RAILWAY SIGNALLING AND INTERLOCKING

INTRODUCTION

• The purpose of signalling and interlocking is primarily to control

and regulate the movement of trains safely and efficiently.

• Signalling includes the use and working of signals, points, block

instruments.

• Signalling enables the movement of trains to be controlled in such

a way that the existing tracks are utilized to the maximum.

 OBJECTIVES OF SIGNALLING

•To regulate the movement of trains so that they run safely at

maximum permissible speeds.
• To maintain a safe distance between trains that are running
•To ensure the safety of two or more trains that have to cross or
approach each other.
• To provide facilities for safe and efficient shunting.
•To regulate the arrival and departure of trains from the station and
yard.
•To guide the trains torun at restricted speeds during the
maintenance and repair of tracks.
• To ensure the safety of the train when it comes in contact with
road traffic at level crossings.
CLASSIFICATION OF SIGNALS

Principle of
Classification
CLASSIFICATION OF SIGNALS
 OPERATIONAL SIGNALS

1. AUDIBLE SIGNALS
Audible signals such as detonators and fog signals are used in cloudy
and foggy weather when hand or fixed signals are not visible

2. VISIBLE SIGNALS
Visible Signals are visible and draw the attention of the
drivers
because of their strategic positions
 OPERATIONAL SIGNALS

TYPES OF VISIBLE SIGNALS

1. HAND SIGNALS
• In the form of flags (red or green) fixed to wooden handles that are
held by railway personnel
• In the night, hand lamps with movable green and red slides are used
for signalling purposes.

2. FIXED SIGNAL
• These are firmly fixed on the ground by the side of the
track and can be further subdivided into caution indicators and
stop signals
 OPERATIONAL SIGNALS

TYPES OF HAND SIGNALS

 OPERATIONAL SIGNALS

TYPES OF FIXED SIGNALS

 FIXED SIGNALS (FUNCTIONAL)

1. CAUTION INDICATORS
These are fixed signals provided for communicating to the driver that
the track ahead is not fit for the running the train at normal speed.
These signals are used when engineering works are underway and are
shifted from one place to another depending upon requirement.

2. STOP SIGNALS
These are fixed signals that normally do not change their position.
They inform the drivers about the condition of the railway line lying
ahead. The stop signals normally used on railways are semaphore
signals, coloured light signals, and other such signals
 TYPES OF FIXED SIGNALS

1. SEMAPHORE SIGNALS
 TYPES OF FIXED SIGNALS

1. SEMAPHORE SIGNALS
 TYPES OF FIXED SIGNALS

2. PERMISSIVE SIGNAL—WARNER OR DISTANT SIGNAL

• In order to ensure that trains speed up safely, it is considered

necessary that warning be given to drivers before they approach a
stop signal.
• A warner or distant signal has, therefore, been developed, which is
to be used ahead of a stop signal and is in the form of a permissive
signal that can be passed even in most restricted conditions.
• The warner signal is intended to warn the driver of a train regarding
• the following aspects
a) That the driver is approaching a stop signal.
b) To inform the diver as to whether the approach signal is in an ‘on’
or ‘off’ position
 TYPES OF FIXED SIGNALS

2. PERMISSIVE SIGNAL—WARNER OR DISTANT SIGNAL

 TYPES OF FIXED SIGNALS

2. PERMISSIVE SIGNAL—WARNER OR DISTANT SIGNAL

 TYPES OF FIXED SIGNALS

2. PERMISSIVE SIGNAL—WARNER OR DISTANT SIGNAL

 TYPES OF FIXED SIGNALS

3. COLOURED LIGHT SIGNALS

• These signals use coloured lights to indicate track conditions to the

driver both during the day and the night.
• Coloured light signals are normally used in suburban sections and
sections with a high traffic density.
• Coloured light signals can be of the following types.
a) Two-aspect, namely, green and red
b) Three-aspect, namely, green, yellow, and red
c) Four-aspect, namely, green, yellow (twice), and red.
 TYPES OF FIXED SIGNALS

3. COLOURED LIGHT SIGNALS

 TYPES OF FIXED SIGNALS

3. COLOURED LIGHT SIGNALS

 TYPES OF FIXED SIGNALS

4. CALLING-ON SIGNAL

• The calling-on signal is useful when the main signal fails,

• In order to receive a train, an authority letter has to be sent to the
driver of the waiting train to instruct him/her to proceed to the
station against what is indicated by the signal
 TYPES OF FIXED SIGNALS

4. CALLING-ON SIGNAL
 TYPES OF FIXED SIGNALS

4. CALLING-ON SIGNAL
 TYPES OF FIXED SIGNALS

5. CO-ACTING SIGNAL

• In case a signal is not visible to the driver due to the presence of

some obstruction such as an overbridge or a high structure, another

signal is used in its place, preferably on the same post.

• This signal, known as the co-acting signal, is an exact replica of the

original signal and works in unison with it.

 TYPES OF FIXED SIGNALS

5. CO-ACTING SIGNAL
 TYPES OF FIXED SIGNALS

6. REPEATER SIGNAL

• In cases where a signal is not visible to the driver from an adequate

distance due to sharp curvature
 where the signal is not visible to the guard of the train
 TYPES OF FIXED SIGNALS

6. REPEATER SIGNAL
 TYPES OF FIXED SIGNALS

7. SHUNT SIGNALS

• These are miniature signals and are mostly used for regulating the
shunting of vehicles in station yards.
• Unlike fixed signals, these are small in size and are placed on an
independent post of a running signal post
 TYPES OF FIXED SIGNALS

7. SHUNT SIGNALS
 TYPES OF FIXED SIGNALS

7. SHUNT SIGNALS
 TYPES OF FIXED SIGNALS

8. POINT INDICATORS

These are used to indicate whether points have been set for the main
line or turnout side
 TYPES OF FIXED SIGNALS

8. POINT INDICATORS
 TYPES OF FIXED SIGNALS

9. TRAP INDICATOR
• A trap is a device fitted on the track, which in its open position
derails the vehicle that passes over it.
• When the trap is closed, the vehicle passes over it as it would over
a normal track.
• A trap indicator reveals whether the trap is in an ‘open’ or ‘closed’
position.
 TYPES OF FIXED SIGNALS

9. TRAP INDICATOR
 TYPES OF FIXED SIGNALS

10. CAUTION INDICATORS

• When the track is undergoing repair, trains are required to proceed

with caution at restricted speeds and may even have to stop.

• Caution indicators help the driver of a train to reduce the speed of

(or even stop) the train at the affected portion of the track and then
return it to the normal speed once that portion has been covered.
 TYPES OF FIXED SIGNALS

9. CAUTION INDICATORS
 TYPES OF FIXED SIGNALS

9. CAUTION INDICATORS
 TYPES OF FIXED SIGNALS

11. SIGHTING BOARD

• A sighting board is an indication to the driver that he or she is
approaching the first stop signal of a railway station.
• The function of a sighting board is to allow the driver to estimate
the location of the next stop signal from the current location so that
he/she starts applying brakes in case the first stop signal is in an
‘on’ position.
 TYPES OF FIXED SIGNALS

11. SIGHTING BOARD

1. OUTER SIGNAL (RECEPTION SIGNAL)
• This is the first stop signal at a station, which indicates the entry of a
train from a block section into the station limits.

• It is provided at a distance of about 580 m from the home signal.

• The signal has one arm but has a warner signal nearly 2 m below on
the same post.

• As the outer signal controls the reception of trains, it comes under

the category of reception signals
1. OUTER SIGNAL (RECEPTION SIGNAL)
• When the outer signal is in the ‘on’ (or stop) position, it indicates that
the driver must bring the train to a stop at a distance of about 9 m
from the signal and then proceed with caution towards the home
signal.
• If the outer signal is in the ‘off’ (or proceed) position, it indicates that
the driver does not need to reduce the speed of the train if the home
signal is also in the ‘off’ (or proceed) position, which is indicated by
the ‘off’ position of the warner.
2. HOME SIGNAL (RECEPTION SIGNAL)
• After the outer signal, the next stop signal towards the station side is
a home signal.

• It is provided right at the entrance of the station for the protection of

the station limits.

• The signal is provided about 190 m

short of the points and
crossings.
• The arms provided on a home signal are generally as many as the
number of reception lines in the station yard.
2. HOME SIGNAL (RECEPTION SIGNAL)

• When a home signal is in the ‘on’ (or stop) position it indicates that

the train must come to a halt short of the signal.

• In the ‘off’ (or proceed) position, it indicates that the

particular line is free and the train is permitted to enter cautiously.

3. ROUTING SIGNAL

• The various signals fixed on the same vertical post for both main and

branch lines are known as routing signals.

• These signals indicate the route that has been earmarked

for the reception of the train.

• Generally the signal for the main line is kept at a higher level than

that for the loop line

3. ROUTING SIGNAL
3. ROUTING SIGNAL
3. ROUTING SIGNAL
3. ROUTING SIGNAL
3. ROUTING SIGNAL

• In the case of light

coloured signals,
home signal
provided isthe
either
with
lighted route indicator
a displaying
graphic
the line number on which the
train is to be received or different
arms lighted by five lamps.
• These lamps form the arm, which
is used for indicating a line,
while there is no arm in the case
of a main line
4. STARTER SIGNAL
• The starter signal is a stop signal and marks the limit up to which a
particular line can be occupied without infringing on other lines.
• A separate starter signal is provided for each line.
• The starter signal controls the movement of the train when it departs
from the station.
• The train leaves the station only when the starter signal is in
the ‘off’ (or proceed) position.
• As this signal controls the departure of a train, it comes under the
category of departure signals
 CONTROL AND MOVEMENT OF
TRAINS
• The system adopted for controlling the movement of trains should
be such that

 it allows the trains to run in either direction

 facilitates faster trains to overtake slower trains,

 ensuring the complete safety of trains.

• The following systems are chiefly used for controlling the movement
of trains on Indian Railways.

1. Time interval system

2. Space interval system

 CONTROL AND MOVEMENT OF
TRAINS

• TIME INTERVAL SYSTEM

• In this system, there is a time interval between two successive trains.
• A train is dispatched only after sufficient time has elapsed since the
departure of the previous train.
• This system works fine just as long as everything goes well with the
previous train, but if there is a mishap and the previous train is held
up, the system fails, jeopardizing the safety of the trains
 CONTROL AND MOVEMENT OF
TRAINS

SPACE INTERVAL SYSTEM

• In this system, there is a space interval between two consecutive
trains.

• Only one train is permitted to occupy a particular length of the track.

• A succeeding train is permitted to occupy the same track length from
either side only after the first train has cleared it.
• This system guarantees safety as only one train is in motion at one
time
 INTERLOCKING AND ITS NECESSITY

• Interlocking is a device or a system meant to ensure the safety of

trains.
• With the increase in the number of points and the signals and
introduction of high speeds, it has become necessary to eliminate
human error, which would otherwise lead to massive losses of life
and property.
• The points and signals are set in such a way that the cabin man
cannot lower the signal for the reception of a train unless the
corresponding points have been set and locked.
• The signal is thus interlocked with the points in a way that no
conflicting movement is possible and the safety of trains is ensured.
 INTERLOCKING AND ITS NECESSITY

• Interlocking can, therefore, be defined as an arrangement of signals,

points, and other apparatus so interconnected

by means of

mechanical or electrical locking that they can be operated in a

predetermined sequence to ensure that there is no conflicting

movement of signals and points and trains run safely.

• The signal and interlocking system is so designed that the failure of

any equipment results in the turning “ON”

of the signal, thus

ensuring train safety.

 KEY INTERLOCKING

a) Take the example of a station with a main line and a branch line.

The point can be set either for the main line or branch line.

b)The point has two keys. The first is key A, which can be taken out

when the point is set and locked for the main line. Similarly, key B can

be taken out when the point is set and locked for the loop line. At any

given time either key A or key B can be taken out, depending upon

whether the route is set for the main line or the loop line.
 KEY INTERLOCKING

c)The lever frame operating the signals is provided with two levers.
The lever concerning the main line signal can be operated only by key
A and similarly the branch line signal lever can be operated only by
key B.
d)If the train is to be received on the main line, the points are set and
locked for the main line and key A is released. This key is used for
unlocking the main line signal lever, thus lowering the signal for the
main line. Since key A cannot be used for interlocking and lowering the
branch line signal, only the appropriate signal can be turned off. This
type of interlocking is called indirect locking.
 MECHANICAL INTERLOCKING

• Mechanical interlocking or interlocking on lever frames is an

improved form of interlocking compared to key locking.
• It provides greater safety and requires less manpower for its
operation. This method of interlocking is done using plungers and tie
bars.
• The plungers are generally made of steel sections measuring 30 cm
× 1.6 cm and have notches in them.
• The tie bars are placed at right angles to the plungers and are
provided with suitably shaped and riveted pieces of cast iron or steel
that fit exactly in the notches of the tappets.
MECHANICAL INTERLOCKING
 ELECTRICALINTERLOCKING

• Electrical interlocking is achieved through electric switches

known as relays.
• The manipulation of relays achieves interlocking, whereas lever
locks that are attached with the levers in place of plungers or in
addition to plungers prevent a lever from getting pulled, or allow it to
get pulled or normalized if the interlocking so permits.
 PANEL INTERLOCKING

• In panel interlocking, all points and signals are operated electrically from
a central location and the switches for operating these points and
signals are mounted on a panel, which also bears the diagram of the
yard layout.
• Electrical interlocking of these points and signals is achieved by means
of relays.
• The main advantage of panel interlocking is that the various functions of
all the points and signals, can be centrally controlled, thereby
eliminating the need for multi-cabin operations.
• So, the time that is normally lost in coordination is saved and the line
capacity increases so that a greater number of trains can be run by a
smaller operating staff
 ROUTE RELAY INTERLOCKING

• Route relay interlocking is an improvement over panel interlocking.

• Unlike panel interlocking, where each point in the route has to be
individually set with a respective switch and where the clearance of
the signal is obtained by operating the signal switch, route relay
interlocking involves the use of only a pair of switches to perform all
these operations automatically.
• Using this pair of switches, the desired route for the train is set
automatically by putting all the points along the route in their desired
positions.

• The required signal is then cleared automatically too.