Module-4 Introduction to Signaling System and Control

Fundamentals of Signaling System. Types of Signals. Absolute Block Signaling System. Automatic
Signaling System. Layout of Signals. DC Track Circuit and AC Track Circuit. Axel counter. ETCS L2
Signaling. Kavatch System. Electronic Interlocking System and Kavach

INTRODUCTION: -
The purpose of signalling and communication is primarily to control and regulate
the movement of trains safely and efficiently.
Signalling includes operations and communication of signals, points, block
instruments, and other allied equipment in a predetermined manner for the safe
and efficient running of trains. Signalling enables the movement of trains to be
controlled in such a way that the existing tracks are utilized to the maximum.
In fact, in railway terminology signalling is a medium of communication between
the station master or the controller sitting in a remote place in the office and the
loco pilot.
The history of signalling goes back to the olden days when two policemen on
horseback were sent ahead of the train to ensure that the tracks were clear and to
regulate the movement of the trains. In later years, policemen in uniform were
placed at regular intervals to regulate the movement of trains. Railway signalling
in its current form was introduced for the first time in England in 1842, whereas
communication was developed subsequently in 1867.

OBJECTIVES OF SIGNALLING: -
The objectives of signaling are as follows:
(a) To regulate the movement of trains so that they run safely at maximum
permissible speed.
(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.
(d) To provide facilities for safe and efficient shunting.
(e) To regulate the arrival and departure of trains from the station yard.
(f) To ensure the safety of the train at level crossings when the train is required
to cross the path of road vehicles.

CLASSIFICATION OF SIGNALS: -
Railway signals can be classified based on different characteristics as presented
in Table –
CLASSIFICATION OF SIGNALS ARE GIVEN FOLLOWING: -
1-AUDIBLE SIGNALS
Audible signals, such as detonators and fog signals are used in cloudy and foggy
weather when hand or fixed signals are not visible. Their sound can
immediately attract the attention of drivers. Detonators contain explosive
material and are fixed to the rail by means of clips. In thick foggy weather,
detonators are kept about 90 m ahead of a signal to indicate the presence of the
signal to the drivers. Once the train passes over the detonators thereby causing
them to explode, the driver becomes alert and keeps a lookout for the signal so
that he/she can take the requisite action.
2-FIXED or VISIBLE SIGNALS
These signals are visible and draw the attention of the drivers because of their
strategic positions.
Hand signals - These signals are in the form of flags (red or green) fixed to
wooden handles that are held by railway personnel assigned this particular duty.
If the flags are not available, signalling may be done using bar arms during the
day. In the night, hand lamps with movable green and red slides are used for
signalling purposes.
Caution indicators - These are fixed signals provided for communicating to the
driver that the track ahead is not fit for the running the train at normal speed.
These signals are used when engineering works are underway and are shifted
from one place to another depending upon requirement.
Stop signals - These are fixed signals that do not change their position. They inform the drivers about
the condition of the railway line lying ahead. In fact, stop signals permit loco pilot (driver) to cross the
signal when taken off and none till next signal ahead.

Stop signal in MAUQ Signalling: -

In case of multi-aspect upper quadrant (MAUQ) signalling of semaphore stop
signal with a square ended arm, there may be three situations (Figure 31.2a) as
indicated below in Table –

Aspect and indication of signal in MAUQ signalling

In the case of signalling using coloured light, the permissive signal is

distinguished from the stop signal by the provision of a P marker disc on the
signal post.
The Warner signal is intended to warn the driver of a train regarding the following
table
(a) To inform that the driver is approaching a stop signal.
(b) To inform the driver as to whether the approach signal is in 'on' or 'off’
position.
The Warner signal can be placed at either one of the following locations.
(a) Independently on a post with a fixed green light 1.5 m to 2 m above it for night
indication.
(b) On the same post below the outer signal or the home signal.

In case a Warner is fixed below an outer signal the various positions of the outer
and Warner signals and their corresponding indications are given in Fig –

Coloured light signals: -

 These signals use coloured lights to indicate track conditions to the driver
both during the day and the night. In order to ensure good visibility of these light
signals, particularly during daytime, the light emission of an electric 12 V, 33 W
lamp is passed through a combination of lenses in such a way that a parallel beam
of focused light is emitted out.
This light is protected by special lenses and hoods and can be distinctly
seen even in the brightest sunlight. The lights are fixed on a vertical post in such
a way that they are in line with the driver's eye level. The system of interlocking
is so arranged that only one aspect is displayed at a time. Coloured light signals
are normally used in automatic signalling sections, suburban sections, and
sections with a high traffic density.

Coloured light signals can be of the following types -

(a) Two-aspect, namely green and red
(b) Three-aspect, namely green, yellow, and red
(c) Four-aspect, namely green, double yellow, and red
In India, mostly three-aspect or four-aspect coloured light signalling is
used. In the case of three-aspect signalling, green, yellow, and red lights are used.
Green indicates ‘proceed’, yellow indicates ‘proceed with caution’, and red
indicates ‘stop’.
In conventional semaphore signals, the ‘on’ position is the normal position of
the signal and the signals are lowered to the ‘off position only when a train is
due. In the case of coloured light signals placed in territories with automatic
signalling, the signal is always green or in the ‘proceed’ position. As soon as a
train enters a section, the signal changes to ‘red’ or the ‘stop’ position, which is
controlled automatically by the passage of the train itself.
As the train passes through the block section, the signal turns yellow to indicate
the driver to ‘proceed with caution’ and, finally, when the train moves onto the
next block section, the signal turns green indicating to the driver to ‘proceed at
full permissible speed’.
COMMUNICATIONS: -
1. Train Control Communication:
Movement of each and every train is monitored by a controller at the
nearest divisional Hqrs. Facility is also provided to the driver or guard to
communicate with divisional Hqrs through portable telephone which can
be easily connected to the overhead line wires which are running parallel
to the track or connected to the Emergency Telephone sockets provided at
every KM in the section where controls are working through underground
cables. An emergency portable telephone is kept in the Guard’s
compartment of each and every train.
2. Block Circuits
Running of trains in each section (between any two stations) is controlled
by block circuits through which running of only one train in a section at
one time is Electrically ensured in addition to oral confirmation. Overhead
lines of Railway or BSNL and underground cables are used for this
purpose.
3. Optical Fibre Cable network
Optical Fibre Cable is laid along the track to provide a reliable and noise
free communication. OFC network is widely used for Railway Control
Communication taking advantage of its all-long haul high bandwidth
circuit interconnecting Railway Telephone Exchange. Passenger
Reservation System, Unreserved Ticketing System, Network Freight
Operating Management system have been transferred through railway
OFC.
Reference – Satish Chandra book
4 Railway Telephone Network
There is an in-house Railway Telephone Network connecting
all-important offices, officials, Way stations, Divisional
Headquarters & Zonal Head Quarters. Railway telephones
exchanges are inter-connected through Railway OFC network,
Railway Microwave network and are supported by rented BSNL
channels as stand by.
5 Railway Microwave Communication Network
In Southern Railway telecom network is supported by Railway Owned
MW network using state of the art technology (Digital Microwave
 System). MW network is spread over Chennai- Jolarpettai, erode –
Palghat, Chennai - Tiruchchirappalli, Madurai - Palghat covering all
divisional headquarters, mostly along the tracks.

6 Wireless communication System

Driver, Guard, Supervisors & officers of permanent way, Mechanical,
Electrical and Signal & Telecom departments are provided with 5 watts
hand held walkie-talkies, which can be used to establish communication
between moving train & adjacent stations. Every railway station is
provided with 25 watts VHF set for this purpose.
7 Data networks
There is an exclusive PRS network connecting Chennai and all the PRS
centers of Southern Railway and other Metros. The centers are connected
either through Railway OFC network or hired channels from BSNL.
Similarly, there is a Freight Operating Management System network for
monitoring the movement of freight transport. Coach Operation
Information System is a network for coach management and this is under
implementation.
8 Rail net Railway
Railway has its own data network for management purpose called
“RAILNET”. This is widely used for file transfer, e-mail and public
information. Public can visit site www.gov.railnet.in. This network
spreads through entire Railway system connecting divisional
headquarters, Zonal headquarters, workshops and hospitals.
Reference - https://sr.indianrailways.gov.in/cris/uploads/files/1458888464879-
rti-%20signal.pdf

Summary of Introduction to ERTMS and

ETCS train control
In the "Introduction to ERTMS and ETCS train control" YouTube video, RCL, a
system engineer for the Dutch Railways, provides an overview of the European Rail
Traffic Management System (ERTMS) and European Train Control System (ETCS).
ERTMS is a single European real-time traffic management system designed to reduce
costs and increase interoperability, while ETCS is responsible for signaling and train
protection. Both systems consist of multiple components, including ETCS, GSM-R
(Global System for Mobile Communications for Railways), operational rules, balises,
and movement authorities. GSM-R is the mobile communication system for train-
wayside communication, while operational rules are principles for ERTMS track
operation. The video also touches upon the importance of system versions for ensuring
safe interoperability between trains and tracks. However, the explanation is cut short,
with the speaker promising to delve deeper into the topic in future videos.