EVOLUTION OF RAILWAY SIGNALING

AND CONTROL SYSTEM

 What is Railway Signalling
• Signalling may be defined as methods and means
adopted to control the movement of trains.
• Desired outcome of Signaling systems:
 To safely direct railway traffic in order to
prevent collisions
 To ensure smooth & punctual train operations
 To provide maximum utilization of line capacity
 To provide train warning and protection system.
 History of Railway Signalling
• The first railway line in the world was
opened from Darlington to Stockton in UK
in 1825 for goods trains only.
• Signalling for the train were uniformed men
on horses’ back called "Bobbies‘’ used to
guide the trains.
• The first passenger train was run between Liverpool and Manchester in 1830.
• The signalling adopted for the trains also changed from 'Bobbies' to
'Policeman' posted at a fixed intervals. The Policeman used to display
proceed signal by standing erect, and stop signal by “stand at ease” position.
• Policemen were replaced by fixed mechanical signals around 1838.
• These signals were called 'Semaphore' signals.
• Semaphore is a latin word, 'sema' mean sign and 'phore' means to bear.
• Since these signals bear a sign to the driver of a train, they are called
“Semaphore signals”

Semaphore signal Semaphore

at “ON” position signal at “OFF”
position
Development of Rail signalling and control: Worldover
• Initially Train run on “Time Interval system”
• The time interval used to vary from 5 minutes to 15 minutes depending
on the total number of trains run in a section.
• Safety was dependent entirely on the vigilance of the drivers of the
following trains.
• To avoid accidents in above mentioned system, another system was
introduced which is called “Space interval system”.
• In space interval system the whole length of track is divided into
number of small sections called “block sections” and at any time, there
can be only one train in any block section.
• This system was first started in U.K. in 1856 and mid section collision
were avoided by this system.
• Initially the brakes were only provided in the engine and the last vehicle
which were not adequate enough to stop the train specially at rising
gradient.
• The braking system was improved by providing brakes in every vehicle
in 1874. This system was called “continuous braking system”.
• An important safety arrangement called “track circuit”, to prevent the
reception of a train on an occupied line was first introduced in U.S. in
1872.
• A device called “Auxiliary Warning System (AWS)” was introduced
in 1906, which would apply brakes if driver ignores and tries to pass a
signal showing danger.
• This is generally provided only when the speed of the train exceeds 100
kmph.
• Interlocking was introduced In June
1856, John Saxby received the first
patent for interlocking switches and
signals.

• Two British Signal Engineers, List and Morse were the first to introduce
interlocking in N.W.in 1894
• “Interlocking” is when trains are to be crossed or overtaken at stations,
points and signals are to be worked in proper sequence to make safe
passage of trains. Interlocking also safeguards simultaneous movements
in stations.
With passage of time different
interlocking system and approaches
developed and implemented which are
stated below in brief and will be discussed
in detail later:

Types of interlocking: Different approach of Interlocking:

1. Mechanical Interlocking. a. Electric locking
2. Electromechanical Interlocking. b. Section Locking
3. Relay Interlocking. c. Route Locking
4. Electronic Interlocking. d. Sectional Route Locking
e. Approach Locking
f. Check locking or traffic locking
 Signals and types SIGNALS

VISUAL AUDIBLE

Moveable
Fixed Flare
Flag Detonators Voice Whistle
Signal Signal
Signals

Running Subsidiary

Multiple
Two Aspect Miniature Position
Aspect Disc Type CLS
(TAS) Arm Type Light Type
(MAS)

Semaphore CLS Semaphore CLS

• Talking about Fixed Signals which has two types:
 Running signals
 Subsidiary signals
RUNNING
SIGNALS

Permissive
Stop Signal
Signals

Reception Signal:
Outer, Home Warner,
Fixed Signal
Dispatch Signal :Starter Distant
Advance starter
 SUBSIDIARY
SIGNALS

Calling On Signals Shunt Signals Repeating signals Starter Indicator

Used for shunting Placed in rear of Fixed

Placed Below Stop signal purpose signal to repeat the
aspect of signal to the
Not worked at the same Not applicable to driver of approaching
time as the stop signal. running train train in advance Provided to repeat
Taken OFF only after Types: aspect of starter
Types:
the train has been
Miniature Arm type Banner Type
brought to stop
DISC Type Arm Type
The position light type Color light signals
 Evolution of signalling system
• Non-Interlocked Signaling: Initially
the signalling system provided at a
station where two trains from the
opposite directions can cross,
consisted of no interlocking between points and signals.
• The maximum speed was restricted to 15 kmph.
• Only one signal was provided at each side for reception of trains.
• Since the location of the signal happened to be the place where policemen
used to have their homes, this signal was named as Home Signal. The signal
has two aspects viz., 'ON' when the arm is horizontal, “Proceed” when the
arm is lowered to 45 degrees below the horizontal. Despatch was allowed
through written Authority to Proceed.
• To provide second line of defense
one signal added in rear of home
signal.
• This signal is called an Outer
signal.
• Provision of an Outer Signal also facilitated shunting within the station.
• Since the maximum speed permitted on all lines at a station is only 15
kmph, to indicate to the driver the line on which his train is being
received a Point Indicator was provided to at the point which indicate
whether a point is set for the straight or for the turnout.
• This type of signaling is called Modified Non Interlocked or Standard
“0” Interlocking (Standard Zero Interlocking).
• Next stage was updating to
Standard-I system.
• This system has Bracketed
home signals and Outer signals
for the reception of a train.
• Signals for the dispatch of a train are not compulsory. Authority to
Proceed is given to the driver in written or in the form of token as an
authority to start the train.
• The maximum speed permitted over the facing point on the main line
is 50 kmph. The maximum speed on the loop line is restricted to only
15 kmph.
• Next stage in signaling evolution is
Standard-II and III interlocking:
• Fishtailed arm, unlike other signals
which have square ended arm below the outer signal was provided .This is
called Warner signal. Warner signal is called a 'Permissive' signal. It
indicates information of “Run through or Run Cautiously” from main line.
• Information conveyed by the combination of Outer and Warner signals are as
indicated below:
 Outer Horizontal & Warner Horizontal : Stop Dead
 Outer lowered 45-60 & Warner Horizontal : Stop at Station
 Outer lowered 45-.60 & Warner lowered 45-60 : Run through Main line.
• Dispatch Signal i.e Starter and Advance starter signals were also provided.
• Isolation of mainline is compulsory.
Standards of Signalling
Description Standard I Standard II Standard III
SPEED 50 Kmph 75 Kmph Unrestricted
ISOLATION Not necessary Necessary Necessary
SIGNALS Compulsory: Compulsory: Compulsory:
Outer & Home Warner, Outer & Warner, Outer,
Optional: Home Home, Starters and
Warner & Starter Optional: Advance starters.
Starter
FACING POINTS Fitted with key locks Fitted with hand Fitted with facing
plunger and key point locks and lock
locks bars.
INTERLOCKING Indirect Indirect Direct
Essentials of Signal layout:
Signals at station

Block Overlap

Signal overlap

Station section
SIGNALLING
LAYOUT Station Limit

Location of signals

Engineering layout essentials i.e Indication of Fouling marks

Isolation: Trap point or sand hump
Crossover
Clear Standing Length(CSL)
 Signal Operation

• Two types of signal are used world over:

1) Semaphore
2) Colour Light signals
Semaphore signals
• It can be operated mechanically or electrically .
• Mechanical operation can be done by either single wire or Double wire
• Electrical operation can be done by using signal machine.
Semaphore Signals
 Single wire operation
• This was the first mechanical system
adopted for semaphore signals. A
single wire is run from the cabin to
the signal.
• The signal is operated by pulling the wire from the lever which in turn
raises the counter weight lever at the signal post.
• The counter weight lever is connected to the semaphore arm through a
down rod. The raising of the counter weight lowers the signal to OFF.
• When the lever is put back to normal, the counter weight lever drops
down by gravity and brings the signal to ON.
 Double wire
• In this system, for operating any
function viz. signal, point etc., two
wires are used.. The main advantages
of double wire system are :
1. Outside interference eliminated.
2. Automatic compensation against temperature changes.
3. Range of operation increased to 1400 m.
4. Signal return due to the operation of lever. Hence it is smooth and
impact on the signal arm considerably less.
5. Since the range of operation for signals is more, it is possible to have
one central cabin and operate all points and signals from this cabin.
 Electrical operation:
• The range of operation is 950 m in case of single wire and 1400 in
case of double wire.
• If any signal is located beyond this range, it is operated by electrical
means i.e. signal machine.
• Signal machine consists of a 12v direct current motor and other
mechanical parts. The signal machine can be operated through
primary cells or secondary cells charged by solar panels, provided at
signal location.
Colour Light Signals

SHUNT
SIGNAL
Colour Light Signals:
• Colour light signals are used in modern signalling systems. The main
advantages to colour light signals over are semaphore signals are:
i. Day and night aspects are same.
ii. Range is considerably more.
iii. It can be used to display more than 3 aspects.
iv. Ease of operation.
v. No moving points
vi. Night visibility is far superior to semaphore signals.
 Point Operation:
• Points are the most important
equipment provided to change the path
of a train from one line to another.
• Points are classified as facing or trailing.
• Point assembly consists of two fixed rails called stock rails and two
movable rails called switch rails. These two switch rails are kept in
position by two stretcher bars, leading and following stretcher bars. At
any time, one of the switch rails should be housed with stock rails and
there should be sufficient gap between the other switch rail and stock
rail. The switch rail, which is housed with the stock rail, is called closed
switch. The switch which has a gap is called open switch. The point
assembly is shown in the following sketch.
 Operation of Points:
• Point operation can be performed Mechanically or electrically.
• In mechanical operation point rodding or Double wire are used.
Point Machine Operation:
• In modern signalling systems,
the points are electrically
operated. The main advantages
of electrical operations are :-

i. Range unlimited
ii. Ease of operation
iii. More reliable
iv. Less maintenance
Essentials of Point Operation:
Padlocks and clamps

Key locks

ESSENTIALS OF POINT Plunger locks

OPERATION

Facing point locks

Point machine
 Route Holding:
• It is very essential to ensure that the points are not unlocked when a
vehicle is over the point.
• The arrangement provided for this purpose is called route holding.
• In case of key locked points, by virtue of location of a key lock unit in
between the tracks, route holding feature is available. If the vehicle is
over the points, the key lock is not accessible and hence, it will not be
possible to insert the key and unlock a point.
• In case of facing point locks, a device called lock bar is provided for the
purpose of route holding.
• In case of electrically operated points, route holding is achieved by track
circuits.
 Point Detection:
• It is necessary to ensure that in case of facing points, the closed switch is
housed properly with stock rail and points are locked before clearing a
signal.
• A detector is the most important safety device as far as mechanical
points are concerned. The detectors are provided at the point itself.
• They are classified into mechanical detectors or electrical detectors.
• For electrically operated points detection mechanism is ensured through
detection rods of the point machine.
Essentials of Interlocking:
• Interlocking is a safety arrangement to ensure that points, signals and
other connected equipment are operated in a predetermined sequence.

Setting of all points i.e facing, trailing, isolation

Locking of Facing points

Route setting condition

ESSENTIALS OF
INTERLOCKING Route Holding condition

Conflicting signals operation

Conflicting point operation

 TRACK TRACK CIRCUITS
CIRCUITING (AUTO BLOCK SIGNALS)
 Track Circuits:
• Interlocking system ensures that the route on which the train is to be
received is clear of vehicles though track detection mechanism which
mostly consists of track circuits.
• Track circuit was first invented in the year 1872 in U.S.A. by William
Robinson.
• The presence of a vehicle in a particular section is checked by passing
an electric current through the rail from one end. If the current reaches
the other end, then the track is clear. If any vehicle remains in the
section, the wheels and axles of the vehicle will short circuit the current
and prevent it from reaching the other end.
 Application of Track circuits:
1) The main application is to prove that a particular section is clear of
vehicles or otherwise.
• The track circuits in a station is normally done under three priorities.
 First priority is for track circuits between fouling mark to fouling
mark on the run through/main line.
 Second priority is for track circuits between Home Signal to
Fouling mark and Fouling mark to Advanced Starter.
• Third priority is for providing track circuits on loop lines.
Types of track circuits:

TYPES OF
TRACK
CIRCUITS

DC direct AC Alternating
Joint less track High voltage
current track current Track
circuits Track circuits
circuits circuits
Axle Counter:
• An alternative approach to
track circuit design uses a
“check-in/check-out” logic.

Schematic of Axle Counter system

• Simply stated, this circuit is based on the principle that once a train
is detected or “checked in” to a block, it is assumed to be there until
it is “checked out” by being detected in an adjacent block.
• The presence of a train may be detected only intermittently at the
time when it enters a new block.
Systems of Working:
• All trains working between stations shall be worked on one or other
of the following systems:
 Absolute Block System
 One train only in Block Section
 Permission to enter block section to obtain from station ahead
 Automatic Block System
 Multiple trains in Block Section
 Signals controlled by passage of trains
Block Instrument (Absolute block System)
• The trains are run with space interval systems, maintaining definite
distance between two trains. The equipment provided at stations for
ensuring space interval system of working are called 'Block
Instruments'.
• Each block section has one instrument at either end, electrically
connected by overhead wires in case of non electrified section or by
underground cable/wireless in case of electrified sections.
• No trains can enter a block section, even when the block section is
clear, unless line clear is taken from the other side. The block section
normally remains closed. The working of trains with block
instruments can be called 'Closed Block' working.
 Double line block
instruments and token-less
Non Cooperative type
instruments with push
button
Types of Block
Instruments
Single line token
Cooperative Type instruments and token less
instruments
Essentials of Lock and Block working:
i. The last stop signal (Advanced Starter) is interlocked with block
instrument and can be cleared only after the line clear is taken from the
other side. This is the lock condition.
ii. Automatic replacement of Last Stop Signal to ON :- A short track
circuit or wheel sensor or rail treadle provided just ahead of LSS raises
the LSS to ON as soon as the train enters block section, to prevent the
entry of second train with the same line clear.
iii. The last stop signal can again be lowered for a second train only after
the first train clears the block overlap at the receiving station, all
reception signals are replaced to ON at the receiving station, the block
instruments are normalized and again fresh line clear granted.
• The instruments remain blocked till these conditions are satisfied.
Hence the working is called lock and block working.
AUTOMATIC BLOCK SIGNALLING
Automatic Block Working:
• It is a method whereby a railway line is divided into a succession of
track sections or blocks.
• These Block are either guided by providing Axle Counters or by
providing Block Signalling.
Essentials of Automatic Block Working:
• The section should be provided with complete track circuiting or
Axle Counter (substitute for track circuits to ensure a particular
length of track is clear) and colour light signals.
• The normal aspect of an automatic signal is 'proceed' unlike the
manual signals whose normal aspect is 'stop'.
• The automatic signal turns to 'ON' as soon as the train enters the
block section.
• This signal displays 'caution' aspect when one block section and a
overlap of 120 meters is clear.
• This signal displays 'proceed' aspect when two block sections and a
overlap of 120 meters is clear.
Difference between Automatic and Absolute Block Systems:
AUTOMATIC BLOCK SYSTEM ABSOLUTE BLOCK SYSTEM

• Running lines are divided into series of • A single block section is present between
consecutive block section. two adjacent stations
• Allows multiple trains in block section • Allows one train to enter block section at a
time
• Block sections are greater in length • Block sections are smaller in length
• Tracks of the block section are track • No such provision
circuited
• Signals of the block section are controlled • Not such provision
by passage of trains
• Less operational cost due to less number of • More operational cost due to more stations
stations
Headway:
• The main purpose of providing an automatic signal is to increase the
train density.
• The train density can be increased if the trains can follow one
another at close intervals.
• The train density is generally indicated by the term headway.
• Headway is defined as the distance between two trains running in the
same direction always getting proceed aspect.
Headway with the three aspect signals:
• The second train can get a proceed aspect after the first train clears
two block sections and an overlap of 120 m.
• the headway in an automatic block section with three aspect signal is
2EBD(block length) + 200(breaking distance) + 120 m + Train
Length =2.320 km + TL
Route Interlocking:
• Route setting and route interlocking is modern extension of basic
interlocking principle.
• With this system the signaling operator or dispatcher can set up a
complete route through a complicated track area by simply pushing
buttons on a geographical layout of control panel at these two points
i.e. Entrance and Exit.
Control Panel:
• Control panel is located in the cabin/Station Master’s Room.
• The combined indication diagram cum control panel consists of an
inclined console on which a clear geographical representation of the
entire track layout with signals, points, Control switches, push
buttons and various types of indications and alarms available.
• The track layout is sub-
divided into track sections
according to the track
circuit configuration with
distinctive color for each
track circuit section
• When a route is set and locked, the route is illuminated by white strip
lights in the track circuit configurations throughout the route (except
the overlap). This indication remains lit as long as the route is locked
and disappears only after the relevant signal switch is restored to
normal position and the route is released.
• This indication turns to Red when track is occupied or track circuit
failed, irrespective of whether the route is locked or free.
CONTROL PANEL
ALL-RELAY
INTERLOCKING
(AUTOMATIC BLOCK
SECTION)
Relay Interlocking:
• When the speed and frequency of the
trains are to be increased, Relay
interlocking is ideal.
• In Relay Interlocking the Interlocking
is achieved through relay circuitry at a
centralized place. The time required
for installations is also less. The Relay
Systems are generally trouble free
since the moving parts involved are
less and replacement is easier.
Features of Relay Interlocking:
• All operations are controlled from a Control panel by the operator.
• Knobs are provided for operating signals and points and they will
bear the same number as the functions indicated in Signalling Plan
• Colour light signals are provided.
• Yard is fully track circuited, between home to home signals in single
line and Home to advanced starter on either direction in double line.
Approach track is optional.
• Stand by power supply is provided from a D.G. set or from traction
supply. Track circuit occupied /failed indications are also given in
Red Colour.
Relay interlocking types:
Route Setting Type (RRI) Non Route Setting Type (PI)

• Automatic Route setting facility is • Automatic Route setting facility is not

available, which means that with single available. Points have to be operated
command, points in the Route, Overlap and individually for setting the Route.
Isolation can be operated to the required
condition.
• RRI is adopted for bigger yards generally. • PI is adopted for smaller yards.

• Provision of Colour light signalling is • Colour light signalling is compulsory.

compulsory.
• Sectional route release facility is • Sectional route release facility is not
compulsory. compulsory.
Electronic Interlocking (Solid state Relay Interlocking)
• With development of modern fault tolerant and fail safety
techniques, electronics and particularly microprocessors have found
acceptance in the area of railway signalling world over.
• Railways in advanced countries of Europe, North America &
Australia have gone for large scale introduction of microprocessor
based Solid State Interlocking (SSI).
• Solid State Interlocking (SSI) is the brand name of the first
generation processor-based interlocking developed in the 1980s
by British Rail's Research Division, GEC-General
Signal and Westinghouse Signals Ltd in the UK.
• Solid state interlocking leads to
development of computer based
interlocking. Through Bombardier’s
collaboration with Swedish State
Railways, the first computer-based
interlocking (CBI) system in the world
went into operation in 1978.
• Now in its latest generation, the new
EBI Lock 950 Compact CBI state-of-
the-art technology uses the same basic
design for safety principles, proven and
in use for more than 35 years with
improved safety features.
Advantages of Electronic Interlocking system:
• System can be tested at factory level using simulation panels.
• Modular in design and easy for maintenance, thus requiring less
staff.
• Expertise of hardware and software is not much needed for
maintaining the equipment at initial stage.
• Requires less number of relays - vital EI replaces interlocking
circuits Thus less space required for signal equipment room (Relay
rooms).
• Less power supply as compared with existing PI/ RRI’s. Less
failures, less wiring, less soldering, less complexity in the circuit.
• Enables usage of OFC (with Object Controller) which reduces
requirement of Copper cables .
Contd….
• Remote operation of signals, points, and level crossings controls is
feasible. Therefore it is Compatible with centralized traffic Control.
• All EI’s are designed and manufactured as per the international safety
committees - such as CENELEC STANDARDS (European countries).
• Standard of safety and reliability is higher as compared with old
relay interlocking systems (PI/RRI).
• Data logger / Event logger is an integral part of EI.
• Self-diagnostic in feature: i.e. error code/ alarm code messages will
be displayed on display cards or on the front panel of printed circuit
boards .Hence easy for rectification of failures and reduces the
failure duration.
Automatic Train Protection
• In 80s rail signalling systems to increase the railway safety were
introduced in Europe, able to constantly monitor the speed of the
train. They are called ATP (Automatic Train Protection).
• First ATP systems used a target speed indication and audible
warnings to advise the driver if the train passed a red (danger) signal
or exceed a speed restriction.
• In these cases, the system applied an automatic brake if the driver
fails to respond to the warnings.
• Only in the 21s century the ATC (Automatic Train Control) systems
were born.
Safe Braking Model:
Predetermined Braking Distance:
• Important approach in design of a signalling system requires
knowledge of predetermined braking distances for each type of
rolling stock operating on a section of line.
 The distance covered by a train after the brakes are applied is
defined as the braking distance.
• Braking distances can be determined by the following methods:
 Theoretical calculation
 From dynamic tests performed on the trains themselves
 A combination of theoretical calculation and dynamic testing
 Factors
effecting
breaking
Distance

Train Speed Train Load

Condition of Rail/Wheel
Gradient Brake power Types of Brake
Rails Adhesion
Safe Braking Curve:
• One of the key principles of an ATP system is the braking model
concept, a mathematical model applicable to any land vehicle with a
constrained guide.
• It allows predicting the maximum safe speed of the vehicle, starting
from the following data:
 Target distance (a potential obstacle during the route)
 Current speed
 Physical characteristics of the vehicle
• From these data, it’s possible to calculate a curve.
• From above data, it’s possible to calculate a curve. Once known the
braking pattern, it’s easy to determine what the maximum speed is at
which the vehicle can travel, so that it can stop safely before the
target/danger point.
• The on-board system:
1) Receives data packets from the trackside, containing virtual
signals and speed restrictions along the line.
2) At each instant by instant , the protection curve is drawn and
verify that the current speed of the train is always below the
maximum defined by the model.
Journey of Signalling system:
Development from ATP to ERTMS/ETCS:
• At the end of 1990, the ERRI (European Institute of Railway
Research) began to think to develop a common interoperable
ATP/ATC system, which could be adopted in all European countries.
• European Railway Research Institute (ERRI) assembled A200 expert
group to work on the specifications. The group focused on
developing an on-board computer architecture (EUROCAB) and
data transmission systems (EUROBALISE and EURORADIO).
• In 1993, another expert group was established as a result of an
interoperability directive issued by the EU. The group was named
ERTMS and its goal was to define the TSI(Technical specification
for interoperability).
Contd….
• Companies involved in the railway signaling industry such as
Siemens, Alcatel, or Bombardier joined the effort and created the
UNISIG consortium to work on the TSI.
• Since the EU decision, in 1996, that ERTMS would become the only
standard for all HS/HC lines, in a huge number of European states
the introduction of the ERTMS/ETCS has been running parallel to
and integrates with the HS/HC project.
• HS (High Speed)/HC (High Capacity) railway is a type of rail
transport which operates significantly faster than traditional rail
traffic.

Contd….
• A railway line may be considered “high-speed” if trains that travel, at
least reach a top speed of 200km.
• The first ERTMS specification was officially commissioned in 2000.
Around this time, the system was deployed on several tracks across
Europe to test the technology.
• The year 2009 marks the adoption of the European ERTMS
Deployment Plan.
What is ERTMS/ETCS:
• ERTMS (European Railway Traffic Management
System) is a European initiative aiming to
achieve signaling interoperability between
various European railway systems.
• ERRI defines the following interoperability areas:
 Power
 Rolling stocks
 Infrastructure
 Command and control
• ERTMS refers to the entire command and control
ERRI program and includes the ETCS signaling
and the GSM-R wireless standard.
ETCS Architecture:
• ETCS consists of an on-board and trackside sub-system. Each sub-
system includes a number of components as shown:
Balise:
• Balise is an up-link wireless communication device that functions as
an interface between the on-board computer and the trackside sub-
system. Data transmitted by balises are called telegrams.
• Balise transmission module (BTM) is used by the on-board
equipment to receive the telegrams. Balises are organized into
groups, and telegrams sent by one group create a message.
• Balise message can be either fixed or dynamically changed. Variable
messaging requires a connection to an LEU (Lineside Electronic
Unit).
Lineside Electronic Unit:
• LEU serves as an interface between the balises and the external
interlocking system. It receives data from the trackside
infrastructure, assembles telegrams and sends them to the balises.
Radio Block Center:
• RBC is a computer that gathers data from the on-board units and the
external trackside systems, and generates messages to be sent back to
the trains.
• The message provides the movement authorities required for train
separation.
Euroloop:
• ETCS Level 1 track to train communication is based on spot data
transmission via balises. When a state of the system changes, the on-
board sub-system will receive the information only after the train
reaches the next balise group.
• To mitigate this delay, Euro loops are used on ETCS level 1 track as
an additional mean of data communication. The loops consist of a
leaky cable placed in the track serving as an antenna transmitting
data to on-board loop transmission module (LTM).
Radio In-fill:
• Radio in-fill serves the same purpose as the Euroloop. The in-fill
information is provided via the GSM-R network.
GSM-R Network:
• GSM-R provides wireless bi-directional connectivity for data and
voice transmission between the train and the trackside systems. The
technology is based on the GSM (Global System for Mobile
Communication) cell technology.
• GSM-R is an essential component of the ETCS level 2 and level 3.
• EURORADIO is a component used by both on-board and trackside
subsystems as an interface to the GSM-R network.
Advantages of ERTMS/ETCS System:
Safety
• Constant speed monitoring
• Signals received in the train
• Direct surveillance of level crossing and avalanche information
systems
• Uniform European driver’s panels
• TSR (Temporary Speed Reductions) sent to the network
Cost
• No or reduced number of physical signals
• Fewer track magnets with cable connections
• European standard
• Cheaper signal systems
Contd….
Accessibility
• Reduced number of track magnets and no cables
• Swifter error recovery with reduced number of systems
Interoperability
• Standardized information screens for train drivers in Europe
• Uniform technical interface between train and infrastructure
• Uniform operative interface between train driver and infrastructure
Maintenance
• Standardized systems
• Fewer critical safety interfaces
• One system per track
• Several suppliers on the market
ETCS LEVELS:
• ETCS defines several levels with varying functionality.
• The level differs in the required trackside equipment and the means
of data transmission.
• Levels 1, 2, 3 are downward compatible.
• It is possible to operate a track on multiple levels at the same time.
However, the compatibility requires all necessary equipment from
the lower levels.
• For example, level 3 track cannot support level 1 operation if no
underlying interlocking system is present.
ETCS Level 0:
• ETCS Level 0 refers to operation of trains equipped with the ETCS
on-board subsystem on tracks where the ETCS trackside sub-system
is not present.
• At this level, the driver relies on external optical signals. The ETCS
onboard equipment offers only the maximum design speed
supervision.
• Underlying external interlocking and signaling systems are
responsible for train integrity supervision and train detection.
ETCS Level 1:
• ETCS Level 1 is a cab signalling system that can be superimposed on the
existing signalling system, i.e. leaving the fixed signal lateral system in
place.
• ETCS level 1 employs switchable balises for track to train data
transmission.
• Eurobalise radio beacons pick up signal aspects from the trackside
signals via signal adapters and telegram and transmit them to the vehicle
as a Movement Authority (permission to cross one or more block
sections) together with route data at fixed points.
• The on-board computer continuously monitors and calculates the
maximum speed and the braking curve from this data. Because of the
spot transmission of data, the train must travel over the Eurobalise
beacon to obtain the next movement authority.
Contd….
• The ETCS Level 1 constitutes a spot or semi-spot ATP/ATC with
interoperable Cab Signalling and fixed block.
ETCS Level 2:
• ETCS Level 2 is a digital radio-based signal and train protection
system based on GSM-R network.
• The RBC knows the identity of all trains in its area of responsibility,
and the data are sent to each train individually.
• level 2 is not an up-link only. Trains are able to send messages over
the GSM-R back to the ETCS trackside infrastructure.
• Movement authorities are given to the driver in order to allow the
train to move itself on the track and the most of the signals are
displayed in the trainborne cab, substituting the lateral traditional
signals. it possible to work without a lateral trackside signalling.
• L2 relies on the underlying interlocking and signaling system for
train integrity supervision and train detection.
Contd….
 ETCS Level 2
• Train movements are monitored continually by the RBC. Any
movement authority is transmitted to the train continuously via
GSM-R together with speed information and route data.
Contd….
• The Eurobalises are used at this level
as passive positioning beacons or
electronic milestones. Between two
positioning beacons the train
determines its position via sensors.
• The positioning beacons are used in this case as reference points for
correcting distance measurement errors.
• The on-board computer continuously monitors the transferred data
and the maximum permissible speed.
• The ETCS Level 2 constitutes a continue ATP/ATC with
interoperable Cab Signalling and fixed block with block sections.
ETCS Level 3:
• ETCS Level 3 provides an implementation of full radio-based train
spacing.
• Fixed track-release signalling devices are no longer required.
• As with ETCS Level 2, trains find their position themselves by
means of positioning beacons and via sensors and must also be
capable of determining train integrity on-board to the very highest
degree of reliability.
• It calculates safe distance between two trains.
• A movement authority is given on the information relating to the
position of the train, based on the actual distance of a train from the
next.
Contd….
• This solution called absolute braking distance spacing or moving
block, ensures a greater exploitation of the capacity of the line as it
reduces the granularity of the spacing.
SIGNALLING SYSTEM IN PAKISTAN RAILWAYS:
Max Speed No. Of
TYPE Age
(Kms/hr) Stations
Standard-I (Mech.) 50 185 More than 70 years
Standard-II (Mech.) 70 20 More than 40 years
Standard-III (Mech. & Elect.) 120 214 (Mech.) More than 70 years
Sectional
All Relay Interlocking (ARI) 39 More than 50 years
speed
Computer Based
-do- 44 out of 54 05 years
Interlocking(CBI)
Total No. of Interlocked
502
Stations
BLOCK SIGNALING/ TRAIN CONTROL SYSTEM:
TYPE DESCRIPTION NO. OF AGE (YEARS)
STATIONS
Centralized Traffic Control (CTC) by LME 07 More than 40
Auto Siemens 11 More than 50
Block Bombardier 21 out of 31 05
Total No. of Auto Block Stations. 39
Neal’s token 100 More than 100
Old Siemens token less 47 More than 60
Absolute New Siemens token less 36 More than 35
block
Tyer’s double line 39 More than 100
Axle counter 23 05
Total No. of Absolute Block Stations 245
SIGNALLING SYSTEM ISSUES IN PAKISTAN RAILWAYS:
Basic Elements Types Issues
Power Supply • Commercial Unstable commercial supply, excessive
• Batteries load shedding, electrolyte and distilled
• UPS water for batteries, spare parts of UPS not
• DG sets available, DG sets defects
Block Signaling • Neils token inst. Conventional technologies have gone
• Siemens token less obsolete and need replacement, spares of
• Tyre block new system are not available
• Siemens Auto block
• CBI Auto block
Station Signaling • Mechanical Signal shop is unable to manufacture
• All relay mechanical gear due to non availability of
Interlocking required raw material. Items of ARI not
• Computer based available in market due to obsolete technology.
interlocking Non availability of spares for CBI stations

Contd….
Basic Elements Types Issues
Train detection • DC track circuits Frequent failures due to vulnerable
• AC track circuits conditions of track and excessive
• ZPW 2000A trespassing
Transmission media • Rodding Supply of mechanical material is
• 7 strand signal wire irregular from signal shop,
• cables Most of the underground cables are
outlived and over aged. Cutting/ theft
by outsiders.
Human Resource • Sub Engineers Non- availability of required human
(for conventional and • Signal Maintainers resource is having an adverse impact on
for CBI) • Signal Muawans overall maintenance and operation of
Signal systems