Subject Code: EE536

Subject Title: Signalling and Train Control Systems

Headway and signalling layout design (2/2)

Joe Choi
Chief E&M Engineering Manager (Email: [email protected])
MTR Corporation Limited

MTR Corporation 13/3/2025 Page 1

 Signalling The Layout
Headshunt

Platform

Platform

Signals & Points are the major

equipment in Signalling the Layout

MTR Corporation 13/3/2025 Page 2

 Signals
• There are two major
types of Signals:

• Main Signals

• Position Light
Signals

https://youtu.be/DVBNbhkHdgI?feature=shared
https://youtu.be/MbdWtZx3VpU?feature=shared
MTR Corporation 13/3/2025 Page 3
 Main Running Signal Aspect

• Red
• Stop
• One Yellow
• Caution – be prepared to stop at next signal
• Two Yellow
• Preliminary caution – be prepared to find next signal displaying one
yellow light
• Green
• Clear – next Signal displaying a Proceed aspect

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 A 4-aspect Layout

Main Running Signal

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 Position Light Signals
• It is British Railways practice to provide signals to authorize all regular train
movements that occur on running lines. If these movements cannot be made using
the main running signals then shunting signals will be provided. In general terms,
these moves will be permissive, i.e. allowing more than one train into a section.

• The type of signal used for controlling shunting and permissive movements is the
Position Light Signal.

• It may be used in three distinct circumstance and the aspects shown will vary
according to the particular circumstance of the signal.

• Position Light Signal Associated with Main Signal (Subsidiary Signal)

• Ground Position Light Signals

• Limit of Shunt Signals

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 Position Light Signals

Stop

Limit of
Shunt

Proceed in Shunting. A Shunting signal controls low speed The two yellow lights or one yellow
subsidiary signal movements where provision of a one white indicate a shunting
permits movements main signal is not appropriate, such movement is permitted past the
onto a portion of track as moves into sidings. Clearance of signal but only for a move in a
that is already occupied. a shunting signal does not direction for which the signal
These are commonly necessarily imply that the line cannot be cleared (for example,
used at terminal stations ahead is clear of vehicles. Shunting towards a head shunt rather than
to permit two or more signals are often mounted at on to the main line).
trains to enter a single ground level and are smaller than
platform. Two white lights at a 45° angle
main signals, reflecting their status.
indicate shunting is permitted.
If two red lights or one red and one
white are shown, the signal must
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not be passed. 13/3/2025 Page 7
 Position Light Signals

Subsidiary Signal

Ground Shunt Signal

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3-Aspect Signal with Subsidiary Signal &
Route Indicator

If it is necessary for a train to pass a

running signal for the purpose of entering a
siding or section already occupied by
another train then a Subsidiary Signal will
be provided in association with the Main
Signal.
When the conditions are correct it will
exhibit two white lights at 45o authorizing
the train to pass the red aspect of the Main
Signal and to proceed as far as the line is
clear.
The Subsidiary Signal may be mounted
either below or alongside the Main Signal.
Subsidiary
Signal

MTR Corporation 13/3/2025 Page 9

 Subsidiary Signals

• Subsidiary mounted on the same post as main signal and only has OFF
aspect. They display two white lights at an angle of 45o.

• The driver may pass the signal with caution at a speed which allows the
train to stop short of any obstruction.

• For direct entry to a siding or yard from a running line.

• For entry to an occupied platform.

• For shunting purposes.

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 Subsidiary Signals

• Under certain condition the signalling will cater two trains within the same block. This
is a direct contradiction to the block signalling system but is often permitted in station
where trains are joined together or when the platform is long enough to hold two trains.

• When all 3 portions of the Platform are clear, Signal 1 will be cleared to a Main aspect.

• If portion “A” is occupied by a short train, the second train will receive a subsidiary
aspect at Signal 1. A measuring length of track (Track Circuit “X”) is provided at Signal
1, the same length as portion “B” & “C” together, so that if the length of the second
train is longer than Track Circuit “X”, the Signal 1 will not be cleared into the platform.

• If only portion “C” is clear, then the shunting movement for a Locomotive can be
cleared into the platform under an override condition.

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 Position Light Signals

Ground Shunt Signal Limit of Shunt

Subsidiary Signal associated

with Main Signal
.
. . Siding
.
. .

. ..
.
. .
.
. .
.
.
. .
.

Position light signals authorize operator passing signal at red. It can be

a shunt class signal or a call-on class signal.

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 Shunting Movements

• Shunt Signal is used to facilitate shunting movements.

• When a shunting movement take place from a Main Signal a draw ahead aspect by itself is
displayed. A Shunt Signal allows train driver to proceed as far as the line is clear but not to
pass any subsequent danger Signal.

• Shunt Signals are normally provided at track circuited areas. Yards and Sidings are usually
under the control of a Shunter or a Yard Staff and this often avoids the necessity of Shunt
Signals.

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 Ground Shunt Signal
Shunt Signal with Route Indicator

Ground Shunt
Signal

A Ground Position Light Signal will be provided at any

locations from which trains may be required to proceed
and which do not already have a running Signal (Main
Signal). The lower white light is used in both aspects and
is known as the pivot lamp.
As the moves authorized are slow speed it is not common
practice to give any route indications even if there is a
choice of routes.
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 Shunting Signals

• There are two aspects - ON and OFF

• OFF aspect is with white lights at 450 in

the left hand upper quadrant

• ON aspect consists of one white light

and one red light displayed horizontally

Limit of Shunt Signal. The Limit of Shunt Signal permanently exhibit two red lights
horizontally and is placed to terminate any shunting movement that would cause a train to
proceed beyond the protection of an interlocking in the wrong direction along any running
line.

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 Shunting Signals

It is used for:

• Setting back from the running line into sidings over the trailing
connections

• Movements from one running line to another over trailing

crossovers

• Exit movements from sidings

• Movements in the facing direction where the provision of a signal

would reduce the length of a shunting movement.

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 Yellow Position Light Signal

Trains are allowed to pass the Yellow

Position Light Signal at “ON” aspect
when the movement is being made to
shunt neck or siding.

When movements are made to running

line, the Yellow Position Light Signal
shall display two white lights at 45o.

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 Route Indicator and Junction Indicator

When a train approaches a junction and is taking a diverging route, the preceding signal will indicate the diverging
route to the driver. A fixed lineside sign shows the speed that applies through the divergence. Signals which display
whether the route is diverging from the route ahead will have a “feather” attached to the main signal. If the feather is lit,
then the train will be diverging from the main route at the next junction. A feather can point to the left or to the right, as
appropriate.
In areas where speeds are lower, and there are a number of routes which can be taken, alphanumeric route indicators
are used to display a number or a letter to denote the route the train is to take (e.g., a platform number or line
designation). They may locate above or beside the relevant signal. When a route is set and the signal is cleared, the
relevant letter or number is shown.
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 Junction Signal and Indicators

• Any Signal that has more than one

running route is a Junction Signal and as
such must be accomplished by an
indication of route.

• Positions 1, 2 & 3 are for routes

progressively to the left and positions of
4, 5 & 6 are for routes progressively to
the right.

• No route indication will be given for the

high speed route regardless of the
status of the route.

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 Junction Signal and Indicators
When the straight route is obvious, there is no junction
indicator provided for this route.
Where there is no obvious straight route, a junction indicator
will be provided for all signalled routes.

Where the straight route is not

the highest-speed route, the
junction indicator will apply to
the lower-speed route.
Where the diverging routes
ahead are both of equal speed,
a junction indicator will be
provided for each route.

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 3-Aspect Signal with Junction Indicator

Junction Indicator

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 Position Light Junction Indicators

A Position Light Junction Indicator comprises five white lamps in a straight

line which will be lit when a diverging route is set. They will normally be
mounted above the Signal with which they are associated.
If there are two routes from a Signal and the slower speed route is to the
right, the Junction Indicator will be angles at 45o to the right of vertical with
the lowest lamp above the centre line of the main Signal.

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Use of multi-lamp Route
Indicator to substitute the Multi-Lamp Route Indicator
Junction Indicator Indicate Down Branch or
Down Slow

Indicates which platform

A multi-lamp route indicator comprises a matrix of lamps. Different

combination of lamps may be lit to exhibit alpha-numeric characters.
The characteristic exhibited must be readily visible to an approaching
driver when he / she is not less than 183m from the associated signal
and therefore the use of multi-lamp route indicators is only
Route permissible for indicating routes whose junction speed is 65kph or
Indicator less.
Thus such indicators are commonly associated with Signals on the
approach to and departure from terminal.
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 Automatic Signal
• A Signal may be shown on a scheme plan to be automatic if all the following
conditions are met:

• No Points in route to next signal

• No Points in the Overlap
• The Overlap is not shared
• No directly opposite routes

• Each Automatically Signal will have a key operated switch on the signal post and
signal panel (box) to allows its replacement.

• Semi Automatic Signal is the one usually works automatically but can be
controlled by a ground frame or level cross frame.

Automatic Signal Semi Automatic Signal

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 Points & Crossings
• The position of Points and Crossings will be dictated by several factors:
• Correct routing of trains, along with the flexibility of operation will define ideal position.
• Civil Engineering constraints, such as structure obstruction and rail cant may prevent
the ideal positions being adopted.

• The Signalling Engineer shall organize the control of the Points to allow them to be used in
the most effective manner.

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 Definition of Point Positions
• Each set of Points can be lie in either one of two positions, with left hand switch closed or
with right hand switch closed. One of these positions will be more commonly used than the
other or may provide natural protection to other movements. This will usually be defined as
the Normal position. The other position is defined as Reverse.

• On Signalling scheme plans, the Normal position of Points is shown as continuous line, and
the line from the reverse direction stopping short of the continuous line.

Left Hand Switch closed.

Point in Reverse position.

Right Hand Switch closed. Page 26

MTR Corporation 13/3/2025
Point in Reverse position.
 Track Circuiting
• Track Circuit is the most vital features of multiple aspect signalling. Its provision is
essential to Signal and Point machine operation.

• Track Circuits are expense and therefore, the minimum number should be
provided subject to the ability to maintain adequate flexibility of operation.

• Main functions of Track Circuit are:

• Detects that the route, over which the train is to pass, is clear of all trains;

• Detects that no train is standing foul of the route;

• Permits “parallel” movement of other trains when it is safe to do so;

• Permits the route to be released for the safe passage of other trains so soon as
practicable;

• Determines the extent of the overlap at running signals;

• Enables the position of the front or the rear of the trains to be detected.

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 Track Circuits for Signal
(Signals can only be cleared when Track Circuit is unoccupied)

Track Circuits for Points

(Points can only be operated when Track
Circuits are unoccupied)

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 Track Circuit & Overlap

Track circuit should be provided to meet the headway, operational flexibility

requirements with minimum cost.

Overlap should be provided for every signal. The overlap distances for various
speeds are given below as examples:

Line Speed Overlap

Not exceeding 60mph (96kph) 150 yd / 137m
Not exceeding 45mph (72kph) 100 yd / 91m
Not exceeding 15mph (24kph) 50 yd / 46m

Berth track Overlap track Berth track

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 Track Circuits at Point and Crossings
• The track circuiting associated with Points and Crossings is the most significant in
establishing the flexibility of operation. Failing to provide an adequate number of Track
Circuits or incorrectly positioning Track Circuits can limit the effectiveness of any layout
because Points cannot be operated whilst the Track Circuit in which they lie is occupied.

• Particular care is necessary to define the limits of Track Circuits where the lines converge at
a set of Points. The break must be far enough from the Points such that a train standing on
the adjacent Track Circuit is not foul of one passing on the converging line (Fouling Point).

1. Permit simultaneous movements on parallel lines.

2. Permit Points to be moved as soon as train leaves them.
3. Allow one train to stand on adjacent track whilst another
train passes across Points (Turnout).

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 Track Circuiting at Junction
• At a simple diverging junction, it is
Track Circuit Joint
necessary for the limits of the Track
Circuit provided to at least the Fouling
Point of the two diverging lines. The Fouling Point
Fouling Point of any two movements is
the first point at which the two
movements would just become foul of
each other.

• At Double Junctions, Positions No. 1 to

4 must be clear of the Fouling Point.
Track Circuit “D” is provided to detect
movement through the crossing. It must
be proved clear before Points 21 can be
Reverse or Point 22 can be normalized.
This ensures that a movement is not
foul.

• At Double Running Junction, Positions

1 to 6 must be clear of the Fouling Point.

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 Track Circuiting

B C

KWT 11
A

KWT12 C B

Joint A allows simultaneous moves over both ends of crossover normal.

Joint B allows points to be moved as soon as train leaves points.

Joint C, at clearance point, allow movements across crossover with track

KWT11 and KWT12 occupied.

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 Fouling Point and Clearance Point

Overhang
Clearance point

Fouling point

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 Flank Protection

51A 52B

52A 51B

Points need to move together to provide flank protection. They have the same
number and suffixed with A end and B end

51A 52B
Flank Protection is
not provided.
52A 51B

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 Introduction to Signalling a Layout

• Every layout has different characteristics that can affect the position of Signals
and therefore it is not possible to lay down precise rules to cover every case.

• It is vital to standardize your units of distance and time. If you work in imperial,
yards and seconds are most useful; in metric, metres and seconds would be
most appropriate. Whichever you decide you must use the same set of units
consistently and throughout to avoid confusion and error.

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 Where and How to Start ?

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 Signalling The Layout

Green Yellow RED

S D D O L

• The minimum separation must provide service braking distance from the first
caution to the red in every case.

• The maximum distance from the first caution to the red is set by the headway
requirement, subject to a maximum of 1.5D where D is the Service Braking
Distance. It is suggested that greater than 1.5D separation causes the train driver
to brake unreasonably early.

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 First plot the positions of the running signals on the principle running
lines. Then proceed to lower priority lines in order of importance.

Signal in Principle Running Lines

Rear Starter
Signal

Low Priority Running Lines

If a station exists on the layout it is usual to start by plotting platform starter

signals, and then continue by plotting the signals in rear and in advance to
be within the tolerance of minimum separation and maximum separation for
the type of signalling, i.e. 2-aspect or 3-aspect or 4-aspect, to be adopted.
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 Positioning of Running Signals
At stations
• If a Signal is required in the vicinity of a platform, then it is desirable to place it at
the end of the platform such that the train standing at the signal fully occupy the
platform. It is not satisfactory to position a Signal such that it consistently stops
trains on the immediate approach to a platform unless the stop can be of short
duration.

At Junctions
• Signal at Junctions should be positioned to protect the junction concerned.
Consideration should be given to the obstruction of lines in rear by trains standing
at the Signal.

At Level Crossing
• The Signal shall be placed up to 10 minutes running time from the level crossing.
Care should be taken to avoid the detention of trains on the level crossing.

Signals on Parallel Lines

• Signals for trains proceeding in the same direction on adjacent lines should be
placed opposite each other to minimize the chance of confusing drivers. It is quite
possible that 4-aspect signals would need to be used on the fast line with 3-aspect
signals on the slow line.

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 Positioning of Running Signals

Avoid positioning signals such that train:

1. stands in a tunnel

2. stands on a viaduct

3. fouls a junction

4. stands partially at a platform

There are occasions when, due to local circumstances, these requirements

cannot be totally met but every effort should be made to comply.

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 Misreading of Signals

Direction of travel

Direction of travel

Signals on adjacent running lines should be placed opposite each

other to prevent misreading of signal. Also it eases the design and
installation of power supply and location equipment.

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 Signal Position
Direction of travel

Siding
.
. .
S.B.D.
R

51 53

101 Station

Main Line

Signal 51 is placed at a distance greater than S.B. D. from 53

because it would have otherwise stood on the point 101; and
stops train movements in / out of Siding.

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 Train Length

Direction of travel

L
R
53

Station

Ensure maximum length train can stand in platform.

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 Train Stopping Position

R
53

Ensure maximum length train can stand clear of junction

fouling point to allow other movements to pass behind it.

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 Train Stopping Position

R
53
Catch Point

Ensure that maximum length of train can stand well clear of catch points
when the brakes ease as a train restarts it may roll back marginally.

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 Running Junctions
Flank Protection

1. In the above layout the separation between the running junctions is not adequate for trains
to stand clear of the junctions in rear unless the signals are moved close to the junction
ahead.
2. Full Overlap at the Signals 24, 25, 26, & 27 pass through the junctions which then become
less flexible to operate.
3. The provision of Reduced Overlap (ROL) minimize the inconvenience caused.
4. Point 300 do not form the opposite ends of a crossover as would be expected but do form
the facing ends of each crossover. This ensures that a train proceeding from Signal 23 to
the Down Slow Line is protected (Flank Protection) from any train overrunning Signal 24.
The converse protection is also provided automatically.

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 Diverging Junction

• Approach Release from

Yellow aspect is allowed
because the train speed will
be lower than that of the
diverging junction if the
train is being braked to a
stand at the next Signal
beyond the junction.

• The junction is release from

yellow to green or the
appropriate aspect as the
train approaches that
Signal after the train has
passed the Automatic
Warning System (AWS).

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 Diverging Junction

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 Converging Junction
Direction of travel
Layout 1
Overlap

501 Fouling 3 1
Point

Layout 1 is preferred because

simultaneously train movements from 7 5
Signals 1 to 3 and from Signals 5 to
7 are allowed. Overlap

Layout 2

Fouling 3 1
501
Point

7 5
Layout 2 is a type of control which is frequently used in a
Overlap congested layout where headway is tight and must not be
degraded by forcing a train to stand a long distance in rear
until its overlap control is cleared by the completion of a
conflicting movement.
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 Converging Junction

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 Layout of Signals at Double Junction

Direction of travel Branch Line

2 4
F.P.
501 3 1

Braking Distance Overlap

Main Line
502

Overlap 7 Braking Distance 5

• At Left Hand Double Junction, it is usual practice for movements from the Signal 3
(Branch Line to the Main Line) to be protected against an overrun past Signal 4 by
requiring Point 501 to be in the Reverse position so that the overrun is trapped by
being diverted to the Branch Line.

• This Flank Protection is not possible for Right Hand Double Junction.

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 Left Hand Double Junction

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 1
Left Hand Double Running Junction

AA AB 101 AC

Main Line
BA BB 100 BC BD
3 2

CA 100
CB CC CD
Branch Line
DA 102 DB DC DD
4
Notes:
1. Overlaps shall be kept clear of junction.
2. Track Circuit joints allows parallel movements.
3. Facing Points (Points 100) often carry same number to provide automatic Flank
Protection against oncoming trains.
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 Right Hand Double Running Junction
1

AA 100 AB AC

Main Line
BA BB BC BD BE
3 101 2

CB 100
CA
CC CD
Branch Line
DA DB DC DD DE
101 4
Notes:
1. Overlaps shall be kept clear of junction.
2. Flank Protection by trapping cannot be implemented unless separate Trap
Points are provided.
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 Aspect Sequence
Aspect sequence charts show the
circumstances under which each
signal will display each of its
possible aspects

4-Aspect Signals

MTR Corporation 13/3/2025 Page 55

 Aspect Sequence
Running from 3-Aspect Signals to 4-Aspect Signals

The standard overlap length for 4-asepct signalling is 200 yds.

For level track, an overlap of 300 yds. is provided at a 4-asepct signal if there
has only been one warning aspect in rear of it.
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 Aspect Sequence
Running from 4-Aspect Signals to 3-Aspect Signals

The standard overlap length for 3 aspect signalling is 300 yds.

For level track, a 3-aspect signal could have an overlap of 200 yds. if there are
2 warning aspects in rear.

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Aspect Sequence (UP line)

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 Test - 2 Apr 2025 (20:15-21:15)

 Headway and signalling layout design

 Railway signalling interlocking design

MTR Corporation 13/3/2025 Page 59

 Thank you

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