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Tailoring Signalling To Train Operations (T Moore)

This document discusses how railway signalling systems can be tailored to match train operations on a given rail line. It outlines how train operations vary between railways and sections of track in terms of train types, traffic levels, and special operations. Signalling requirements are determined based on the worst braking capabilities and traffic volumes. Signalling infrastructure is then tailored to match the economic requirements of the line, ranging from basic manual systems on low traffic lines to automated high-capacity systems on busy lines. Tailoring signalling in this way helps ensure costs are commensurate with traffic levels.

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Joshua Bailey
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154 views27 pages

Tailoring Signalling To Train Operations (T Moore)

This document discusses how railway signalling systems can be tailored to match train operations on a given rail line. It outlines how train operations vary between railways and sections of track in terms of train types, traffic levels, and special operations. Signalling requirements are determined based on the worst braking capabilities and traffic volumes. Signalling infrastructure is then tailored to match the economic requirements of the line, ranging from basic manual systems on low traffic lines to automated high-capacity systems on busy lines. Tailoring signalling in this way helps ensure costs are commensurate with traffic levels.

Uploaded by

Joshua Bailey
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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An Insight into

Railway Signalling

Tailoring
g Signalling
g g
to
T i Operations
Train O ti

Presented by
Trevor Moore
Overview of Sessions
Why Have Signalling
The Purpose of Signalling
Tailoring to Train Operations
Signalling
g g Equipment
q p

Signalling Safety Requirements


Signalling Aspects
Signalling Lifecycle
Operational Requirements

Design
g Designing the System

Reading a Signalling Plan

Glossary of Terms
Installation
Constructing the System
O
Operation
ti
Testing and Commissioning
Maintenance
Train Operations ?

z How do they vary from one railway to another ?


z How do they vary from one section of railway
to another?
Main Variations

Train Operations
p vary
y in the following
g areas:

z Types off Trains


T T i
z Traffic Levels
z Special Rail Operations
z Out of Course Rail Operations
Types of Trains
z EMU electric passenger trains
z DMU passenger trains
z Heavy haul coal trains
z Heavy Haul ore trains
z Intermodal freight trains
z General freight trains
z S
Special
i l ffreight
i ht ttrains
i e.g. cementt
z Grain trains
Train Differences
z Speed of the train
z Braking distance for the train
z Types of brakes (air brakes or ECP)
z Axle load for the train
z Substances carried on the train
Intermodal Freight Train
Coal Train
Coal Train Unloaded
High Speed Passenger
Medium Speed Passenger
Rail Traffic Levels
Rail Traffic Varies
z Line to Line number of trains

z Future traffic levels

z Train
T i Speed
S d on th
the liline
z Seasonal variations

z Day variations

z Day of week variations

z Direction variations
Special Rail Operations
z Main
M i Li
Line R
Running
i
z Stopping
pp g Passenger g trains
z Shunting of sidings
z Stabling of trains
z Continuous loading or Unloading
z Crew Change or Brake Inspection
z Loco Refuelling
z Depart from main line to siding
Out of Course Rail Operations
z Alternatives for broken down trains
z Alternatives for defective rail infrastructure
z Routine track maintenance requirements
z Hi-Rail vehicle inspections
Resultant Signalling
z From all of the above define the requirements
of the signalling.
z Typically the worst braked train defines the
minimum spacing between the signals
signals.
z The number of signals (maximum spacing) is
based on the number of trains per hour.
z This is often referred to as the signalling
Headway.
Signalling Headway
z Headway is the time for a signal to return to a
full clear aspect (green) after the nose of the
train passes the signal.
z It represents the trains being able to pass
multiple signals at line speed and is the best
measure off line
li capacity.
it
z Headway is not necessarily consistent along
a section of line
Tailoring the Signalling
z Signalling may be designed to cater for 1
train a day up to 1 train every 90 seconds.
z The amount of equipment will vary
accordingly.
gy
z Thus signalling infrastructure requirements
are set to match the economic requirements
for the line and its traffic.
z T k infrastructure
Track i f t t can only
l tailor
t il
maintenance levels to traffic levels.
Low Rail Traffic levels
z Ordinary Train Staff
z Electric Train Staff
z Train Order Working
z Computerised Train Authority working
z Communications Based Train Authorities
Moderate Traffic Levels
z Single line with crossing loops
z Remote control from Control Centre
z Driver activated operation of points
z Train Authorities
z Indication of position of points
Medium Traffic Levels
z Detection of train position
z Signals and motor points
z Centralised control by Signaller/Controller
z Readily up to 5 minute headway
High Traffic Levels
z As per Medium Traffic levels
z More signals and more aspects between full
clear and stop
z E f
Enforcement t off train
t i stopping
t i att red
d signal
i l
Tailoring of Signalling
Conclusion
z The amount of signalling infrastructure can
be tailored to suit the traffic levels and types
of rail traffic
traffic.
z The cost for design/installation and on-going
maintenance is then commensurate with the
level of traffic – hence economically
consistent.
Achieving the Outcome
z Not all railway organisations can readily
adapt to the differences in requirements
z Overall there is a need to correctly define the
Train Operating Requirements before
defining the Signalling Functional
R
Requirements
i t
z See attached example from Union Pacific
(USA)

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