MODULE 3

RAILWAY ENGINEERING

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SIGNALLING AND
INTER LOCKING

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 SIGNALLING
• The device by means of which movement of train is controlled is known as
signalling
• It consists of systems, devices and means by which trains are operated
efficiently
• Signalling includes the use and working of signals, points, block instruments
and other equipment required for this purpose

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 OBJECTS OF SIGNALLING

i. To provide safety to passengers, the staff, the goods and the rolling stock by
preventing a running train from coming in contact with another moving or
stationery train
ii. To provide safe distance between trains running on the same track in the same
direction. Thus to make maximum use of track
iii. To make the shunting operations safe and efficient
iv. To provide directional indications at diverging junctions
v. To restrict the speed of trains during repairs of track
vi. In marshalling and loco yards to provide safety to shunting operations

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 CLASSIFICATION OF SIGNALS

A. According to their functions

i. Stop signals or semaphore signals
ii. Warner signals
iii. Disc or ground signals
iv. Coloured light signals
B. According to their operations
i. Detonating signal
ii. Hand signal
iii. Fixed signal

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C. According to their location
i. Reception signals
a. Outer signals
b. Home signals
ii. Departure signals
a. Starter signals
b. Advance starter signals
D. Special characteristics
i. Repeater or co-acting signal
ii. Routing signal
iii. Calling signal
iv. Indicators
v. Miscellaneous signals

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 Semaphore Signals

i. Signal or vertical post

ii. Semaphore arm
iii. Lamp for night use
iv. Coloured spectacles
v. Crank rod
vi. Weight or lever
vii. Signal wire
viii. Chain
ix. Spindle
x. White band on semaphore arm
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 Semaphore signal consists of a horizontal arm with a spectacle fixed to a vertical
post at a height of 7.5 m
 The face is painted red with a white vertical band near the square end
 The back side is painted white with a black band
 It is operated from the cabin by means of wire, chain crank rod
 The balancing weight keeps the arm horizontal when the chain or wire breaks
 In India the signal is placed in the left side of the track with the arm projecting
away from the track
 When the arm is horizontal it indicates on position or danger position or stop
position
 When the arm is inclined it indicates off positions
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 Stop signal is a mandatory signal
 When the stop signal is in the on position the driver should not go beyond the
signal
 On some sections of Indian railways the arm of the semaphore signal is moved
in the upper quadrant instead of the lower and the signal is exhibited in three
positions
 Such a semaphore signal is called as three aspect upper quadrant signal
 When the arm of the three aspect upper quadrant signal is horizontal it indicates
‘stop’ when it is moved to the upper quadrant through 450 it indicates caution
when the signal arm is parallel to the vertical part it indicates proceed

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 Warner Signals

 Similar to semaphore signals except a V

 Notch is provided
 Placed ahead of ordinary semaphore signal
 When warner signal is horizontal – ON – beyond it is danger
 When arm is at an angle of 450 – OFF – may proceed at speed

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 Sometimes arms of warner and distant signals are fixed on the same post
 The distant signal is provided with a square end and warner signal a fish tail or
Notch

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 Disc or Ground Signals

 Shunting or miniature semaphore signals

 Used during shunting operations
 Consist of white circular disc with red band
 If red band is horizontal – STOP
 If red band is inclined – PROCEED
 Two holes are provided – red lamp and green
lamb
 Red lamb – STOP Green lamp -PROCEED

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Coloured Light Signals

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 Reception Signals

i. Outer Signal :
• Provided to indicate the entry of Train from block to the station
yard.
• Placed beyond outer limit of station
ii. Home Signal :
• Located near door of station.
• Located about 180 metres from the start of switches
• Arms provided on the home signals will be as many as number of
diverging lines.

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 Departure Signals
i. Starter Signal :
• Provided for controlling the movement of trains leaving a platform
• Placed at forward end of platform
• Trains can start only when it is in proceed position
• Separate starting signals are provided for each line
ii. Advance start Signal :
• Placed beyond outermost trailing points
• Last stop signal at station where it is provided
• After train leave the advanced starter signal the responsibility of the
station master is over
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 Detonating Signals
• Detonating signals, otherwise known as detonators or fog signals, are
appliances which are fixed on the rails and when an engine or a vehicle
passes over them, they explode with a loud report so as to attract
attention of the Loco Pilot.
• Provided when fixed signals are not visible due to cloudy weather or
fog or dust storm

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 Hand Signals
• In case of Emergency, Gangman on duty can stop the train with hand
signal
• Flags with wooden handle on day and during night lamps with movable
glass slides of red, green and yellow shades
• Red – STOP
• Green – PROCEED
• Yellow – PROCEED WITH CAUTION

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 Fixed Signals

• On either side of obstruction site red cloth signals are fixed across the
track to stop approaching trains

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 Repeater or Co – Acting Signal

• When mail or express train have to pass through small stations without
stopping, the trains have to pass through five signals in sequence, warner,
outer, home, starter and advance starter
• When the vision of the driver to these signals is obstructed by an over bridge,
it is necessary to have a repeating or co-acting signal
• It is located at a lower level on the same main signal post
• It acts in union with main signal

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 Routing Signal

• When various signals for a main and

branch lines are fixed on the same vertical
post is known as Routing signal
• Generally signal for main line is kept at
higher level than that for branch line
• Lowering of any one of the signals
indicates the track for which the points are
set
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 Calling on Signal

• It is the signal of small arm located, below a main signal

• After the main signal brings a train to halt calling on signal is used to
permit the train to proceed with caution
• They are helpful when repair work is going in big stations

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 Indicators

• Special information to drivers is furnished by indicators

• They are painted in black letters on a yellow background
• A whistle indicator consists 610 mm square board painted yellow with
305 mm high, with letter ‘W’ is Block
• Provided at a height of 2134 mm from rail level
• A whistle indicator indicates that the point where the driver should whistle
the engine

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• Shunting limit boards are rectangular board of size 610 mm X 915 mm
with the words ‘Shunting Limit’
• Provided at a height of 2134 mm from rail level

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 Point Indicators

• To indicate whether points are set for the main track or branch track
• Consist of rotating lamp which can rotate about its central vertical axis
• The lamp which consists of four sides is enclosed in a box
• The white disc of the indicator shows that points are set for main track
when the points are set for branch line, the indicator rotates through 90 0
and the disc indicates the points are set for branch line

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 Caution Indicators

1. Caution Indicators: A caution

indicator is provided to caution the
drivers.
2. Speed Indicators: This indicator is
provided for the driver to reduce
the speed of the train

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3. Termination Indicators: This
indicator is provided for the drivers
to indicate that speed restricted
zone is over and he may resume
the normal speed
4. Stop Indicators: This indicator is
provided for the drivers to indicate
to stop the train

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 INTER LOCKING OF SIGNALS
• The levers operating the various signals and points are mechanically
connected in order to avoid the possibility of pulling wrong levers and to
ensure safe movement of trains
• This is known as interlocking of signals
• The main object of interlocking is to eliminate human error in the operation of
signals and points

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 Principles of Inter locking

1. It should not be possible to lower at the same time two signals that can lead
to collision of trains
2. It should not be possible to lower a signal for a line unless the points relating
to the line are set and locked
3. When the signal for a line is lowered, it should not be possible to unlock or
reverse the points relating to that line
4. It should not be possible to lower the warner and outer signals unless the
corresponding home signal is lowered

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Levers
1. Operates up main home signal
2. Operates up branch home signal
3. Operates points setting for branch line
4. Operates point lock
5. Operates down main home signal
6. Operates down branch home signal
7. Operates points
8. Operates lock
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• When up main home signal is lowered it should not be possible to lower the
down main home and viceversa
• They are conflicting signals
• Hence lever 1 locks lever 5 and lever 5 locks lever 1
• It should not be possible to lower up branch home signal unless the points are
set for the branch line and locked
• Hence lever 3 and 4 release lever 2 and lever 2 back locks lever 3 and 4

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 Methods of Inter locking

The two methods of interlocking are;

i. Tappets and lock system
ii. Key system
iii. Route Relay system

Tappets and lock system:

• To the levers operating signals and points tappets are used which are of steel
size 38 x 16 mm they have suitably shaped notches in the tappets
• The locks are also of steel with shapes to suit the recesses in the tappets
• The locks move at right angles to tappets
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(a) The normal setting of the points is for the main line. The signal for the main
line is to be interlocked with the facing points. It should be such that when the
signal is lowered points cannot be changed. In the figure, the levers 1 and 3 are
so interlocked that pulling one of them prevents the other being pulled. This
will be termed as 1 locks 3.

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(b) In the case of loop signal, it should be so interlocked with the facing points
such that it cannot be lowered when the points are set for the main line and also it
cannot be lowered unless the points are set for the siding. In the figure 3 releases 2
or 2 backlocks 3. It means that when levers 2 and 3 are so interlocked that lever 2
cannot be pulled unless lever 3 has already pulled. Again lever 3 cannot be resorted
to its normal position unless the lever 2 has already been first resorted to its
original position

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(c) The outer signal is to be interlocked with the routing signal. In the figure,
levers 1,2,4 are so interlocked that lever 4 cannot be operated unless 1 and 2
has already been worked. Again levers 1 or 2 cannot be brought back to its
original position unless lever 4 has already been first brought back to its
original position. This is termed as 1 or 2 releases 4 and 4 backlocks 1 or 2

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Key system:
• This system is used in small stations in India
• Annets lock and key system is commonly adopted for the working of this system
• This system may be of single key or double key system

(a) Single lock and key system:

• In this system two locks are worked by a single key
• By withdrawing the key, it locks the signal in the horizontal position and the points in
the normal setting for the main line
• Let P and Q are two locks that are operated by a single key
• If the signal is to be lowered the key is inserted and turned in the lock Q

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• This releases signal
• Under this condition the points are set for the main line
• If the siding is to be used the key is to be withdrawn from the lock Q and after
verifying the signal to its normal position, the key is inserted and turned in lock ‘P’
• Therefore when the points are to be set of side the main signal cannot be lowered

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Route Relay system:
• The points and signals for the movement of trains are electrically operated in this
system
• It is the most sophisticated system which results in considerable saving of man
power and maintenance expenditure
• The route relay system is first commissioned in 1969 for the Ahmedabad station
in Western Railway
• In this system entire track circuit and the aspect of signals are repeated on a panel
by operating switches
• The panel operator can observe the position of the track

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• When the track is occupied by a train, the lights on the panel turn red
• The light automatically go off when the train leaves the section
• This system will be a fool proof system and human errors can be
eliminated to the maximum extent

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