Unit-II

Section A
CE7002
SATISH SAJJA
Station and yards

Section A
CE7002
SATISH SAJJA
 Station and Yards

Definition of Station
 A railway station or a railroad station and
often shortened to just station, is a railway
facility where trains regularly stop to load or
unload passengers and/or freight
Station and Yards
 Purpose of Railway station
 For exchange of passengers and goods.
 For control of train movements
 To enable the trains on a single line track to cross from
opposite directions.
 To enable the following express trains to overtake
 For taking diesel or coal and water for locomotives
 For detaching engines and running staff
 For detaching or attaching of compartments and wagons
 For sorting of bogies to form new trains, housing of
locomotive in loco sheds.
 In emergencies in ease of dislocation of track due to rains,
accidents etc...
 For repairing engines and changing their direction
 Railway station are having suitable approach roads from
surrounding areas.
 Types of Stations

 Wayside Stations, Junction Stations,

Terminal
Stations
 Wayside Stations

In this type arrangements are made for crossing or

for overtaking trains. Wayside stations are of the
following types.
i.Halt stations, ii.Flag Stations, iii.Crossing
stations
 Halt Stations

 A halt, is a small station, usually unstaffed and

with few or no facilities. In some cases, trains stop
only on request, when passengers on the platform
indicate that they wish to board, or passengers on
the train inform the crew that they wish to alight.
Halt Stations
 Flag Stations

Flag stations describes a stopping point at which

trains stop only on an as-need or request basis; that
is, only if there are passengers to be picked up or
dropped off.
These stations have no overtaking or crossing
facilities and arrangements to control the movement
of trains. These stations have buildings, staff and
telegraph facilities.
Some of the flag stations have sidings also in the
form of loops.
Flag Stations
 Crossing Stations

Provided with facilities for crossing

In this type at least one loop line is provided to allow
another train if one track is already occupied by a
waiting train
Generally the train to be stopped is taken on the loop
line and the through train is allowed to pass on the
main line
Crossing Stations
 Junction stations:

At a junction stations, lines from three or more directions

meet
The stations where a branch line meets the main line are
known as junctions.
Arrangements in junction stations
Facilities for interchange of traffic between main and
branch line
Facilities to clean and repair the compartments of the
trains
Facilities for good sidings, engine sheds, turn table etc.
Junction stations:
 Terminal Stations:

It is a station where a railway line or one of its

branches terminates
Facilities required in terminal stations
Watering, coaling, cleaning, servicing the engine
Turn table for the change of direction of the engine
Facilities for dealing goods traffic. Such as
marshalling yard, engine sheds, sidings etc.
In circulating area, ticket office, restaurant etc are
provided and it is directly connected to the road
Terminal Stations:
 Classification of Stations

Stations can be classified on the basis of their

operation as
1.Block stations-Class A, Class B and Class C
2.Non Block Stations-Class D stations or Flag
stations
3.Special class stations.
 Block Stations:

The stations at the end the block sections are called Block
stations
Authority to proceed is given in the shape of token at
these stations.
Class A Station:
On these stations the track is cleared up to 400m
beyond
the home signal for giving permission to approach a
train
Class B Station:
In such stations, the other signal is provided at about
580m from the home signal
Class C Station:
On these stations passengers are not booked. It is simply
a block meant for splitting a long block section and to
 Non Block Stations:

Also known as Class D station or Flag station

Situated between two consecutive block stations
May not be telegraphically connected to the
adjacent stations
No equipment or staff is provided for
controlling
the movements of the trains.
Trains are stopped by flag signals only
 Special class stations:

 Stations not coming under block station and

non
block stations are called special class station
 Platforms - Passenger and Goods platforms:

 A railway platform is a section of pathway, alongside

rail tracks at a railway station, metro station or tram stop,
at which passengers may board or alight from trains or
trams.
 Almost all rail stations have some form of platform, with
larger stations having multiple platforms.
 Platform types include the bay platform, side
platform (also called through platform),
split platform and the island platform.
 A bay platform is one at which the track terminates, i.e. a
dead-end or siding.
 A side platform is the more usual type, alongside tracks
where the train arrives from one end and leaves towards the
other.
 An island platform has through platforms on both sides; it
may be indented on one or both ends, with bay platforms.
Passenger Platform
Goods Platform
 Definition of Yard:

An area consisting of a network of railway tracks,

sidings, and sheds for storing, maintaining, and
joining engines and carriages.
A yard is defined as a system of tracks laid within
definite limits for various purposes such as receiving
sorting and dispatch of vehicles.
Railway Yard
 Types of Yards:

 Passenger yards, Goods yards, Marshalling

yards,
Locomotive yards
 Passenger yards:

Function of passenger yard is to provide all the facilities

for the safe movement of passengers.
Facilities in passenger yards
Booking office, enquiry office, luggage booking room,
cloak room and waiting room for passengers
Parking space for vehicles
Signals for reception and dispatch of trains
Platforms and sidings for shunting facilities
Facilities for changing batteries
Facilities for passing a through train
Washing lines, sick lines facilities
Passenger yards
 Goods yards:

A goods station (also known as a goods

yard, goods depot or freight station) is, in
the widest sense, a railway station which is
exclusively or predominantly where goods
(or freight) of any description are loaded or
unloaded from ships or road vehicles and/or
where goods wagons are transferred to local
sidings.
These are provided for receiving, loading
and
unloading of goods
Goods yards
 Requirements of a goods yard

Approach road for movement of goods

Sufficient number of platforms for loading and
unloading
Sufficient number of godowns
Booking office
Cart weighing machine
Cranes for loading and unloading
Vacuum testing machine
 Marshalling yards:

Marshalling yard is a railroad yard found at

some freight train stations, used to separate railroad
cars on to one of several tracks
It is the place where goods wagons received from
different centres are sorted out and placed in order
to detached at different stations
The marshalling yards are distribution centres
Empty wagons are also kept in marshalling yards
Marshalling yards:
 Factors for the efficient functioning of
marshalling yards

Shunting operations should not disturb the regular

trains
Should be kept parallel to the running trains
Movement of wagons in one direction only
Repair facilities should be provided on one or more
sidings
Connected to all important railway stations
Goods yard should be nearer to the marshalling yard
 Types of marshalling yards:

 (i)Flat yard (ii)Gravity yard (iii)Hump

yard
 Flat yard:

Flat yards are constructed on flat ground, or on a

gentle slope. Freight vehicles are pushed by a
locomotive and coast to their required location.
A flat yard has no hump, and relies on locomotives
for all car movements
 Gravity yard:

The whole yard is set up on a continuous falling

gradient and there is less use of shunting engines.
Typical locations of gravity yards are places where it
was difficult to build a hump yard due to
the topography
Gravity yards also have a very large capacity but they
need more staff than hump yards and thus they are
the most uneconomical classification yards.
 Hump-yard:

These are the largest and most effective classification

yards, with the largest shunting capacity—often several
thousand cars a day.
The heart of these yards is the hump: a lead track on a
hill (hump) that an engine pushes the cars over.
Single cars, or some coupled cars in a block, are
uncoupled just before or at the crest of the hump, and
roll by gravity onto their destination tracks
A hump yard has a constructed hill, over which freight
cars are shoved by yard locomotives, and then gravity is
used to propel the cars to various sorting tracks
Hump-yard:
 Locomotive yards:

 This is the yard which houses the locomotives for

various facilities such as watering, fueling, cleaning,
repairing, servicing etc.
Locomotive yards:
Locomotive yards:
 Requirements of a locomotive yard

Should be located near the passenger and goods

yards
Water column
Engine shed, Ash pit, inspection pit, repair shed,
turn table
Hydraulic jack for lifting operations
Over head tank and loco well
Sick siding
Place for future expansion
 Level crossings

A level crossing (a primarily British term; usually

known as a railroad crossing in the United States) is
an intersection where a railway line crosses
a road or path at the same level
Other names include railway crossing, grade
crossing, road through railroad, and train crossing.
The type of facilities provided at level crossing
depends up on the following
 Nature of the road
 Nature of the traffic on road
 Number of trains passing over the level crossing
Level crossings
 Classification of level crossing:

Special class – Traffic is exceptionally heavy

A class – On grand trunk roads
B class – Metelled roads
C class – unmetelled roads
D class – used for cattle‘s as ramps and pedestrians
only
 Station Equipments

 For efficient running of trains, safety of traffic,

repairing, cleaning, examining of locomotives etc.
some equipments and machinery is needed. These
equipments are known as station equipment
 Engine sheds:

Railway engine sheds were provided at terminal

stations, junctions, and other locations around the
railway.
They provided covered accommodation for servicing
locomotives - this could be simple tasks such as
changing brake blocks to more complex task that
involved dismantling and repairing the engine.
Types of engine sheds are (i) Rectangular type (ii)
Circular type
 Rectangular type engine shed:

In this type of engine shed, two parallel tracks are

laid, which meet at one or both the ends.
The engine can come from one end and leave the
shed in other end
They need more space; they are widely used in
India
Rectangular type engine shed:
Engine sheds:
Circular type engine shed:
 Circular type engine shed:

This type of shed consists of radiating tracks and a

circular structure known as round house
A turn table is also provided with the help of turn
table the incoming locomotive is put up on the
un occupied track of the shed
Needs less place
Skilled labour is needed for the construction
 Water Columns:
 A water crane is a device used for delivering a large
volume of water into the tank or tender of a steam
locomotive. The device is sometimes also called a water
column.
 As a steam locomotive consumes large quantities of water,
water cranes were a vital part of railway station equipment,
often situated at the end of a platform, so that water could
be refilled during a stop at the station.
 They are kept at all main line tracks at a distance of not less
than 50Km.
 It should not any obstruction to traffic
 Foot valve is provided to regulate the water flow
 Height of water column is 442cm
 Projection of pipe is about 225 cms
Water Columns:
Water Column & Ash Pit
 Ash pits: (Ash-pans)

Ash pits are provided to collect the ashes from the

locomotives
They are generally 1.067m deep and length is slightly
more than the length of the locomotive.
They rest on masonry or concrete walls and rails are
fixed on longitudinal beams provided at the top of
the walls
 Turn table:

 A turntable is a device used to turn railroad rolling stock.

 Turntables were also used to turn observation cars so that
their windowed lounge ends faced toward the rear of the train.
 A turntable is a large circular platform which is used to turn
locomotives and other rolling stock for railways.
 A well-engineered turntable is designed in such a way that the
efforts of only two or three people are needed to operate the
turntable, even when dealing with very large and heavy
locomotives
 The reason the turntable was developed was because early
steam locomotives were somewhat difficult to run in reverse
 As a result, train companies started building turntables so
that they could quickly turn their locomotives around.
Turn Table
 Triangles:

Triangles are used for turning railway equipment

By performing the railway equivalent of a
three-point turn, the direction of a locomotive or
railway vehicle can be swapped around, leaving it
facing in the direction from which it came
It consists of three short lengths of tracks laid to
form a triangle and connected to each other by three
pairs of points and crossings. Two tracks are laid in
curves and third as straight.
The engine moves completely round the triangle
and
its direction is automatically changed
Triangle
 Buffer Stops:

A buffer stop or bumper is a device to

prevent railway vehicles from going past the end of a
physical section of track
The design of the buffer stop is dependent in part
upon the kind of couplings that the railway uses,
since the coupling gear is the first part of the vehicle
that the buffer stop touches
It consists of timber beam 30x13cm section of the
level of buffer on vehicles, fixed to the two
vertical rail parts bolted to the track rails on
other ends.
Buffer Stops:
Buffer Stops:
 Fouling Marks:

Purpose is to avoid side collision between two trains

on adjacent track.(in between
diverging/converging tracking rear of t/in curve)
It should be fixed at the point where the spacing
between the tracks begins to reduce to less than the
minimum as specified in schedule of dimension.(i.e.
4.27 Meter track centre normally)
 They are made up of stone or concrete blocks and
painted in black and white
Fouling Marks:
Fouling Marks:
 Examination pits:

Examination pits are similar to ash pits but they are

used to examine the engines from underneath.
These pits are generally longer and deeper than the
ash-pits
Provided in locomotive yards
Examination pits
 Traversers:

Traversers are used to shift the position of the

vehicles or locomotives sideways
They provide an arrangement of transferring engines
and vehicles from one track to a parallel track
Traversers are preferred to turnouts, cross-overs,
etc.
It consists of a platform mounted on rollers.
Vehicle to be shifted is placed on the traverser and
then the traverse is moved sideways and adjusted to
the parallel track where the vehicle is to be placed
Traversers:
Traversers:
 Derailing switch:

A derailing switch is an ordinary point switch

The switch is open in the normal position and is
generally provided near the dead end of the siding
Any vehicle passing over it shall be derailed because
of break of continuity of rails
Derailing switch:
 Drop Pits:

These are constructed at right angle to the track to

examine and repair or to replace the old wheels
by new ones.
In these pits the wheels of the locomotives are
lowered and the wheels and axles are taken out with
the help of different kinds of jacks
Drop Pits:
 Scotch Block:

It consists of a block of wood placed on the rail and

suitably held and locked in position
It forms an obstruction to the passage of vehicles and
hence it prevents the escape of vehicle beyond the
dead end of the siding
Scotch Block
Scotch and Sand Hump
 Sand hump:

Method of checking vehicle

The rails in the dead end siding after some fixed
distance get embedded in the sand and come to rest
 Weigh Bridge:

These are level platforms with rails and are

connected to the main track
The beam rests on the knife edge and attached to the
lever to which loaded wagons come to the siding to
the weigh bridge is fixed
The lever mechanism is activated and weight is
indicated
Weigh Bridge
Weigh Bridge
Points and Crossings
Section A
CE7002
SATISH SAJJA
 POINTS AND CROSSINGS

Purpose for providing points and crossings:

It is the name given to the arrangement which
diverts the train from one track to another, either
parallel to or diverging from the first track.
Point and Crossings are peculiar arrangement used
in permanent way (railway track) to guide the vehicle
for directional change.
POINTS AND CROSSINGS
 Some definitions:

1.Angle of crossing:
 It is the angle between the running faces of point rail and
splice rail
2.Branch Track:
 Track to which train is diverted from main track
3.Check rails:
 To prevent the tendency of wheel to climb over the
crossing rail lengths are provided on the opposite side of
the crossing
4.Heel block: It is the CI block to which tongue rail and
lead rails are both bolted
Branch Track:
Check rails
Heel block
5.Lead Rails: They are the rail which lead the track
from heel of the tongue rail to the toe of the crossing
6.Nose of crossing: It is the point at which rail,
splice rail, or two point rails meet.
7.Tongue rail: These are tapered rails
8.Switch: It consists of tongue rail and a stock
rail
9.Throw of switch: Both the tongue rails move
through the same distance or gap, this gap is known
as throw of switch
Lead Rails
Nose of crossing
Tongue rail
Switch
Throw of Switch
10.Switch angle: It is the angle formed between the
gauge face of the stock rail and the tongue rail
11.Turn outs: A complete set of points and crossings
along with a lead rail is known as turnout
12.Facing direction: If someone stands at toe of
switch and looks towards the crossing it is called
facing direction
13.Trailing directions: If someone stands at the
crossing and looks towards the switches, then
the direction is called Trailing direction
Switch angle
Turn outs
14.Facing points or Facing turn outs: When the
train pass over the switches first and then they
pass over the crossing
15.Trailing points or Trailing Turnouts: The
opposite side of facing points in which the
trains pass over the crossings first and then
over the switches.
Turnout
 Right Hand Turn out and Left Hand Turn
out:

If a train from main track is diverted to the right of

the main route in the facing direction, then this
diversion is known as Right-hand turnouts.
If a train from main track is diverted to the left of the
main route in the facing direction, then this
diversion is known as Left-hand turnouts.
Right Hand Turn out
Left Hand Turn out
 Sleeper Laid for Points and crossing:

Two methods of laying sleepers below the points and

crossing
1.Through sleepers
2.Interlaced sleepers
Through sleepers and Interlaced sleepers
 1.Through sleepers:

They are provided in the overall length of points and

crossing
Through sleepers maintain several rails at the same
level especially in straight and curved tracks.
Difficulties in the procurement and transporting of
long sleepers
Through sleepers
 2.Interlaced sleepers:

Adopted when longer sleepers are not available

Both the tracks are laid on different sleepers, the
curved track often deforms and causes difficulties in
maintenance.
Also possess difficulties in the proper packing of the
ballast
Interlaced sleepers
Through sleepers and Interlaced sleepers
 Types of Switches:

There are two types of switches

(i)Stub Switch
(ii)Split Switch
 (i)Stub Switch

 Earliest type of switch. No separate tongue rails are provided

 Some portion of the main tracks is moved from side to side
 It is obsolete now and no more in use on Indian Railways
 (ii)Split Switch

 This the modern type of switch. It consists of a

stock
rail and a tongue rail.
 Crossings:

It is a device provided at the intersection of two tails

to allow the trail moving along one of the tracks to
pass across the other
Types of crossing
(i)Acute crossing or Ordinary crossing
(ii)Double or obtuse crossing
(iii)Square crossing
Crossings:
(i)Acute crossing or Ordinary crossing

 Acute angle is formed when a right hand rail of one track

crosses left hand rail of another track at an acute angle
 (ii)Double or obtuse crossing

 This crossing is fixed when a track crosses another

at an obtuse angle.
 (iii)Square crossing:

 When one track crosses another track of the same or

different gauge at right angle
 Signaling
Section A
CE7002
SATISH SAJJA
 SIGNALLING:

General:
Railway signalling is a system used to
control railway traffic safely, essentially to prevent
trains from colliding
Signaling consists of the systems, device and means
by which trains are operated efficiently and tracks
are used to maximum extent, maintaining the safety
of the passengers, the staff and the rolling stock.
It includes the use and working of signals, points,
block instruments and other equipments.
SIGNALLING:
 Objects of Signaling:

To provide facilities for the efficient moving of trains.

To ensure safety between two or more trains which
cross or approach each other's path.
To provide facilities for the maximum utility of the
track.
To provide facilities for safe and efficient shunting
operations.
To guide the trains movement during maintenance
and the repairs of the track.
To safeguard the trains at converging junctions and
give directional indications of diverging junctions.
 Types of Signal:

According to function
According to location
Special signals
(i)Classification according to function:

(a)Stop signals or semaphore type signals

(b)Warner signals
(c)Disc or ground signals
(d)Coloured light signals
(a)Stop signals or semaphore type signals

One of the earliest forms of fixed railway signal is

the semaphore.
These signals display their different indications
to train drivers by changing the angle of inclination
of a pivoted 'arm'
The stop position is the normal position and it is
said to be ON position
The arm can be lowered at an angle of 400 to 600
with horizontal and is said to be OFF position
(a)Stop signals or semaphore type signals
 (b)Warner signals:

The warner signal is similar to semaphore signal in

shape except a v-notch at free end, ie. The
movable arm is fish tailed as shown.
The white band is also of v-shape
The warner signal is placed on the same post of the
semaphore signal 1.8 to 2.1m below the
semaphore signal.
The warner signal is painted yellow and exhibits
yellow or amber colour at night instead of red
colour
(b)Warner signals:
 Shunting Signals:

These signals are used for shunting operations in

station yards
They are of the shape of a circular disc with a red
band on a white back ground
The disc can revolve in a vertical plane by
pulling
the lever by hand.
Two holes are provided, one for red lamp and the
other for the green lamp.
When the red band is horizontal or shows red
light
at night it indicates ―STOP‖
When the red band is inclined at 45 degree or
shown green light at night indicates ―PROCEED‖
Shunting Signals:
Shunting Signals:
 Colour light signals:

Semaphore signals are being replaced by high

intensity beam colour light signals both during day
and night
In case of colour light signals, the normal position
is to indicate ―PROCEED‖ (ie., shows green light)
When the section is blocked, it automatically
indicates ―STOP‖or ―DANGER‖ (ie., shows red
light)
In India these signals are used on urban and sub-
urban sections with heavy traffic
Colour light signals:
Colour light signals
 Locational characteristics

(i)Reception signals
(a)Outer signal
(b)Home signal
(ii) Departure signals
(a)Starter
(b)Advance Starter
Location of signals
 (a)Outer signal:

This is the first stop signal which indicates the entry of

the train from block to the station yard
It should be placed at an adequate distance (0.54km for
BG and 0.4 km for MG)
It has one arm but may have a warner signal on the
same
post nearly 2m below it.
In the Stop position the driver must bring his train to a
stop at a distance of about 90m before the outer signal
and then proceed to the home signal with caution
If it is in the Proceed position then the driver can take
the train at speed, assuming that home signal is also in
the proceed position.
 (b)Home signal:

Due to its location at the door of station, it is

termed as Home signal.
The home signal has bracketed arms to indicate
which line is to be used.
The function of home signal is to protect the
sidings already occupied.
It is located at not more than 180m from the start
of points of switches.
Home signals carry as many arms as the number of
diverging lines.
 (c)Starter signals:

It marks the limit up to which trains stopping at a

station should come to a stand
The starter is the last stop signal at a station
It controls the movements of the trains when they
depart from the stations.
No train can leave the station unless the starter
signal shows the ―PROCEED‖ position (ie.,
inclined position)
 (d)Advance Starter signals:

Besides the starter signal for each of the station

lines from which trains starts, an advance starter
may also be provided.
The advance starter becomes the last stop signal at
the stations where is provided.
It is an indication for the train having left the
station
 Special Signals:

(i)Repeater or Co-acting signal:

 When a train passes through a station
stopping, the driver comes across the five signals in
without
this sequence WARNER, OUTER, HOME,
STARTER and ADVANCE STARTER.
When the drivers vision is obstructed by an over
bridge between the signals, a signal is provided with
a duplicate arm of smaller size at a suitable position
which repeats the indication of signal head. It is
therefore termed as Repeater signal.
This signal is linked with the main signal and
therefore, when the lever is pulled both signals are
lowered simultaneously. Also called as ―co-acting
signal‖
Repeater or Co-acting Signal
 (ii)Routing Signal:

When various signals for main and branch lines are

fixed on the same vertical post, they are known as
routing signals.
Generally the signal for the main line is kept at
higher level than that for branch line.
(ii)Routing Signal:
 (iii)Calling-on Signal:

These consist of small and short arms fixed on the

same post below main signals
A calling-on signal permits a train to proceed
cautiously after the train has been brought to a halt
by the main signal
This signals are helpful when repair works are going
on
Calling-on Signal
 (iv)Miscellaneous signals:

Various other devices are used for indicating signals.

Signals are meant for goods sidings are distinguished
by providing rings or writing capital letter S etc.,
Two crossed bars are put up on the signal which is
under repair and it is placed in ON position.
 Control of movement of trains:

It is quite essential that movements of trains on

particular tracks should be safe and for this purpose
various methods are found out
(i)Following trains system
(ii)Absolute block system
(iii)Automatic signalling
(iv)Pilot guard system
 (i)Following trains system:

Used in case of emergencies such as failure of

telegraph and telephone systems.
In this method, a fixed interval of time is maintained
between the departure of one train and the
departure of the next train along the same time.
This fixed interval is worked out in such a way that
sufficient distance or headway in maintained
between the tail of the first train and the head of the
next following train.
 (ii)Absolute block system:

 The principle of the absolute block system of railway

signalling is to ensure the safe operation of a railway by
allowing only one train to occupy a defined section of track at
a time
 Instead of a fixed interval of time between successive trains, a
varying interval may be kept depending on the time, actually
taken by particular trains.
 It is a space interval system rather than a fixed interval
system.
 In the absolute block system the line is assumed to be blocked
until the fact that the line is clear is established by some
suitable information conveyed by block instruments
 The electric telegraph provided the ability for signalmen to
communicate with each other and provided the basis for the
absolute block system
Absolute Block Diagram
 (iii)Automatic signaling:

In order to avoid accidents, automatic

signalling has been found out. In this signals
are operated by trains themselves.
An electric current is conveyed through the
track when a train occupies that particular
track and this current puts the signal at
danger position until the train has gone far
ahead so as to require no further protection
 (iv)Pilot guard system:

Used on certain occasions such as

breakdown of telephone and telegraph
system on a single line and one track of a
double line being out of order.
In this system, a pilot proceeds by one train
to the station ahead and then he returns by a
train running in the opposite direction.
 Centralized Traffic Control:

Centralized traffic control (CTC) is a form

of railway signalling that originated in North America
The system consists of a centralized train dispatcher's
office that controls railroad switches in the CTC
territory and the signals that railroad engineers must
obey in order to keep the traffic moving safely and
smoothly across the railroad.
CTC systems are considered sufficient authority to
run trains based strictly on signal indications. This is
because CTC signals default to 'Stop' and require a
human dispatcher to 'Clear' them.
Centralized Traffic Control
 Interlocking:
 Definition:
 In railway signalling, an interlocking is an arrangement of
signal apparatus that prevents conflicting movements through
an arrangement of tracks such as junctions or crossings
 An arrangement of signals and signal appliances so
interconnected that their movements must succeed each
other in proper sequence".
 In general terms an interlocking is a location where plain
track ends and trackwork with points and crossings
complicate train movements. These areas are likely to be:-
 Junctions where two or more main lines meet.
 Complex yards or sidings are encountered. These may be at larger towns
or depot facilities.
 An interlocking provides for complex train movements and
shunting of trains.
 It provides for the protection of multiple train movements
within a localised area.
 Principles of Interlocking:

Not possible to lower the signals for the admissions of

trains from opposite direction or converging directions at
the same time to the same line
Not possible to lower a signal for any approaching train
until the correct points
Not possible for loose wagons from any part of the yard to
obstruct the line which is set for incoming train after
lowering the signal
When the signal is lowered, it should not be possible to
disconnect any point or reverse unlock the points until the
train has passed and signals have been raised to its ―ON‖
position.
Not possible to lower warner signal unless home and
starting signals have lowered in advance
 Methods of Interlocking:

The signals and points are operated by means of

levers.
Levers are located at ground level or platform level or
in an elevated structure called signal box or signal
cabin
Interlocking is done by grouping levers at one point
The levers are painted for easy identification
There are three methods of interlocking
(i)Tappets and lock system
(ii)Key system
(iii)Route relay system.
 (i)Tappets and lock system

This method is useful when levers are to be

interlocked so as to prevent conflicting movement
The tappers are of steel sections. 38mmX16mm with
suitable recesses and notches.
They are attached to the levers.
The locks are also of steel with shapes to suit the
recesses in the tappers.
The lock move at right angle to the tappers
Working of Tappets and locks system:

 The normal setting of the points is for the main

line.
The signal for the main line should be interlocked
with the facing points so that when it is lowered,
points cannot be changed. The levers are interlocked
such that pulling one of them prevents the other
being pulled. This is known as (1) locks (3)
The loop signal should be interlocked with the facing
points such that it cannot be lowered unless the points are
set for the siding. Also it cannot be lowered when the
joints are set for main line. Levers (2) and (3) are
interlocked so that the lever (2) cannot be pulled unless
(3) has already been pulled.
Conversely lever (3) can be restored to its normal position
only if lever (2) has already been restored to its original
position. This is known as (3) release (2) or (2) back locks
(3)
The outer signal should be so interlocked with the routing
signal that it cannot be lowered until one of them is first
lowered. When levers (1), (2) and (4) are interlocked so
that lever (4) cannot be worked unless lever (1) or (2) has
already been worked
 The working of this system is given in
the
interlocking table below
Descriptio Lever Releas Lock Backloc
n of levers No. e s ks

Main 1 4 3 -
Loop 2 4 - 3
Points 3 2 1 -
Outer 4 - - 1,2
Tappet & Locks System
Tappet & Locks System
 Key System:
This is the simplest method of interlocking. The key locks
are manipulated in this system
Single lock and key system:
 The principle of this system is to provide two locks
which are worked by a single key. With drawl of the key
locks the signal in the horizontal position and the points
in the normal setting for the main line. And B are two
locks operated by a single key. To lower the signal the
key is inserted and turned in the lock B. This releases the
signal and when the signal is lowered, it prevents the key
from being withdrawn. Hence when the signal is lowered
the point is correctly set for the main line. For using the
siding, the key withdrawn from the lock B after restoring
signal from normal position and inserted and turned in
lock A. This releases the points which may then be set for
siding. Now the main signal cannot be lowered.
 Route relay System:

 In this system, the points and signals for movements

of trains are electrically operated. This is the mode
and sophisticated system of interlocking. Due to this
system there is a considerable saving of man power
and maintenance expenditure of cabins.
Route relay System
 Rapid Transport System:

General
Rapid transport is a type of high-capacity public
transport generally found in urban areas.
Unlike buses and trains, rapid transport systems operate
on an exclusive right-of-way which is usually grade
separated in tunnels or elevated railways.
Metro is the most common term for underground rapid
transport systems
Rapid transport is used in cities, agglomerations,
and metropolitan areas to transport large numbers of
people often short distances at high frequency. The extent
of the rapid transport system varies greatly between
cities, with several transport strategies
Elevated railways
Mono Rail
Metro Rail in Chennai
 Under ground railways:

The railways provided just below ground level are

called ―low level or underground railways‖.
In this system of Railways, tunnels are constructed
for carrying tracks through them and a over - bridge
is necessary at every road crossing to carry the road
traffic over the railway traffic.
Due to ventilation problems in tunnels, electricity is
the only source of power for traction in under
ground railways.
 Under ground railways:

Advantages :
This system provides rapid and unobstructed
transportation.
This system helps in reducing traffic congestion
problems.
This system provides safety during aerial attack
in
war.
Suitability :
Underground railways are suitable in the heavily
congested urban areas where the traffic intensity on
roads is heavy.
Under ground railways
 Tube railways :

The railway provided underground at a greater

depth of about 18 m or more (up to 52 m) are called
tube railways.
This system of railways is so called as the section of
the underground tunnels, carrying the track, is to
avoid the interference of the tracks with water and
gas pipes, sewerage systems and oil or drainage
pipes, etc
An electrically powered railroad with tracks
running
through a tunnel underground; a subway.
Some important features of the tube railways are
given below :-

The railways stations have to be of cylindrical form.

Escalators or moving stair cases are to be constructed
to reach the tube railways.
Only electric traction to be used to avoid the smoke
and ventilation problems.
Automatic signaling system is to be used.
Such a mechanism of the train is to be used that it
cannot start until all the doors are closed, and it
automatically stops, if the signal is at ‗STOP‘ position.
This system of railways is used by the London Post
Office in transporting mails through a small diameter
tunnel with automatic control without any driver.
Tube railways :