Development of Railway Signaling 10/2/2015

Mobility

EEE 581 Railway Signaling and Control

THE DEVELOPMENT OF RAILWAY

SIGNALLING

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Contents

How Railway Transportation differs from

other forms.
How a train moves from one track to
another

Vital and Non-Vital Functions

Time Interval and Space Interval

Signals, Interlocking and Absolute Block

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TRANSPORTATION MODES AND CHARACTERISTICS

MODES
Before looking at the railway in detail, it is useful to compare its characteristics
against other modes of transportation.

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TRANSPORTATION MODES AND CHARACTERISTICS

TYPE SPEED COST COMFORT EASE OF DISTANCE SAFETY

USE
Walk
Cycle
Motorbike
Car
Train
Bus
Plane
Helicopter
Boat

H = High
M = Medium
L = Low

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TRANSPORTATION MODES AND CHARACTERISTICS

TYPE SPEED COST COMFORT EASE OF DISTANCE SAFETY

USE
Walk L L L H L M
Cycle L L L H L L
Motorbike M L L H M L
Car M M M H M M
Train M M H M H H
Bus M M M M M M
Plane H H H M H H
Helicopter H H H H M H
Boat L M H L M H

H = High
M = Medium
L = Low

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TRANSPORTATION MODES AND CHARACTERISTICS

Stopping a fast and heavy train is not easy.

The stored kinetic energy must be dissipated.

Adhesion must be maintained between steel wheels and steel rails.

The signalling system must give trains sufficient time (distance) to brake safely.

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PURPOSE

If a car driver sees an obstacle, he can slow down and steer left/right to avoid hitting it.

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PURPOSE

If a train driver sees an obstacle, he can only slow down to avoid hitting it.

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PURPOSE

As it takes a long time for a train to brake, we must give the driver an ‘obstacle
obstacle free’
free
space in front of his vehicle.

It must be at least as long as the braking distance which his current speed requires.

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PURPOSE

As a train cannot move left or right, a means of changing tracks at a ‘junction

junction’ of tracks
must be provided.

Sleepers Stock Rail

LEFT
Switch Rail
Flush

Switch Rail
RIGHT

Gap Stock Rail

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PURPOSE

As a train cannot move left or right, a means of changing tracks at a ‘junction’ of tracks
must be provided.

Stock Rail
LEFT
Switch Rail

Gap
Switch Rail

RIGHT
Flush
Stock Rail

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PURPOSE

Depending on which direction a train approaches a junction from, the points are
described as either ‘facing
facing’ or ‘trailing
trailing’.

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PURPOSE

There are 2 types of junctions, described as either ‘facing

facing’ or ‘trailing
trailing’.

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PURPOSE

Facing points present considerable danger to trains.

When a train travels over them:
They must not move.
The switch rail must be flush with the stock rail.
Otherwise a vehicle could be ‘de
de--railed
railed’.

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PURPOSE

A SIGNALLING SYSTEM HAS 3 MAIN FUNCTIONS

• To prevent following trains from colliding with each other.
• To prevent trains from colliding with each other at
junctions, and on single lines
• To allow trains to follow a fixed schedule or ‘timetable’

VITAL NON--VITAL
NON
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PURPOSE

Safety Systems Terminology

Vital
Attribute of equipment or systems
Incorrect operation may lead to:
Personal injury
Damage to property or equipment
Non vital
Attribute of equipment or systems
Incorrect operation cannot lead to:
Personal injury
Damage to property or equipment.

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PURPOSE

It is essential, in the event of any equipment failure, that the

safety of trains is always ensured.

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EARLY HISTORY

The Romans Ruts in roadways 15th Century Mines with

wooden, later iron, guide ways using man and horse propelled
trucks

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EARLY HISTORY

•Steam Power, heavier loads at higher speeds

• If a train broke down the guard had to run back quickly

to warn the following train.
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EARLY HISTORY

•1820’s First Basic Controls

UP

• Burning torch on back of last vehicle as a ‘stop

stop’ indication to a following
train.
• Fixed signs at level crossings telling driver to sound bell as a warning to
road users.
• Policeman positioned at stations gave ‘go
go’ or ‘no
no go’
go instructions.

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EARLY HISTORY

• 1830’s Time Interval System >1 Train per section

• 0-5 MIN SINCE LAST TRAIN = STOP

• 5-10 MIN SINCE LAST TRAIN = GO SLOWLY
•
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EARLY HISTORY

•1830’s Time Interval System >1 Train per section

• 0-5 MIN SINCE LAST TRAIN = STOP

• 5-10 MIN SINCE LAST TRAIN = GO SLOWLY
• 10+ MIN SINCE LAST TRAIN = CLEAR
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EARLY HISTORY

One train stops ……..

The problem is that it is impossible to know if a train has

arrived safely at the next station or not.

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EARLY HISTORY

A mail train ran into the back of a cattle train at New Milford, USA
on 5 Nov 1868. The line was being operated under the time
interval system. Eight men and 36 cattle were killed.

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EARLY HISTORY

1840’s Fixed Signals

• Policeman could control >1 signal

• Signals could be seen at a greater distance
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EARLY HISTORY

1840’s Interlocking Introduced

• Protection against human error

• Conflicting signals could not
show proceed simultaneously
• Points had to be in correct
position before a signal could
show proceed

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EARLY HISTORY

•1850’s Space Interval System only 1 train per section

• LAST TRAIN HAS NOT ARRIVED SAFELY = STOP

• LAST TRAIN HAS ARRIVED SAFELY = GO

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EARLY HISTORY

•1850’s Policeman check by

telegraph that block section is
free.

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EARLY HISTORY

• 1860’s Signal boxes Introduced

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EARLY HISTORY

1860’s Signal boxes Introduced

Signal levers, Point levers and Telegraph Instruments
housed in same building.
Controlled by a ‘Signalman
Signalman’

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EARLY HISTORY

• 1890’s Semaphore Signals became standard

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EARLY HISTORY

• “Warner” signal tells driver to start braking, and to be prepared to stop at the next
signal.

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ABSOLUTE BLOCK

•Only 1 train allowed in each block section at a time

Station Block section Station
limits limits
A
WARNER HOME STARTER WARNER
B
HOME STARTER

Up

Down

STARTER HOME
STARTER HOME WARNER WARNER
Station Block section Station
limits limits

• ‘B’ authorises entry of train into UP block section

• ‘A’ controls entry into UP block section
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ABSOLUTE BLOCK

• The station limits are not part of the absolute block

section. Signalman directly controls in this area.

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Down

STARTER HOME
STARTER HOME WARNER WARNER
Station Block section Station
limits limits

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ABSOLUTE BLOCK

• On UP line, B is in advance of A, A is in rear of B

• On DOWN line, A is in advance of B, B is in rear of A

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Down

STARTER HOME
STARTER HOME WARNER WARNER
Station Block section Station
limits limits

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ABSOLUTE BLOCK

Starter signal controls a trains departure from a station

Home signal controls a trains entry into a station
Warner is at braking distance from Home signal.

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Down

STARTER HOME
STARTER HOME WARNER WARNER
Station Block section Station
limits limits

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ABSOLUTE BLOCK

On UP line, B authorises entry to the block section. He must

have seen back of last train enter his station limits.
On UP line, A controls entry into the block section
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Down

STARTER HOME
STARTER HOME WARNER WARNER
Station Block section Station
limits limits

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ABSOLUTE BLOCK

Block Instrument, a communication and visual reminder device

UP LINE BLOCK INDICATOR
1. Line Clear
Controlled by other
1 2 3
Signal Box
2. Normal
DOWN LINE
(or blocked) LOCAL INDICATOR

1 2 3 Repeats Position of
3 Train on Line
Commutator
COMMUTATOR
1 2 3 Control s Block and
Indicator at other
BLOCK BELL
Signal Box

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ABSOLUTE BLOCK

Block Instrument, a communication and visual reminder device

Line Clear: ‘B’ has given authority to ‘A’ to allow a train to enter
the block section
Normal: ‘B’ has not given authority to ‘A’ to allow a train to enter
the block section
Train on Line: ‘B’ must not give authority to ‘A’ to allow a train to
enter the block section

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ABSOLUTE BLOCK

The method of working follows a strict procedure.

Station Block section Station

limits limits
A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3

Is line
SWITCH 1 2 3
clear?

Station Block section Station

limits limits
A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3
Line is clear
SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE INDICATOR UP LINE

INDICATOR

1 2 3 1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

B switches his commutator to line clear.

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ABSOLUTE BLOCK

UP LINE
UP LINE INDICATOR
INDICATOR
1 2 3
1 2 3
SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

A pulls signalbox levers to operate Starter signal “clear”

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3

SWITCH 1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

The train enters the block section.

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ABSOLUTE BLOCK

UP LINE
UP LINE
INDICATOR
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

A replaces signalbox levers to operate Starter signal “danger”

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3
Train
entering
section SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3
Train
entering SWITCH 1 2 3
section
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE
INDICATOR UP LINE
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

B switches commutator to “Train on Line”

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ABSOLUTE BLOCK

UP LINE
INDICATOR UP LINE
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Train stops at Home Signal.

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ABSOLUTE BLOCK

UP LINE
INDICATOR UP LINE
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

B pulls signalbox levers to operate Home signal “clear”

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ABSOLUTE BLOCK

UP LINE
INDICATOR UP LINE
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

Train arrives at station B

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ABSOLUTE BLOCK

UP LINE
INDICATOR UP LINE
INDICATOR
1 2 3
1 2 3

SWITCH
1 2 3
Station Block section Station
limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

B replaces signalbox levers to operate Home signal “danger”

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3
Train out of
section SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3
Train out of
section SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

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ABSOLUTE BLOCK

UP LINE
UP LINE
INDICATOR
INDICATOR
1 2 3 1 2 3

SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

B switches commutator to “Normal” (line blocked)

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ABSOLUTE BLOCK

UP LINE
UP LINE
INDICATOR
INDICATOR
1 2 3
1 2 3

SWITCH 1 2 3

Station Block section Station

limits limits
A
WARNER HOME STARTER
B
WARNER HOME STARTER

Up

System is ready to accept another train.

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Development of Railway Signalling

Man with Red Flag

Time Interval
Block Telegraph
Staff & Ticket
Mechanical Interlocked Semaphore Signalling
Track Circuits
Interlocking Frames
Electro mechanical and electro pneumatic interlockings
Relay Interlockings
CTC
Computer Based Interlockings
Automatic Train Protection
Automatic Train Operation
DrDriver assist (information).
ETCS/ ERTMS
Driverless
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SUMMARY OF SECTION

Railway transportation is significantly different from other

transportation modes, as the driver cannot avoid obstacles. A safe
separation distance must therefore be provided for him by the
signalling system.
Points allow trains to change tracks at junctions, but also present
considerable danger to a train travelling over them in the facing
direction.
A signalling system has 2 vital functions and 1 non-vital function.
Safe separation distance for following trains.
Prevent collisions at junctions.
Supervisory process.

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SUMMARY OF SECTION (Continue)

Time interval system inherently unsafe.

Space interval system inherently safer.
Fixed signals provide drivers with information.
Signalboxes provide centralised control.
Interlocking reduces possibility of human error or equipment failure
causing an unsafe condition.
Absolute Block working provides a space interval system based on
the electric telegraph for communication, block instruments, fixed
signals, signalboxes and interlocking.

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