Railway Signaling Technology –

System design overview

By Er.Mahesh C. Yadav

Ex. Dy.CSTE/RE/Ambala(IRSSE)

C.Engr(I), MIE(I), MIET(UK),MIRSTE,MIRT,MIUT ,MIMA

Headway Calculation
The headway distance is the distance between two following trains where the
driver of the second train only sees a green proceeds signal aspect.

If we divide the headway distance by the line speed then we end up with the time
it will take a train to travel the Headway distance at line speed. This can then be
compared to the Operators Maximum time allowed for the train to cover this
distance. If this time is longer than the Operators Maximum time then we must
use more signal aspects. The formula for more aspects will reduce your time to
within the Operators Maximum time. There are three different formulas we can
use:

• 2 Aspect Signaling Formula.

• 3 Aspect Signaling Formula.

• 4 Aspect Signaling Formula.

All three Headway Formulas contain the following measurements: -

V = Line Speed

B = Service Braking Distance

S = Sighting Distance

O = Overlap Length

L = Maximum Train Length

SERVICE BRAKING DISTANCE (B)
This is the distance it will take in order for the train to stop using the normal brake
application. The Braking Distance can be calculated for a level gradient using the
line speed and braking rate formula shown below :-

Service braking distance (B) = __(Line Speed)2_ = V2

2 x (Braking Rate) 2a

Overlaps (O)
The Overlap figure used will depend on the normal standard overlap distance
used on the line. New standards state the full standard overlap distance to be
180 meters.

Sighting Distance (S)

Where this is not given you can use an average 275 meters or 10 seconds at line
speed.

Train Length (L)

This must be based on the maximum train length of trains that can use the line.

Line Speed(V)
Line speeds are generally given in KM per Hour (KMPH) and must be converted
meters/second in order to work correctly within the formulas.
90 KM/hour = 90 x 1000 M/sec
60 x 60
= 25 M/sec

2 Aspect Signaling
In 2 aspect signaling, the signals are only capable of displaying two aspects.
Red or green for Stop signals and Yellow or Green for the associated Braking
Signal.

The distance between stop signals is called “X” and is variable according to the
layout of Junctions, points, stations, etc.

The headway distance can be calculated as :

H2(d) = B+X+S+O+L

giving a headway time :

H2(t) = (B + X + S + O + L)
V

The maximum distance between Stop signals is determined by transposing the

formula to get X = and substituting the Operators Maximum time [O] in the
formula.

X = (V x H[O]) - (B + S + O + L) meters

Note: If the figure calculated for X is less than 3 x BD do not use 2 aspect
signaling. Try the 3 and 4 aspect formulas.

3 Aspect Signaling
If the capacity of the line were higher such that 2 aspect signaling placed the
signals too close together to be economically viable or practical then we would
consider the three aspect signaling formula.

In 3 aspect signaling the signals are only capable of displaying three aspects.
Red, Yellow or Green meaning Stop, Brake (the next signal is red) or Proceed at
maximum allowable speed. Since in 3 aspect signaling every signal can be a
braking signal the signals cannot be placed closer than braking distance.

The headway distance is given by :-

H3(d) = 2B + S + O + L

The headway time is given by :-

H3(t) = (2B + S + O + L)
V

In the headway time formula above we use the service braking distance obtained
from the tables in GK/RT0034 for the B value to give us the maximum time it will
take the train to travel the headway distance with the signals placed as close as
possible to one another. If this time is greater than the operator’s then we must
look at 4 aspect formula.

If the time is within the operator’s time then we transpose the equation to
give our maximum signal spacing within the operator’s time :

H(t)3 = 2d + S + O + L) / V secs where d = max signal spacing

Transposed to : d = (Ht3 x V) – (S + O + L) meters

2

4 Aspect Signaling

If the time calculated for 3 aspect signaling is greater than the operator’s time
then we have to look at the 4 aspect signaling formula. In 4 aspect signaling the
distance between signals is less than braking so we employ a double yellow
aspect in rear of the yellow aspect signal in order to achieve braking distance.
When placing the signals, it is preferable to place them at 0.5 Braking distance
from each other, however that is not always possible and care must be taken to
ensure that braking distance is always achieved between the double yellow and
the red aspect. In addition, the distance from the single yellow to red should not
be less than one third braking.

The headway distance is given by :

H4(d) = 3d + S + O + L where d > 0.5 B

In the headway time formula above we use the service braking distance obtained
from the tables in GK/RT0034 for the B value to give us the maximum time it will
take the train to travel the headway distance with the signals placed at 0.5
braking distance. If this time is greater than the operator’s then the 4 aspect
formula cannot be used and advice should be sought.

If the time is within the operator’s time then we transpose the equation to
give our maximum signal spacing within the operator’s time:

H4(t) = 3d + S + O + L seconds
V

d = (Ht4 x V) – (S + O + L) meters
3

Headway Formula Summary

For 2 aspect signaling, the headway equation is : -

H2(d) = B + X + (S + O + L) meters

For 3 aspect signaling, the headway equation is : -

H3(d) = 2B + (S + O + L) meters

For 4 aspect signaling, the headway equation is : -

H4(d) = 1.5B + (S + O + L) meters

Note : The factor (S + O + L) common to all equations.

 Headway Time is then calculated as :

H(t) = H(d)

This calculation determines whether the signaling proposed will work given the
operator’s time.

The transposition of the formula gives the maximum signal spacing possible for
the operator’s headway time.

Note : The operator’s maximum signal spacing must not be chosen if it

infringes the requirements of GK/RT0034.

i.e. Depending on line speed, but in all cases the signal spacing must not be
more than 33% above Braking Distance without a risk analysis being carried out.

EXAMPLE 1

Max. Line Speed ……50 m.p.h. Gradients …… Level

Train Length ……170 m Sighting ………. 275 m

Headway Required …… 3 mins. BD ……………. 1035 m

Overlap…………………180 m V = 90 kmph. = 25 m/s.

First, check three aspect signaling :-

H3(d) = (2B + S + O + L)

= (2070 + 275 + 180 + 170)

H3(d) = 2695 m

H3(t) = H3 = 2695 = 139 seconds

V 25
This is less than the 180 seconds ( 3 mins) given by the operators, so we now
consider two aspect signaling. We cannot calculate a theoretical headway for two
aspect signals as the signal spacing is not fixed. Instead, we calculate the Stop
signal to Stop signal spacing to give us the 180 second headway specified:
X = (V x Ht2) – (B + S + O + L) where Ht2 = 180 s
= (25 x 180) – (1035 + 275 + 180 + 170)
= 4500 – 1660
X = 2840 m
Hence two aspect signals, with the stop signals no more than 2372 m apart,
would give the 3 min. headway required. This distance is less than 3B(3105), the
distance below which three aspect is more economical and so three aspect
signaling would still be the best choice.
Therefore we need to calculate the maximum signal spacing for 3 aspect
signaling:
H3(t) = 2d + S + O + L where Ht3 = 180 s
V
So d = (V x Ht3) – (S + O + L)
2
= (25 x 180) – (275 + 180 + 170)
2
giving d = 1937.5 m
Hence, the three aspect signals must not be more than 1937.5 meters apart for a
headway time of 3 minutes.
To check this is acceptable signal spacing to GK/RT0034, we calculate.
Braking distance + 33%
1035 + 341.55 = 1376.55 meters
This is the maximum distance allowable so to achieve the required 3 min.
headway, we would use three aspect signals spaced between 1035 m and 1376
m apart.
EXAMPLE 2

Max. Line Speed ……90KMPH

Gradients …… Level

Train Length ……150 m

Sighting distance ……. 275 m

Headway required …… 1.5 mins.

BD ……………. 2041 m

Overlap…………………180 m

V = 90KMPH. = 25 m/s.

First, check three aspect signalling :-

H3(d) = (2B + S + O + L)

= (4082+ 275 + 180 + 150)

H3(d) = 4687 m

H3(t) = H3 = 4687 = 187.5 seconds

V 25
This time is greater than the operator’s maximum time of 90 seconds therefore
we must consider the 4 aspect signaling formula.
H4(d) = 1.5B + S +O + L (3061.5 + 275 + 180 + 150) = 3666.5m
H4(t) = H4(d) 3666.5 = 82 seconds
V 44.7
This time is within the operator’s time of 90 seconds so we will use 4 aspect
signaling.
We now transpose the 4 aspect formula to get the maximum operator’s signal
spacing.
H3(t)=3d + S + O + L transposed to --- d = (H4(t) x V) – (S+O+L)
V 3
D = (90 x 44.7) – (275+180+150) = 1139.3 meters
3
Minimum signal spacing = 0.5B = 1020.5 meters
Maximum signal spacing = 0.5B + 33% = 1020.5 + 337 = 1358.59 meters
Therefore 4 aspect signaling will be used with the signal spacing between
1020 and 1139 meters.
Average Gradient
Up to now we have only considered a level gradient b. Below is the diagram
showing how the gradient varies along the railway line; we must establish the
average gradient over a section of line.
--------------------------------------------------------------------------------------------------------
We need to calculate an average gradient using the formula:
D d1 d2 d3
- = -- + -- + -- + ..
G g1 g2 g3
Where G is the average gradient
D is the total distance
G and d are the individual gradients & distances.
Falling gradients are taken as negative. Rising gradients are taken as positive.
D = - 1.5 – 0.91 + 1.5 = -0.91
G
Substituting D = 1250.
1250 = -0.91 G = 1250 = -1373.62
G 0.91
G = 1 in 1373 falling
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