT Km.8/9-10
(Min.)
13A
T 13 DN. COMMON LOOP UP 18 18AT `SPL'CLASS LC NO.4
1 D(2) 1 D(1) CLAT CLT
6
1A 1 CLAT CLBT CLCT

B
26 3 3/4T
DN BPAC 11 13 20
1BT 1AT 1T 11AT DMAT DMBT DMCT 20AT 3/4T
DMT
DN. MAIN 13BT DN. MAIN 18BT 6T DN.MAIN
18 DN.BPAC
10 23 21 STATION 'A'
UP BPAC 26-28T
STATION 'C' 26-28T 12BT UP. MAIN 19T UP MAIN
UMT
UP. MAIN UMCT UMBT UMAT 20BT 30T
25T 11 11BT 12 28 19 20 UP BPAC 30AT
SB
19
B

25 ULCT ULBT ULAT 30 30A 30 D(1) 30 D(2)

ULAT ULT
12AT UP. LOOP
12
15 KL
BS
27 SIDING
LEVER G.F 180 Mts 1 KM 1 KM
(Min.) (Min.)
Selection Table or Route Control Chart:
• Also known as the Selection Table or Route Control Chart, this table
is based on the essentials of interlocking and the signal interlocking
plan of the station.
• It contains the following information for each signal route in a yard:
Conditions that must be fulfilled before a signal can be taken off.
Conditions that must be maintained after a signal is taken off for
the set route.
Conditions that must be fulfilled to release the locked route.
Conflicting signals that need to be locked.
 CONTROL TABLE Press Button Detect Points Lock
Approach Back locked Controlled by
S.No Sig No Leading to Signal/ Remarks
Signal Route locked by by Tracks Tracks Normal Reverse
Route
Time Release
Common 1T, 11AT,
1T,11AT, 120 sec.
3 1 loop 1 CLT 1AT,1BT 13BT,13AT, 11,18 13 1A,21
13BT,13AT 1UG,CH1,CH2,
(Set to SH) CLT,18AT
4RG
Common 1T, 11AT, 13BT, Time Release
loop 1T,11AT,13BT, 13AT, CLT, 120 sec.
4 1 1 CLAT 1AT,1BT 11,20 13,18 1A,21
(Set to 13AT 18AT, 18BT, 1UG, CH1,CH2,
Main) 20AT, 3/4T 4RG/HG
Time Release
120 sec.
1T,11AT,13BT,
11,13, DG Controlled
5 1 DN Main 1 DMT 1AT,1BT 1T,11AT,13BT DMT, 18BT, - 1A,21
18,20 by3DG,
20AT,3/4T
CH1,CH2,
3RG/HG/DG
 CONTROL TABLE
Press Button Detect Points Lock
Approach Back locked Controlled
S.No Sig No Leading to Signal/ Remarks
Signal Route locked by by Tracks by Tracks Normal Reverse
Route
Time
Release 120
1A, sec,
DMT 18BT,20AT, (10- DG
8 3 DN Main 3 3/4T 18BT,20AT 18,20 -
(1W,13N) 3/4T DMT), Controlled
21,23 by 6DG,
CH1,CH2,
6 RG/DG
1A, Time
(10- Release 120
18AT,18BT, 18AT,18BT,
9 4 DN Main 4 3/4T CLT 20 18 DMT), sec.
20AT 20AT,3/4T
(10-CLT), CH1,CH2,
21,26 6RG/DG
POINTS CONTROL TABLE
S.No Points No. Track locked by locked by Signals Remarks
1,1A,10,23,26,27,28,(30W 19N20N)
1 11 11AT,11BT CH2
(30W19R12R)(30W20R13R)
2 12 12AT,12BT (10W11N),26,27,28,(30W20N) CH3
3 13 13AT,13BT 1,1A,(10W11R),23,26,(30W20R) CH1
4 18 18AT,18BT 1,3,4,21,(30,30AW 20R) CH1
5 19 19T 30,30A CH3
6 20 20AT,20BT (1W13N OR 18R),3,4,6,21,30,30A CH2
7 15 KL − 30, 30A, 27 (SH-10 W 12R) −
 Objective Question
1. What does the Signal Interlocking Plan (SIP) provide information about?
A) Type of signalling and interlocking arrangements b.Method of operation of points and signals
c). Various inter-signal distances, overlaps, and line capacities d) All of the above
2. Who approves the Signal Interlocking Plan (SIP)?
A) Station Master
B) Chief Engineer
C) PCSTE (Principal Chief Signal and Telecommunication Engineer)
D) General Manager

3. What is the main purpose of interlocking in Signalling?

A) To reduce train speed
B) To ensure safety
C) To increase train capacity
D) To improve communication with drivers

4. Signal Interlocking Plan will contain____

a,)class of station, b.) Mileage of station c).Kilometer and class of level crossings d). All of these

5.Signalling Interlocking Plan is prepared on the basis of_____

a. Engineering Plan
b. Electoral Plan
c. PCSTE plan
d. General Manager
 OBJECTIVE QUESTIONS
Answers

1. d 2. c 3. b 4. d 5.a
THANK
YOU
THANK
YOU
Calculation of Train Over Speed with the help of Datalogger:
• Prerequisite Data to be fed in datalogger: Length of track circuit &
Maximum Permissible Speed of the section.

Timer Starts as soon as Track 2 is down when Track 1 is already down.

Say, time t1.

Timer Ends as soon as Track 3 is down when Track 2 is already down.

Say, time t2.
Length of Track 2 is already measured and fed to datalogger.
Train Speed may be regarded as over speed if,

Suppose, Length of Track 2 is 100 mts.

t1, time when track 2 is down is 10hrs 10 min 25 sec.
t2, time when track 3 is down is 10hrs 10 min 30 sec.
t2 – t1 = 5 sec. ... (a)

MPS is 50 Kmph i.e. 13.9 mt/sec.

The datalogger equipment is capable of generating following
exception reports:
(1) Battery Low voltage.
(2) Battery charger defective.
(3) Under wheel flashing of points.
(4) Signal lamp failure.
(5) Blanking of signals.
(6) Route section not released after passage of train due to
track circuit failure.
(7) Point failure point detection not available after set time
period.
(8) Track circuit failure.
(9) Fuse blown OFF.
(10) Timer not properly set for 120 Sec.
(11) Sluggish relay operation.
(12) Signal cable low insulation.
(13) Route not set when operations valid.
(14) Push button stuck.
(15) Signal over shoot
(16) Wrong operation.
(17) Axle counter RX low level.
(18) Bobbing of track, point, signal, crank handle, level X-ing
(19) Point repeated operation.
(20) Non-sequential shunting of tracks.