Basic concept of Signalling

By S.R.BKSHI
Principal, MDZTI-S&T/KGP
 To err is human

To safeguard against that error is

Rail Signalling
Early Signals
 The first train which left Darlington for
Stockton did not have the benefit of signals.
 In India also, the first train in 1853 ran without
any signals.
 Very soon, fixed signals on posts began to to
be used. Different Companies used different
shapes.
 Initially, the signals consisted of only ‘main
signals’ fitted in front of the station master’s
office and an outer signal in each direction,
without any interlocking between the facing
points and signals.
Early developments
(contd.)
 The first railway (in India) to appoint a special
officer as signal engineer was the ex-East Indian
Railway, who appointed Mr. S.T. Dutton in 1889.
The Great Indian Peninsula was the second
railway, which appointed Mr. I.W. Stokes in 1903
and this was soon followed by other railways.
Early developments (contd)
 The next important development was to
control the points and signals from a central
location at the station. Lever frames thus
came into being. This grouping led to an
even more important development. Levers
were connected together in such a way that
they were physically locked unless it was safe
to pull them. This feature was known as
interlocking and is the basis of all signalling
today.
 The ex-Great Indian Peninsular Railway was
the first railway to have installed cabin
interlocking on a large scale on Bombay-
Delhi route in 1912.
 Early Signals
One type was the ‘Disc and Crossbar’ signal where
a disc being visible gave the Proceed aspect and
a rectangular crossbar the stop aspect.

Crossbar Disc indicated

indicated “Stop” “Proceed”

Disc and Crossbar Signal

Early Signals
 In 1841, a new design of signal, the semaphore was
introduced and this soon became the standard. This early
signal had an arm which was horizontal for the stop
aspect, inclined downwards at 45o for the caution aspect
and inclined downwards 90o for the proceed aspect.

 (Subsequently, the 450 aspect was made

the proceed aspect and the 900 aspect
was given up.)
ASPECT AND INDICATION OF UPPER QUADRANT MULTIASPECT STOP
SIGNAL

ASPECT STOP CAUTION PROCEED

INDICAT STOP DEAD PROCEED & BE PROCEED

ION PREPARED TO STOP
AT THE NEXT STOP
SIGNAL
Early developments

 Later, the station yards were key

interlocked, keys being transmitted
by hand.
 In 1904, electric key transmitters
were invented by Major Hepper,
Signal Engineer ex-NorthWestern
Railway (India). Popularly called
Hepper Key Transmitters, they have
been extensively used on IR.
Early developments
(contd)
 Full comprehensive interlocking became a
legal requirement by 1880s in UK.
 Simultaneously, simple electrical
communication between stations became
possible and this led to the development of
the Block System. This system, when used under
a strict procedure, ensured that only one train
can be on the track between two stations at
any given time. This section of track (between
stations) was known as the block and the
system known as the Absolute Block System.
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.
 Track circuits enabled introduction of
automatic signals, worked solely by
the operation of track circuits.
 Automatic Signaling was introduced in
Bombay 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. At large stations, a number of
cabins were necessary.
 Invention of electrical point machines
and electrical signal machines
removed this restriction.
 In 1923, colour light signals were
introduced for the first time. In 1926,
standards were laid down for the
meanings of the colours which are in
use till today.
Further developments
(contd.)
 Invention of electromechanical relays, along with
the introduction of colour light signals and electric
point machines enabled use of relay interlocking
operated from Panels provided with push buttons
and illuminated indications.
Further developments
(contd)
 Conventional Colour Light Signals use filament
bulbs which have a life of 1000 Hrs.
 LED Signals, using a cluster of LEDs, have been
recently developed. They have much longer life
and are practically maintenance free.
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 provide Automatic Train
Protection, where an on-board computer
continuously calculates the maximum
permissible speed and monitors & controls the
actual speed of the train
 The most significant development took place
during mid 1980s. A microprocessor based Solid
State Interlocking system was developed.
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.
Safety of Our Trains depends upon proper functioning of
Signals, Points & Interlocking
Role of Signaling

 1. Block Working
 2. Interlocking
 3. Train Detection
 4. Mechanising Marshalling Yards
 5. Automatic Warning System
 6. CTC and Remote Control
 7. Train Describer
 Why Signalling for Rail Transport ?

* Safety in Rail Transport

# Safety on ground
# Safety on-board

* Increase capacity : run more trains on the same

tracks

* Operational Benefits through Advanced Signalling

Railway Signalling Systems are required to ensure

safe train operations by Reducing human
dependence & to make Optimum use of existing line
capacity
 Signalling – Functions

➢Enhancement of Level of Safety

➢Optimization of Line Capacity
➢Provide Efficient and Safe Train Control
➢Real Time Train Running Information
 Development of Signalling

Electronic Signalling

Electrical Signalling

Electro-mechanical
Signalling

Mechanical Signalling
 Systems of working

• Chapter VII of GR describes the Systems

of working.

• Systems of working:
– The Absolute Block System,
– The Automatic Block System,
– The Following Trains System,
– The Pilot Guard System,
– The Train-staff and Ticket System, and
– The One Train Only System.
Domino type CCIP
 Train Operations
• Driver
• Station Master
• Section Controller
Delhi Metro Rail Corporation
Train Management System on Mumbai Suburban Section
 Design philosophy of Rail Systems:
Failsafe
❖ All signalling systems, equipments and
components have to be fail safe.

❖ Failure of any signalling equipment or

component should result in signal displaying
most restrictive information i.e. DANGER : RED
Track
circuit Points

Interlocking

Signal
Non-block stations or Class 'D' stations are
stopping places which are situated
between two consecutive block stations,
and do not form the boundary of any block
section.
 Track Circuit : An electric circuit formed along the running rails.
Function is to detect presence or absence of a train on
that portion of track.

DC Supply Track
Relay

Insulation Joints
Track Not occupied : Track Relay is Energised
 Track Circuit : An electric circuit formed along the running rails.
Function is to detect presence or absence of a train on
that portion of track.

Train Presence
DC Supply Track
detected
Relay

Insulation Joints
Track Not occupied : Track Relay is Energised
 TRAIN DETECTION

TRACK CIRCUIT AXLE COUNTER

AFTC
DC/AC
(JOINTLESS)

Audio Frequency Track

Circuits

Counts no. of Axles

IN Count/OUT Count
MJ81 Point Machine with VCC on site: High speed
turnout
Essentials of Interlocking

Lever frames and other apparatus provided for the

operation and control of signals, points, etc., shall
be so interlocked and arranged as to comply with
the following essentials.
1. It shall not be possible to take’ OFF ‘ a running
signal, unless all points including isolation are
correctly set, all facing points are locked and all
interlocked level crossings are closed and locked
against public road for the line on which the train
will travel including the overlap.
Essentials of Interlocking

2. After the signal has been taken’ OFF’ it shall

not be possible to move any points or lock
on the route, including overlap and
isolation, nor to release any interlocked
gates until the signal is replaced to the ‘ON
‘position.
3. It shall not be possible to take ‘OFF’ at the
same time, any two fixed Signals which can
lead to any conflicting movements.
4. Where feasible, points shall be so
interlocked as to avoid any conflicting
movement.
 INTERLOCKING PRINCIPLE
CHECK

• Complete route for reception of train is

unoccupied
• All points are correctly set & locked
• All Conflicting signals are at Danger
Position(RED)
• Level Crossing gates (if any) are closed

Till Then When all above are True

Block Instruments: To ensure only one train moves between two stations at a time
Token Exchange
 ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
UG Cable

Block Instrument Block Instrument

ABSOLUTE BLOCK SYSTEM
Station A Station B

Overhead Wire
Or
Underground Cable

Block Instrument Block Instrument

 ABSOLUTE BLOCK SYSTEM

Station A Station B

LSS FSS

LSS FSS

LSS FSS
Y

Station Section
(shown in green)
Colour Light Signalling (Multiple-Aspect )

STOP CAUTION

Be prepared to stop at next

STOP Signal

ATTENTION PROCEED

Be prepared to Pass next Proceed with full

Signal at slow speed permitted speed
Multiple Aspect Colour Light
Signals
I. Stop Signal (Three aspect)
Multiple Aspect Colour Light
Signals
I. Stop Signal (Four aspect)
Multiple Aspect Colour Light
Signals
II. Distant Signal

P P P
 ASPECT & INDICATION OF MULTIPLE ASPECT COLOUR LIGHT SIGNAL

ASPECT STOP CAUTION PROCEED

INDICATI STOP DEAD PROCEED & BE PROCEED

ON PREPARED TO STOP AT
THE NEXT STOP SIGNAL
 ROUTE INDICATORS

DIRECTIONAL ROUTE MULTI LAMP TYPE STENCYL TYPE

INDICATOR ROUTE INDICATOR ROUTE INDICATOR
 VARIOUS OVERLAPS
signal 2 LQ signal Multi- aspect Automatic
signal UQ, signaling on
MACLS & double line
MLQ
OV
Signal 180 Mt. 120 Mt. ---------
overlap

Block 400 Mt. 180 Mt. 120 Mt.

overlap
Signal Clearance automatically done by Train Movements

Automatic Signalling
Signal Clearance automatically done by Train Movements

Automatic Signalling
Signal Clearance automatically done by Train Movements

Automatic Signalling
Signal Clearance automatically done by Train Movements

Automatic Signalling
Signal Clearance automatically done by Train Movements

Automatic Signalling
Signal Clearance automatically done by Train Movements

Automatic Signalling
 Signal Clearance automatically done by Train Movements

Automatic Signalling

Available on Suburban Sections

Station Section
(shown in green)
 Operating Panel
Route Relay
Interlocking

Computer based Operating Console

(Solid State Interlocking)
Route Relay
Interlocking
 SOLID STATE INTERLOCKINGS

SSI is as interlocking system which employs micro processors and software

for interlocking functions.
Advantages : Small Space, Less Power, Yard Layout Changes can be
carried out fast.
SSIs provide high level of reliability, availability and fail safety.
2 Aspect

3 Aspect LED Signals

(Light Emitting
Diode)

Multi
Aspect

Colour Light Signalling (CLS)

 RAMS

Reliability
Availability
Maintainability Safety
 block section
means that portion of the running
line between two block stations
onto which no running train may
enter until Line Clear has been
received from the block station at
the other end of the block section
 Block Section : Portion of running line
between two stations where no running
train can enter until line clear is
obtained from next station.

STN A STN B

Station Section Block Section Station Section

 station limits

means the portion of a railway which is

under the control of a Station Master and
is situated between the outermost signals
of the station or as may be specified by
special instructions
 LINE CLEAR
Permission obtained from the station
ahead for despatching a train in the
Block section

authority to proceed

means the authority given to the Driver

of a train under the system of working,
to enter the block section with his train
 Authority to Proceed
The line clear which is the permission to enter a
block section is obtained by operating staff.
( Station Master)
Authority to proceed is the means adopted to
convey this information to a driver.
This may be
(i) in the form of tangible authority viz. token,
which is tied in a pouch and handed over to the
driver,

(ii) clearing of a signal, called Last Stop Signal

(iii) issue of paper line clear, when there is a

failure or the movement is not a normal
movement (in case of running a train in the
wrong line due to an accident on the normal line)
 adequate distance

means the distance sufficient to

ensure safety
Overlap

Running Train

The running train is a train which has

started under an authority to proceed and
has not completed its journey.
LQ: Lower Quadrant; MAUQ : Multiple Aspect Upper
Quadrant; MACLS: Multiple Aspect Colour Light
Signalling

BlockOverlap

SignalOverlap

&
 Aspect of a Signal

The physical appearance of a signal

as seen by a driver is called the ‘aspect
of a signal’.

Aspect may be a position of the arm (0

degree, 45 or 90 degrees) of a semaphore
signal during day time or colour of the
roundel (red, yellow or green during night
time) or colour of a lens in case of colour
light signals both during day and night.
 Indication

The information the aspect of signal

conveys is called the indication.

Two types of signals called ‘stop signals’

and ‘permissive signals’ are used on
Indian Railways.

Stop signals can have a maximum of 4

Aspects and Permissive signals 3
Aspects.
 INDICATION

ASPECT STOP SIGNAL PERMISSIVE

SIGNAL
STOP STOP DEAD NOT APPLICABLE

CAUTION BE PREPARED TO BE PREPARED TO

STOP AT NEXT STOP AT NEXT

Permissive
SIGNAL
Signals do
SIGNAL

ATTENTION BE PREPARED TO BE PREPARED TO

not have
AT
Stop
PASS NEXT SIGNAL
RESTRICTED
Aspect
PASS NEXT SIGNAL
AT RESTRICTED
SPEED SPEED
PROCEED PROCEED PROCEED
Kinds of Signals
Types of Signals

1. Fixed Signals
2. Hand Signals
3. Detonator Signals
4. Flare Signals

Fixed Signals
1. Running Signals
2. Subsidiary Signals
Semaphore Signals

LQ
MAUQ
Colour Light Signals
 Semaphore Warner signal in Two—Aspect
Signalling Territory-below a stop signal

'On' position 'Off' position

Warner OFF
 Semaphore Warner signal in two-aspect
Signalling Territory-on a post by itself

'On' position 'Off' position

Semaphore Stop Signal in Two-Aspect Signalling
Territory

'On'position 'Off' position

Semaphore Stop signal in the Multiple-Aspect
Signalling Territory

'On' position 'Off' position

Semaphore Distant signal in Multiple-aspect Signalling
Territory

'On' position 'Off' position

1.5
M
 Colour light Stop signal in
Multiple Three-Aspect Signalling Territory

'On' position 'Off' position

Colour light Stop signal in Multiple Four-Aspect
Signalling Territory

'On' position 'Off' position

 Subsidiary Signal

1. Calling on Signals
2. Shunt Signals
3. Repeating Signals
4. Starter Indicator

Calling on Signals
1. Placed below a Stop Signal governing the approach of
a train.
2. Not worked at the same time as the Stop Sig.
3. Taken OFF only after the train has been brought to a stop.
(Achieved by Track- circuit and Time-delay circuit).
Miniature Semaphore Arm type Calling-on signal in
Two-Aspect Signalling Territory
'On' position 'Off' position
Miniature Semaphore Arm type Calling-on signal in
Multiple-Aspect Signalling Territory

'On' position Off' position

 Colour light type Calling-on signal in
Two-Aspect Signalling Territory

'On' position 'Off' position

 Colour light type Calling-on signal in
Multiple-Aspect Signalling Territory

'On' position 'Off' position

Shunt Signal

Used for shunting purposes and not applicable to a running

train.

May be separately located on posts or close to the ground or

below a stop signal.

Shunt Sig. : May be of

1. Miniature ARM
2. DISC
3. The position light type
Disc type Shunt signal in Two-Aspect Signalling
Territory
'On' position 'Off'
position

ASPECT:
Stop Proceed
slow
Disc type Shunt signal in Multiple-Aspect Signalling
Territory

'On' position 'Off' positon

ASPECT:
Stop Proceed
slow
Miniature Semaphore Arm type Shunt signal in
Two-Aspect Signalling Territory

'On' position 'Off'

positon
Miniature Semaphore Arm type Shunt signal in
Multiple-Aspect Signalling Territory

'On' position 'Off' positon

Repeating Signal :- A Signal placed in rear of a fixed
signal for the purpose of repeating to the driver of an
approaching train the aspects of fixed signal in advance
is called a Repeating signal

Repeating Signal . May be of

1. Banner type
2. An arm type
3. A Colour loght signal
 Banner type Repeating signal in
Two-Aspect Signalling Territory
'On' position 'Off' position

ASPECT:
Signal 'On' Signal
'Off'
Semaphore Arm type Repeating signal in
 Colour light Repeating Signal

'On' position 'Off'

position
Signals not in
use
Warner Signal Lower Quadrant

Multiple Aspect
Upper Quadrant
Distant Signal OR
Multiple Aspect
Colour Light
Signalling
Train Being Received on Line No. 1

L1

L2

L3
Train Being Received on Line No. 1

L1

L2

L3
 MACLS

180 + 120
 MACLS

180 + 120

DN Train Being Received on Main Line

 MACLS

180 + 120

DN Train Being Received on Main Line

 MACLS

L1

L2

180 + 120

L3

DN Train Being Received on Line 3

 MACLS

L1

L2

180 + 120

L3

DN Train Being Received on Line 3

 MACLS

L1

L2

180 + 120

L3

DN Train Being Received on Line 3

 Warning Boards

Warning Board is an indication to the driver that he is

approaching the first stop signal. Since the Emergency
Braking Distances are different for passenger and goods
trains, there are two types of Warning Boards, one for
Passenger and the other for Goods trains.

The drivers are required to look for the signal

from the Warning Board. If the signal aspect is
not visible, the driver should immediately apply
brakes
 MACLS
Indicate Signal Aspects for DN Train being received on Line
4 along with Signals, Boards, Overlaps.

LINE 1

LINE 2

LINE 3

LINE 4
The details of two types of overlaps are given below

Name Meant for Point of Overlap

of signal consideration distance
overlap

Block Last stop signal From first stop signal LQ - 400 m

of the station in MAUQ/MACLS-
rear 180 m

Signal Normally for From starters LQ - 180 m

Home signals (double lines)
(manual MAUQ/MACLS -
sections) From outermost 120 m
trailing point (single
line)
All signals From next signal in 120 m
(Automatic advance
sections)
 Running Line :- The definition of running line is
important as most of the main signals are meant for the
running lines. Running lines are defined in G.R. as the
lines with points or connections and governed by signals,
used by a train when (i) entering a station (ii) leaving a
station (iii) running through a station (iv) running between
stations. If the line is used in any other condition, then that
line is not a running line.
 Fouling Mark (FM)
The width of rolling stock is fixed on Indian Railways and the overall
fixed dimensions of which is given in the schedule of dimensions.

When two tracks are running parallel the distance between them
should be such that two trains running in these tracks simultaneously
do not infringe with each other.

Hence a distance of (15’ 6”) in case of B.G. between the adjacent tracks
are maintained.

When two tracks join each other or cross each other, this distance
between the two tracks starts reducing. The point at which the distance
starts reducing from a standard distance of (15’ -6”) is very important
from safety point of view. A permanent mark (FM or FP) is provided
at the track level. This mark is called fouling mark .

It is the responsibility of the driver to ensure that the engine

is clear of the fouling mark and the guard to ensure that
the fouling mark is cleared by the last vehicle
Collisio
n
Collisio
n
POINT :
Point is a mechanism provided in the track to
facilitate diversion ( Engines donot have
steering wheel as available in motor cars)
Facing and Trailing Points :- Points
are used to divert a train from one
line to another. Points are classified
as facing or trailing depending on the
direction of movement of trains over
the point. If the direction of movement
is such that the trains get diverted
while going over the points, these
points are classified as facing points.
On the other hand, if train
approaches a point with two lines
converging to one, that point is called
a trailing point.
Facing Point Trailing Point
 Pt.C Z

X Y
Point.A Pt.B

Pt. A for train X T

Pt. B for train Y F

Pt. C for train Z F

T
Pt. B for train Z
Improper setting of facing points would
result in derailment of vehicles moving
over the point.

In case of trailing points, even if the

points are not set properly, the train is
able to pass through the point safely
causing damage to the point
equipments.
This is called ‘trail through’ or ‘bursting
of point’.
Rudimentary Interlocking :- The signalling system
provided initially at a station, where two trains from the
opposite directions can cross, consisted of an elementary
type of interlocking between points and signals. The
maximum speed was restricted to 15 kmph. Only one
signal was provided at each side 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 to 60
degrees below the horizontal.
Added
 ?

Added No Signals for dispatch of a Train

Isolation Added
MAUQ: Multiple Aspect Upper
Quadrant Signalling (STD III)
Factors affecting Braking Distance :- Important factors
affecting braking distances are -

1. Train Speed
2. Train Load
3. Gradient
4. Brake Power
5. Types of Brakes
6. Condition of Rails
7. Rail/Wheel Adhesion
Sighting Committee :- Fixed signals can be commissioned
only after ascertaining the minimum visibility available for
these signals. The visibility test is done by a Committee
called Sighting Committee consisting of senior supervisors
from motive power department (Electrical or Mechanical),
traffic department and signal department. They will go by
Footplate, or trolley and check the visibility during day and
night. The signals can be commissioned only on clearance
by Sighting Committee. Efforts are taken to improve
visibility of semaphore arm, by providing tall posts so that
the signal could be seen from a long distance. Similarly, in
case of colour light signals, the visibility is improved by
superior lens system
 Isolation

:- In any station or yard there could be number of

simultaneous movements. These movements should not
interfere with each other. Besides, when loose vehicles
(vehicles not attached to an engine)could roll and
obstruct important lines, isolation is a method adopted
to protect important lines in a station/yard. The
important lines are those –

(i) where speed is above 50 kmph,

(ii) all passenger lines as compared to goods lines/siding

and
(iii) goods lines as compared to sidings.
 Rules of Isolation
There are three rules of isolation as given in Rules for
Opening Railways. These rules ensure the protection of
important lines. The rules are -

(i) The line on which speed is higher than 50 kmph should

be isolated from all other running lines.

(ii) All passenger lines irrespective of the speed should be

isolated from goods lines/sidings.

(iii) It is desirable to isolate goods lines from sidings.

Rules (i) and (ii) are obligatory. Rule (iii) is optional.

Methods of Isolation :- In all the methods of isolation, the
two lines are not directly connected but through a cross
over. The different methods are -
(i) Trap Points :- Trap points are points with single switch.
In the normal position or open position, when any vehicle
passes over the point, it gets derailed. So, it is not desirable
to provide trap points on lines where there are frequent
movements.
Dead End :- This is another method where instead of a trap
point, the unimportant line is connected to a dead end, so
that when any vehicles escape from this line or when there
is simultaneous movements, the line will be set to dead
end. The only disadvantage is that dead ends serve only as
a method of isolation and no vehicle is permitted to be
stabled on this line. Since the dead ends are connected to
running lines, it is necessary to isolate them from sidings.
IF any vehicle is stabled on a line it becomes a siding. In
case, a stabling facility is required, dead end with trap
point is provided.
Dead End with Trap Points :- This method is adopted
wherever a stabling facility is required.
 Types of Braking Distances : -

The brakes can be applied suddenly or gradually. When the brakes are
applied suddenly, the braking distance required would be less but the
rate of deceleration may cause discomfort to passengers and in case of
freight trains, may damage the consignments. The braking distance
with sudden application of brakes is called Emergency Braking
Distance (EBD). The drivers are not supposed to apply sudden brake
application unless there is emergency. The drivers are normally
supposed to apply brakes gradually, so that the braking may not cause
discomfort to passengers. The braking distance obtained with gradual
application of brakes is called Service Braking Distance (SBD) or
Normal Braking Distance (NBD). SBD is 1.2 times EBD.

The intersignal distance is always based on Emergency Braking

Distance.
Since the EBD for a Mail/Express train at 100 kmph is 1
km, inter-signal distance has been kept as 1 km.

The difference between SBD and EBD is provided as an

additional visibility distance for every signal.
 Reaction Time : -

When the driver approaches and observes a signal, he can not be

expected to instantaneously react to the aspect of a signal, but only
after some time. This time is called the reaction time. When the driver is
in the process of reacting to the aspect of a signal, the train is running
at maximum speed and distance covered during this reaction time is
called ‘reaction distance’ (RD).

The reaction distance on Indian Railway is taken as 200 m. Reaction

Distance plays a crucial role while determining the minimum visibility
required for a signal.
 Minimum Visibility Distance for Signals
Lower Quadrant System (2 Aspect)
OUTER
Sectional speed 100 KMPH or more : 1200 M
Sectional Speed less than 100 KMPH 800 M
(Where above visibility cannot be achieved, Warner may be
separated. With Warner separated, minimum visibility of
OUTER cannot be less than 400 M)
WARNER (on a post by itself) : 400 M
HOME 400 M
Main Starter Signals 400 M
All Other Signals 200 M

For Multiple Aspect Signals

DISTANT SIGNAL : 400 M (An
inner distant signal where provided shall be visible from a
minimum distance of 200 M)

ALL STOP SIGNALS : 200 M

The maximum speed of a train over facing point
on the main line of a station depends on the
equipments used at the points, signals provided,
type of interlocking and provision of isolation
between main line and other lines. There are four
standards of interlocking used on Indian Railways
permitting 15 kmph to maximum permissible
speed. The set of equipments to be provided for
different standards of interlocking is stipulated in
the Signal Engineering Manual.
In case of Std. I and Std. II, interlocking points are
locally operated and locked by key locks. The key
released from the key lock is inserted in the lock
on the signal post before a signal can be cleared.
Once the signal is cleared the key locking the
points can not be taken out. Hence there is
indirect interlocking between points and signals.
The difference between Std. I and Std. II
interlocking is the requirement of isolation, i.e.
main line from other lines, as the maximum speed
permitted is 75 kmph in Std. II.
The main difference between Std. II and Std. III
interlocking is the types of interlocking. Since in
Std. II, points are operated locally and signals from
a cabin, there is indirect interlocking between
points and signals. Whereas in case of std. III,
points and signals are operated from the same
location and hence there is direct interlocking
between points and signals. Standard II
interlocking is not generally adopted in view of the
necessity to send the staff for operating the points
locally.
In case of major and terminal stations, full
compliments of Standard III interlocking are
provided. In spite of that these stations are
classified as std. I because no isolation between
passengers lines is provided at these stations.
 Double Distant Signal

Inner Distant
Distant Signal Home
Signal

YY Y R

G YY Y
G YY
G
 Double Distant Signal

Inner Distant
Distant Signal Home
Signal

YY Y R
YY Y with Route
G G Y
G G YY
G G G
Distant Signal: YY : Stopping on Main Line; Or Being Recd on Loop Line
Distant Signal: G: Being Received on Main Line
 Double Distant Signal

Inner Distant
Distant Signal Home
Signal

YY Y R
YY Y with Route
G G Y
G G YY
G G G
Distant Signal: YY : Stopping on Main Line; Or Being Recd on Loop Line
Distant Signal: G: Being Received on Main Line
 Double Distant Signal

Inner Distant
Distant Signal Home
Signal

YY Y R
YY Y with Route
G G Y
G G YY
G G G
Distant Signal: YY : Stopping on Main Line; Or Being Recd on Loop Line
Distant Signal: G: Being Received on Main Line
Signalling Layouts
2 A LQ Single Line, B Class
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M

Aspect Control Chart

W O MH S AS

Stop at
Home
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M

Aspect Control Chart

W O MH MS AS
Stop at
Main
Line
Starter
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M

Aspect Control Chart

W O LH LS AS
Stop at
Loop
line
Starter
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M

Aspect Control Chart

W O MH MS AS
RUN
THRU
Via
Main
 2 A LQ Single Line, B Class

15M
400 M
1000
M 180M
1400
M

Aspect Control Chart

W O LH LS AS
RUN
THRU
Via
Loop
MACLS on Double Line
 MACLS on Double Line

UP DN
Common
Loop
180M

DN Main
1400M 180M

UP Main
120M

UP Loop
Automatic Signalling
Essentials of the Automatic Block System on double line. -
(1) Where trains on a double line are worked on the Automatic
Block System, -
(a) the line shall be provided with continuous track circuiting
or axle counters
(b) the line between two adjacent block stations may, when
required, be divided into a series of automatic block
signalling sections each of which is the portion of the running
line between two consecutive Stop signals, and the entry into
each of which is governed by a Stop signal, and
(c) the track circuits or axle counters shall so control the Stop
signal governing the entry into an automatic block signalling
section that -
(i) the signal shall not assume an 'off' aspect unless the
line is clear not only upto the next Stop signal in advance
but also for an adequate distance beyond it, and
(ii ) the signal is automatically placed to 'on' as soon as it
is passed by the train.
(2) Unless otherwise directed by approved special
instructions, the adequate distance referred to in sub-
caluse (i) of clause (c) of sub-rule (I) shall not be less
than 120 metres.
Essentials of the Automatic Block System on single line.-
(1) Where trains on a single line are worked on the Automatic
Block System.-
(a) the line shall be provided with continuous track
circuiting or axle counters,
(b) the direction of the traffic shall be established only
after Line Clear has been obtained from the block station
in advance.
(c) a train shall be started from one block station to
another only after the direction of traffic has been
established.
(d) it shall not be possible to obtain Line Clear unless the
line is clear, at the block station from which Line Clear is
obtained, not only upto the first Stop signal but also for an
adequate distance beyond it.

Unless otherwise directed by approved special

instructions, the adequate distance referred to
in clauses (d) of sub-rule (1) shall not be less
than 180 metres.
Duties of Driver and Guard when an Automatic Stop
signal on single line is to be passed at 'on'. -
(1) When a Driver finds an Automatic Stop signal with
an 'A' marker at 'on', he shall bring his train to a stop in
rear of that signal and wait there for one minute by
day and two minutes by night.

When an Automatic Stop signal has been passed at

'on', the Driver shall proceed with great caution until
the next Stop signal is reached. Even if this signal is
'off', the Driver shall continue to look out for any
possible obstuction short of the same. He shall
proceed cautiously upto that signal and shall act
upon its indication only after he has reached it.
Types of Signals in Automatic Block Section
 :- Three types of signals are used in automatic block
section :-
 (i) Automatic Signal
 (ii) Manual Signal
 (iii) Semi Automatic Signal
 In a section provided with automatic block working,
automatic signals are used in sections where there are
no points or level crossing gates.
 Manual signals are used at the approach to stations,
since in case of stations, signals are manually operated.
 Semi-automatic signals are those which can work either
automatically or manually.
 Semiautomatic signals are provided in sections with a
point or a level crossing gate or both. The
semiautomatic signals are fitted with an illuminated
(A) Marker. When the A marker is lit up, the signal
works as an automatic signal. When the A marker is
extinguished, the signal works as a manual signal.
Automatic signal with a Gate and a Point :-
When there is a gate and a point in an automatic block
sections, two illuminated markers A and AG are provided.
The indications given by these marks are -
Point set for normal
Signal works as an
(i) main lines and gates A marker is lit up
automatic signal.
closed
Point set for normal
AG marker is lit Signal works as a
(ii) main lines and gates
up gate signal
open
Point not set for A marker and AG
Signal works as a
(iii) normal main lines marker
manual signal
Gate open extinguished
Point not set for
(iv) normal main lines
gate closed.
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. Since the
minimum visibility required is 200 m., the headway in an
automatic block section with three aspect signal (as shown
in the figure given below) is 2EBD+ 200m + 120 m + TL =
2.320 km + TL.

EBD 1 km
Automatic Block Section with four aspect signals - In case of am
automatic section with 4 aspect signals, an automatic signal
displays
Caution Aspect (Y) - When one block section + overlap of 120 m is clear.
Attention Aspect (YY) - When two block section + overlap of 120 m are
clear.
Proceed Aspect (G) - When three block sections + overlap of 120 m are
clear.

The inter-signal distance in case of 4 Aspect signals is emergency

braking distance between a signal showing 'Attention Aspect' (YY)
and a signal at 'On' as shown in the following figures :-

½ EBD EBD
The headway in case of 4 Aspect signals is EBD + ½ EBD +
200 + 120 + TL
= 1.820 m + TL

1000 + 500+ 200+120 + TL

With the provision of 4 aspect signals, Headway is reduced by

500 m, i.e. 25% and hence the train density can be increased
by 25% as compared to 3 Aspect signals.

Therefore, in very busy suburban sections like Bombay,

four aspect automatic signals are provided.

½ EBD EBD
 Automatic Signal
Y
G Normal Aspect

Y
R
A Marker

Denotes A
fully
automatic
signal
 Semi Route Indicator
Automati
c Signal Y
G
Y
Denotes
semi R Normal Aspect
automatic
A Sign
signal
AG Sign
c Calling “ON”

Shunt
Signal
working in
Auto Mode A A Sign
A: Points are AG Sign
set & locked Calling “ON”

Shunt
Signal
working in
Auto Mode A A Sign
A: Points are AG Sign
set & locked Calling “ON”

Shunt
Signal given
for diversion
A Sign
AG Sign
Calling “ON”

Shunt
Signal
working in
Auto Mode A A Sign
A: Points are AG Sign
set & locked Calling “ON”

Shunt
Signal
working in
Auto Mode
AG: Gate is
open or has A Sign
failed, Points AG AG Sign
are set & Calling “ON”
locked
Shunt
Signal Failed,
Calling ON
Given A Sign
AG Sign

c Calling “ON”

Shunt
Shunt Signal
Given
A Sign
AG Sign
Calling “ON”

Shunt
 I
N
C
O
R
R
A A
E
AG AG
C
T
 I
N
C
O
R
R
E
C
C
T
Colour light signals are used in modern signalling systems.
The main advantages of 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 parts

In colour light signals, an electrical lamp operated with 12v

and a superior lens assembly are provided to get a visibility
around 1 km. The lens assembly consists of an inside
coloured lens (red, yellow or green) and an outside plain
lens. The assembly is called double combination of lenses.
The signal lamp is kept at the focal point of the inner lens.
Cascading or cutting in arrangement is adopted to
prevent a blank signal. In the cascading arrangement
whenever, a signal lamp of an aspect fuses, the next
restrictive aspect is automatically brought in.

For example, if a signal lamp is displaying green and the

green lamp fuses, an yellow aspect will be displayed
automatically.

Similarly, if a signal is displaying yellow and the yellow

lamp fuses, a red aspect will come automatically. But if a
signal is showing red and the red lamp fuses, the signal
will be blank. To prevent this occurrence, all red lamps
are provided with two filaments. One main filament and
an auxiliary filament.
All off aspect lamps are provided with single filaments.
Red aspect lamps of the stop signals and yellow aspect
lamps of the Distant signals are provided with double
filaments.

The power supply failure is taken care of

by providing three sources of power for
colour light signals
.

Double line sections with 25 kv electric traction, the

three sources of power are -
i) power tapped from Down Line - Normal source
ii) power tapped from Up Line - Standby source
iii) local power (power from Electricity Board or diesel
generator).
Single line sections with 25 kv electric traction
i) power tapped from Up/Down line - Normal source
ii) local power (EB)
iii) diesel generator
Sections without electric traction
i) local power - Normal traction
ii) 2 - diesel generators
Power Supply Arrangements at
Signalling Installations
 Source:
 230V AC Single Phase
 415 V AC Three Phase

 Fixed Stop Signals for approaching train

do not become blank when main power
supply source fails
 Railway Electrified areas
 Auxiliary Transformers by tapping from 25 KV
OHE
 Separate Transformers for DN & UP Lines
 Where only One Line, Provide DG Set
 Provide Auto Changeover Panel in ASMs
Office
 Power Supply Arrangements

 Non Electrified areas

 For Colour Light Signals, Power Supply to be drawn from
Station Feeder
 Provide 2 DG Sets
 Provide Auto/Manual changeover panel in ASM’s Office
 Provide Solar panels for Semaphore signals

Separate Transformers to be used for feeding Signals & Track

Feed Chargers (for Track Circuits)
EXISTING POWER SUPPLY ARRANGEMENTS

230 V AC BUS

~ ~ ~ ~ ~ ~ ~ ~
= = = = = = = =
DBBC DBBC

Indoor Outdoor 110 V 24 V Up Side Up Side Dn Side Dn Side

Relays Relays Points Axle Block Block Block Block
12/24/60V 12/24/60V CounterLine Local Line Local
AC Power
230 V AC BUS Source
Voltage
Regulator Transformers Transformers

Transformers SM Panel
Track feed
Signal Lighting Chargers Indication
Conventional Stand by
Arrangement

Diesel Generator Set

SMPS based IPS
CVT,1KVA

40A(SMPS) 1KVA
~ 110 VDC
= Transformers
230/110V Signals
= ~
Transformers 110 V DC BUS
230/110V
Track Feed
300 AH DC - DC
Chargers
Battery Converters
Status Bank (With
standbys)
Monitoring
in ASM’s To different DC Circuits
room
 Block diagram of SMPS based IPS
system Switch Mode Rectifiers
AC 150 V-270V 50 Hz ~ 110V DC

Pt. Machine

~~ Auto
Change
Over
~
CVT Inverters DC-DC
Transformers Battery Converter

Signals DC Loads
Track Ckts.
Integrated Power Supply System
Advantages of IPS

 There is no need to run DG at PI Stn in

Non-RE area if the commercial power is
available for an average of 7-8 hours/day.
 No blank signals.

 Availability & reliability is very high

 Maintenance requirement is very low

including that of battery & DG sets.
Advantages of IPS

 Saving in Power - Power consumed by IPS

is same as the power consumed by
existing conventional power supply
system.In the existing installations the DG
set is required to run for an average of 6
hours/day (Cost of diesel for running of
DG set is approximately Rs. 72,500/- per
year/station.
 Point Operation
Safety considerations to be fulfilled in the operation of a
point especially facing point.

The considerations are -

i) A suitable means to set the point to one of the two
positions.
ii) A lock to prevent the movement of the switches due to
the vibration of train.
iii) To prevent the operation of point when it is occupied by
a vehicle.
iv) Means to ensure that closed switch is housed and
locked properly.
Setting - A point is said to be set :-
i) when the gap between open switch and stock rail
is less than 5 mm and
ii) when the gap between open switch and stock
rail is 115 mm in case of BG. and 100 mm in
case of MG.
The points can be set either locally or from a central
location

The central operation can be through (I) Mechanical means

and (ii) Electrical means
Mechanical operation can be provided through (I) Rodding
or (ii) Double wires.
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
In case of electrically operated points, route holding is
achieved by a device called track circuits
Mechanical Detectors - Two types of mechanical detectors
are used. One is with single wire and the other is with
double wire.

The single wire transmission operating the signal is

passed through a detector, provided at the facing point,
called 'unit detector'. The unit detector ensures that
signal transmission wire can move only if the facing
points in the route are set correctly and locked.

In case of a double wire operated point, a rotary type

detector is used. This detector lever is required to be
operated before the operation of the signal lever. If the
points are not set properly, the detector lever cannot be
operated and hence signals cannot be operated.
Point machines have electrical contacts inside the machine
to ensure that the points are correctly set and locked. Point
machines perform three operation

viz, setting, locking and detection.

 •Obstruction Test for Points
–5 mm obstruction at 150 mm
from toe

The functioning of the detector is checked by test

called an 'obstruction test'. In this test a physical
obstruction is provided between the stock rail
and closed switch and it is seen whether the
detector fails with this obstruction.
Hand Plunger Lock
UNIT DETECTOR
Obstruction Test
 ESSENTIALS OF INTERLOCKING

Interlocking is a safety arrangement to ensure that points,

signals and other connected equipments are operated in a
predetermined sequence.

Four Essentials of the Interlocking stipulated in the Signal

Engineering Manual :
 1. Route Setting
It should not be possible to take off a signal unless the
Route is properly set.

Route setting involves (1) setting of all points viz. facing,

trailing and isolation, (2) locking the facing points in case of
rod operated points, locking all points in case of D.W. or
electrically operated points, (3) closing and locking the
interlocking level crossing gate against road traffic, not only
for the line on which the train is going to run but also for
the signal overlap.
 2. Route Holding

It should not be possible to change a point, unlock a facing

point (in case operated by rodding), unlock any point (in
case operated by D.W. or electrically), unlock level crossing
gate in the route or the signal overlap portion unless the
signal is replaced to ON.

This condition is called route holding condition and

ensures that the route set for a signal remains in tact as
long as signal is Off.
 3. Conflicting Signals to be
locked
It should not possible to take off the conflicting signals at
the same time. The signals which can lead to head on
collision, if cleared simultaneously are called conflicting
signals. Main signal and subsidiary signals cleared for the
same route are also conflicting signals.

4. Conflicting Points to be locked

Whenever feasible, conflicting points should be locked.

 Track Circuits
Track circuit was first invented in the year 1872 in U.S.A.
by William Robinson.

Since this arrangement was very simple, nobody would

have thought that the track circuit would make such an
impact on signalling.

Track circuit has become one of the most important safety

devices in Railway signalling and has become an essential
and integral part of modern signalling systems.
 The principle of track circuit is quite
simple.
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. Since the current is
passed through the rails and rails form an electrical circuit,
this arrangement is called 'Track Circuits'.
 Track Circuit consists of the following components :-

1) To ensure that the flow of current is restricted to a

particular section, insulated joints are provided at both
ends of the section. The insulated joints consists of
insulating material made of Nylon 66, which prevents the
flow of current between rail to rail, fish bolt to rail, fish bolt
to fish plate and fish plate to rail of the adjacent rail joints.
2) Rails of 13 m standard length are provided in most of the
stations and they are joined together by fish plates. The fish
plates do not provide reliable electrical connection and
hence they are bridged by two mild steel wires to get good a
electrical connection. These wires are called bond wires.
3) The current is passed by means of battery (2v) at one
end and current is regulated by a resistance.
4) The current at the other end is sensed by a device called
Relay.
The relay used in track circuits is of a special design compared to the
conventional electrical relay.

A conventional relay works with a current or no current. But a relay

used in track circuit has to sense a drop in current. Since we can
not positively say that the current through the relay will be reduced to
zero value when a wheel and axle occupies a track circuit, when the
current through the relay reduces to 32% of the normal current, the
relay should get de-energized. Such relays are called relays with
high percentage release.
The sleepers used in the track circuits should be of an
insulating type viz. wooden or concrete sleepers. Cast iron
or steel sleepers can not be used in track circuited section
as they would directly short circuit the rails.

Normally, the resistance offered by wheel and axle of a train

is about 4 to 5 milli 0hms which is almost zero. However,
it is very essential to provide some factor of safety.

Hence our, track circuits are designed in such a way that

even when wheel and axle offers a resistance of 0.5 0hms,
the relay would be able to sense it. This provides a factor of
safety of (500/0.5 = 100). This resistance of 0.5 0hms is
called Train Shunt Resistance.
Indian Railways is one the few world Railways
who have adopted such a high train shunt
resistance.
 For Better Reliability of Track Circuits

Drainage & Ballast Conditions needs to

be good

It is stipulated in Signal Engineering Manual that the

ballast resistance should not be less than 2 chms/km in
station section and 4 0hms/km in block sections.
Automatic
Warning at
LC Gates
 Types of Track Circuits
- The following types of track circuits have been used on
Indian Railways :-
(i) DC Direct Current Track Circuit
(ii) Alternating Current Track Circuit 50 C/S or 83-1/3 C/S
(iii) High Voltage Impulse Types Track Circuits
(iv) Jointless Track Circuits : AFTC (Audio
Frequency Track Circuits)

11.8.2 The most widely used track circuits in Indian

Railways is Direct Current Track Circuits. Direct Current
Track Circuits cannot be provided in sections with Direct
Current Electric Traction like Bombay-Poona, Bombay-
Igatpuri Sections. Track Circuits with Alternating Current
at 50 C/S frequency is provided in these sections
SLOTTING AND INTERCABIN CONTROL

Two important principles involved in slotting are –

(i) the slotted signal can be cleared only if all the controls
required for the signal have been received.

(ii) any one the controls should be able to independently

replace the slotted Signal to 'ON' position.
 'one slot one train'
Control given by the other cabin and ASM/SM is valid for
one train only.

With the same control, the signal cannot be cleared for

the second time, after the passage of the first train.

The control lever/slides have to be replaced to the

normal position and again given for the second train.
 BLOCK INSTRUMENTS
The trains are run with space interval systems, maintaining
definite distance between two trains. The equipments
provided at stations for ensuring space interval system of
working are called 'Block Instruments'.

Block instruments provided can be classified into two

categories viz. (i) Cooperative and (ii) Non-cooperative type.

All single line token instruments (Daido Make and

Kyosan make) are cooperative type. All double line
block instruments and single line tokenless
instruments with push buttons (Podanur Make) are
non-cooperative type.
Double line Block Instruments :-

Double line block instruments work on the lock and block

principle. They are non-cooperative type.

All the block operations are done at the receiving end. The
instrument is much simple to operate as compared to
single line block instruments. These instruments are called
SGE type instruments (Siemen's and General Electric).
Single Line Block Instruments:
Double Line Block Instruments
 Auxiliary Warning System(AWS)
➢Applies Brakes automatically in
case Driver disregards a Red
Suburban Trains,
Signal
Mumbai

➢Regulates Train Speed on

Yellow Aspect
➢Controls Train speed at 15
KMPH on RED signal
(Available on WR & CR Suburban Sections on Mumbai).

ATP : Automatic Train Protection

Opto coupler Box (mounted on Signal Post)
 Engine Magnet

Central Cab Equipment

Track Magnet
DRIVING CAB INSIDE EMU TRAINS
Curves

 Emergency Brake Intervention

 Service Brake Intervention
 Warning
 Permitted
 Predicted
Curves

 Emergency Brake Intervention

 Service Brake Intervention
 Warning
 Permitted
 Predicted

This is a fail safe curve. The emergency brake is applied when this curve is crossed.
Curves

 Emergency Brake Intervention

 Service Brake Intervention
 Warning
 Permitted
 Predicted

The service brake is applied when this curve is crossed. It is always crossed before the
emergency brake intervention curve is reached.
Curves

 Emergency Brake Intervention

 Service Brake Intervention
 Warning
 Permitted
 Predicted

The warning curve is a combination of a curve which is a speed difference below and a
(reaction) time difference before the service brake intervention curve.
Curves

 Emergency Brake Intervention

 Service Brake Intervention
 Warning
 Permitted
 Predicted

The permitted curve is a combination of a curve which is a speed difference below and a
(reaction) time difference before the service brake intervention curve. This curve gives the
speed limit presented to the driver.
 Auxiliary Warning System

Microprocessor based CENTRAL

PROCESSING UNIT
DRIVER’S INDICATION
PANEL
SPEED-SENSOR

SUPERVISORY CH

DATD CH

ENGINE MAGNET

TRACK MAGNET

Opto coupler

Transmits Signal Aspect indications

 ‘Raksha Kavach’ - Definition

Raksha Kavach is a Network of ‘self-acting’,

computer based communication devices called
‘Anti-Collision Devices’ (ACDs) which
‘AUTOMATICALLY’ apply BRAKES to Trains,
thereby protecting the Travelling Public as well
as Road Users at Level Crossing Gates from
‘Collision’ related Accidents
 Purpose of Raksha KavachTM
Works as ‘Companion’ of the Driver

✓ To Alert Driver on Station Approach

✓ To prevent ‘dangerous’ collisions in

‘Mid-Section’

✓ To prevent ‘dangerous’ collisions in

‘Station Area’
 What is ACD ?
 ACD is microprocessor based equipment comprising of

 Global Positioning System (GPS)

Receiver
 Data Radio Modem
 Central Processing Unit (CPU)
 Interfaces to Auto-Braking Unit
(ABU)/ tachometer / Station
Signalling equipment etc.
 Fitted on Locomotives, Guard Brake Vans, Stations and Level
Crossings
 Global Positioning System (G P S) -
Uses GPS Satellites

• ’24’ + ‘3’ spare

Satellites
• ‘3’ required to be in
view of GPS Receiver
at a time
• Location (Lat, Lon)
• Angle of travel
• Speed
• Time Stamp, per second
ACD GPS: Global Positioning System
Anti Collision
Device And Direction
Transmit X1,Y1

Transmit X2,Y2

X1,Y1( GPS coordinates) X2,Y2 ( GPS coordinates)

X1,Y1
Compare Compare
X2,Y2

If Inter distance is less than 3 Km apply brakes.

Anti-Collision Device (ACD)
 GPS
Satellites

UHF Data
Radio Modem

GPS Receiver
Loco Loco
IR ACD ACD IR

ACDs have Knowledge Embedded Intelligence

Working of “on-board” ACDs
Receive inputs from satellites, communicate with each
other using radio modems & use intelligence to act - to
avoid ‘dangerous’ collision
 Design Philosophy
Angular Deviation Count
 GPS receiver is not sensitive to 5 m distance
between tracks
 GPS receiver can however detect angular
deviation & reversal
 When Loco / Guard ACD negotiates a turn out, an
angular deviation is detected by its GPS receiver,
which is used as an event to detect whether track
on which the loco is traveling has changed or not
 ‘Deviation Count Theory’ invented by Konkan Rly
has thus made a technological break-through
 Loco ACD - Fitted in a Locomotive along
with an Auto-Braking Unit (ABU),
becomes ‘Saathi’ to the Driver
Inset – Driver’s Cab

ACD ABU

Driver’s Console
 What other Countries have for
Automatic Train Protection

European Commission: Need for

interoperability : ERTMS

European Railway Traffic Management System

 How ERTMS/ETCS works
Communication
interfaces

ETCS
STM
onboard

Loop Balise

European Train Control System

ERTMS/ETCS level 1
• Overlay to existing signalling system
• Uses balises and optionally loops or radio for infill
• Lineside signals are usually retained

ETCS
onboard

Balise
ERTMS/ETCS level 2
• Overlay to existing signalling system
• Uses radio and fixed data balises
• Lineside signals can be suppressed

ETCS
onboard

Balise
ERTMS/ETCS level 3
• Requires no underlying signalling system
• Uses radio and fixed data balises
• No lineside train detection required

Integrity ETCS
onboard

Balise
Signal Clearance automatically done by Train Movements

Automatic Signalling
 EMERGING TECHNOLOGIES IN SIGNALLING
1) ENHANCING SAFETY
• (AWS), ACD, TPWS
• BPAC
• At LC Gates-TAWD

2) TECHNOLOGICAL UPGRADATIONS
• SOLID STATE INTERLOCKING (SSI).
• DATA LOGGERS
• LED / OPTICAL FIBRE LIT SIGNALS.
• AUDIO FREQUENCY TRACK CIRCUITS (AFTC).
• ETCS & TRAIN MANAGEMENT SYSTEMTCAS
• KAVACH / Train Collision Avoidance System (TCAS)

3) OTHERS
• AUTOMATIC SIGNALLING
 NEW TECHNOLOGIES IN SIGNALLING

** ELECTRONIC INTERLOCKING (SSI).

** ETCS-2.
** TOTAL TRAIN MANAGEMENT SYSTEM.
** AUDIO FREQUENCY TRACK CIRCUIT (AFTC).
** UNIVERSAL FAIL SAFE BLOCK INTERFACE (UFSBI).
** LED SIGNALS & OPTICAL FIBRE LIT SIGNALS.
** DATA LOGGERS WITH NETWORKING
** HIGH PERFORMANCE 5000 HRS 3-POLE SIGNAL
LAMPS.
** TRAIN ACTUATED WARNING DEVICE (TAWD) AT
LEVEL CROSSING GATES.
 High Speed Trains

To be run at a high frequency on dense

Passenger Routes
Their Fare comparable to Air
Advantage of rail travel upto 800 Kms or
less.
Beyond 800 Kms (4hours) Air Travel takes
over
❖People want to return the same day
❖Trains reach Passengers in the heart of the city
 High Speed Trains for Indian
Railways
“Running of high speed passenger trains in
the speed range of 200 to 300 kmph
requires wide debate. IR has already
identified Mumbai-Ahmedabad corridor
for a study. Such projects are highly cost
intensive, requiring funds to the tune of
Rs.20,000 to 30,000 crore.
The pricing and patronization are
interconnected, but still pricing of such
services is expected to be quite high.”
(Status Paper on IR 2002)
Future of Passenger Rail Travel
A direct attack on air travel
 Railways : What Nation expects
from Us
 Main task before Railways is to augment
capacity so as to make a quantum jump
particularly in freight traffic. Indian Railways
cannot afford to keep on moving along its
historically low growth rate.
 To achieve a higher rate of growth, Indian
Railways would have to augment its
capacity through technological change.
Concerted effort is needed in order to ensure
that Indian Railways catapult itself to a high
growth trajectory over the next decade.

Source: Integrated Transport Policy, Oct 2001

Railways: Increasing Throughput
 The railways must focus on reducing the speed differentials
between freight and passenger services by raising speeds
of freight cars to 100 km/hr. This will help improve traffic
throughput in the system.
 Introduction of modern signalling and telecom facilities
should get a fillip as this would help in augmenting track
capacity.

Source: Integrated Transport Policy, Oct 2001

INDIA 2020
A vision for the new millennium

“ The share of the Railways has been only about 0.6 per
cent of the GDP and has remained stagnant over
decades. There is a great need to increase it because
railways are an extremely energy efficient mode of
communication”.

Railways are 4 to 8 times more energy efficient in freight traffic when

compared to roads: Asian Institute of Transport Development

(Road Transport & Water Ways: 1.3 to 1.6 percent of GDP; Electricity:
2.5 %; Telecom: grown from 0.3 to 0.8% of GDP)
 Thank You !

We all need to Co-exist for the Prosperity of our Nation

Developing complementarity between transport modes, so that for each trip

the optimal combination of modes can be used, is one of the major
components of transport policy.