Subject Code: EE536

Subject Title: Signalling and Train Control Systems

Headway and signalling layout design (1/2)

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

MTR Corporation 6/3/2025 Page 1

References
Textbooks

a) Railway Signalling, Green Book edited by O.S. Nock, Complied by experts of IRSE

b) Railway Control System, Red Book edited by Maurice Leach, Complied by a

Project Group of IRSE

c) IRSE Green Booklet No. 27, Signalling the Layout

Web

a) Institution of Railway Signal Engineers

b) The Railway Technical Website
c) How Railway Signalling Evolved from Flags to 4G Network
https://youtube.com/watch?v=ABVT8MOYb1g&feature=shared

Standards

a) IEEE1474 CBTC standards and recommended practices

b) EN50126, EN50716 (EN50128) and EN50129

MTR Corporation 6/3/2025 Page 2

Typical Train Control System Diagram

Source: IRSE News (Feb 2023)

MTR Corporation 6/3/2025 Page 3

 Fixed Block Line Side Signalling System Architecture

Automatic Operator’s
Train Control /
Supervision Indication Panels

Automatic
Train Interlocking
Control

Track Circuit Status Signal Control and Status

Point Control and Detection
Direction of travel
94G 52G 56G
01T 03T 05T 07T 09T 11T 13T 15T

51G P81 P85

55G 58G 61G
43T 12T
92G 41T P82 14T
P86

53G
MTR Corporation 6/3/2025 Page 4 63G
Direction of travel
Three Basic Elements in Fixed Block Lineside Signalling System

• Signal Light

• Point Machine

• Track Circuit

MTR Corporation 6/3/2025 Page 5

 Signal Light

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 Meanings of 2 and 3-Aspect Signalling
2-Aspect Signal

• Red Light
• Danger (Stop).
• Green Light (Proceed Aspect)
• Clear to proceed at permitted speed for the line.
3-Aspect Signal

• Red Light
• Danger (Stop).
• Yellow Light
• Caution – the next signal is at Danger and be prepared to stop at
next signal.
• Green Light (Proceed Aspect)
• Clear - Proceed at permitted speed for the line, next signal exhibiting
a Single Yellow or Green aspect.

MTR Corporation 6/3/2025 Page 7

 2-Aspect Signalling 3-Aspect Signalling

Signal “OFF”
means
Proceed Green Aspect
aspect.

Green Aspect

Red Aspect Yellow Aspect

Signal “ON”
means Red
aspect.
Red Aspect

MTR Corporation 6/3/2025 Page 8

 Meaning of 4-Aspect Signalling
• Red Light
• Danger (Stop).

• One Yellow Light

• Caution – be prepared to stop at next signal.

• Two yellow Lights (Proceed Aspect)

• Preliminary caution – be prepared to find next Signal exhibiting one
yellow light (There is sufficient braking distance to stop at the Red
Aspect).

• Green Light (Proceed Aspect)

• Clear - next signal exhibiting a proceed aspect (double yellow or
Green aspect).

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 4-Aspect Signalling

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 Point Machine

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MTR Corporation 6/3/2025 Page 12
 Convergent (Trailing)
Point

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 Left Hand
Junction
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 3-aspect Signal

Subsidiary Signal

ATC Signal

Right Hand
Junction
Route Indicator
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 Track Circuit

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 Basic Principle of AC Immune DC Track Circuit
Traction Rail

Ballast Resistance
Insulation Rail Joint (IRJ)
Signal Rail

Current Flow

Regulating
Resistor Track Relay
When there is no train, track relay is energized.
Ballast Resistance is an important factor in operating
a track circuit
Without Train - Track Relay Energizes
Power Supply

Ballast Resistance Train Axle

Insulation Rail Joint

Regulating
Resistor Track Relay
When there is train axle and the wheel / rail contact is in
good condition, the track relay is de-energized for the
train axle shunts the track feed current.
Power Supply With Train - Track Relay De-energized
https://youtu.be/aNjRHXQxI_o?feature=shared
MTR Corporation 6/3/2025 Page 17
Axle Counter
Function
• To detect the clear or occupied status of a section of
track between two points. The system generally
consists of a wheel sensor (one for each end of the
section) and an evaluation unit for counting the axles
of the train both into and out of the section
• They are often used to replace a track circuit
Advantage over Track Circuit
• Can cover a very long track section up
• Less affected either by flooding of track or poor
maintenance of tracks
• Not require insulating rail joints, Thus, rails can be
continuously welded.
• Efficiency and safe working of axle counters does not
depend up various track parameters and climate
condition such as length, ballast condition, drainage,
stray voltage and currents and track feed voltage, etc.
Disadvantage over Track Circuit
• Reset requirement (e.g. upon miscount)
• No broken rail detection

MTR Corporation 6/3/2025 Page 18

 Headway

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 Headway Definitions
Fixed Block Lineside Signalling Headway Definition
• The headway of a line is the closest spacing between two
trains so that the following train can safely maintain the
line speed. i.e. the train driver of the following train always
observes “Green” aspect.

Distance-to-Go and Moving Block Headway Definition

• Headway is defined as the minimum time interval between
successive trains at any point on the line such that the
speed of the following train is not reduced by the presence
of any other service train ahead. i.e. the following train
does not brake for Limit of Movement Authority (LMA).
https://www.ptua.org.au/2013/08/10/trains-better-signalling/

MTR Corporation 6/3/2025 Page 20

Direction of travel Definitions
S3 S1

Signal Block Overlap

• Signal Block
• In Signalling, ‘Block’ is designed to ensure adequate space (braking distance)
between trains to allow the train in rear to stop before it hits the one in front.
Each block is protected by a Signal place at its entrance.

• Overlap
• Distance ahead/downstream of a Stop Signal that must be unoccupied before a
train may approach that Signal from the rear. A nominal distance which may be
regarded as a protection for the train driver against overruning in foggy weather
or when the rails are slippery.

• It is used to provide a small safety margin against the possible overrun of a

Signal. The imperial figure of Overlap for 4-aspect signalling is 183 meters.
Direction of travel
Albeit Signal Block S3-S1 is clear,
S3 Signal S3 is kept at Red when the S1
Overlap of S1 is occupied.

Signal Block Overlap

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Direction of travel Definitions
Green Yellow RED

S D D O L

• Headway Time (T)

• Time between two following trains on the same line passing a given point at
line speed, and the speed of the following train shall not be perturbed by the
presence of the preceding train.

• Headway Distance (H)

• Corresponds to Headway Time (T).

• Line Capacity
• Expressed in Train Per Hour Per Direction (TPHPD)
• The maximum number of trains per hour permitted by the signalling system.
• For example, the Line Capacity of a railway line operating at 2-minute
headway is 30 TPHPD
MTR Corporation 6/3/2025 Page 22
Direction of travel
0’00’’ Definitions
T2 S3 S1 T1
At Line Speed At Line Speed

S3 T2 T1
At Line Speed At Line Speed

S3 T2
At Line Speed

2’00”
T3 S3 Headway of Signal S3 is 2-minute T2
At Line Speed At Line Speed

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Direction of travel Definitions
Green 2 - Yellow Yellow RED
At Line Speed At Line Speed

D O L
S D
H

• Multiple Aspect
• 2-aspect or 3-aspect or 4-aspect.

• Braking Distance (D)

• Distance to stop a train which is travelling at the maximum permissible line speed
without causing undue passenger discomfort. It will depend on the line speed,
gradient, and type of trains.

• Line Speed (V)

• Maximum permissible speed on the line laid down for each section of line by the
Civil Engineer or Permanent Way Engineer according to track geometry and
physical conditions.

• Sighting Allowance (S)

• Distance from the sighting point to the first warning signal.
MTR Corporation 6/3/2025 Page 24
 Headway
• The headway of a line is the closest spacing between two following trains so that the
second train can safely maintains the same line speed as the first one.

• This usually means that the second train is sufficiently far behind the first that its
diver does not see any overly restrictive signal aspect.

• Headway can be expressed in terms of distance but more usefully as a time, as it

can then be converted to a line capacity (trains per hour per direction).

• The line headway is dictated by the worst individual section and not by taking the
average of all the sections.

• Headway will depend on a number of factors:

• Service Braking Distance
• Distance between Stop Signals
• Sighting Distance
• Overlap Length
• Train Length
• Line Speed
• Permanent / Temporary Speed Restriction
• Drivers’ behavior
• Dwell Time (station stop) at Platform
• Layout of the Terminus
MTR Corporation 6/3/2025 Page 25
Direction of travel Multiple Aspects
Repeater Green Repeater Yellow Stop RED

S O D
D
O L
d
H

Green Yellow RED

Better Headway

S D D O L

Green 2 - Yellow Yellow RED

D O L
S D
H
MTR Corporation 6/3/2025 Page 26
 2-Aspect Signalling
• In 2-aspect signalling, the headway between two trains may be expressed as the ratio
of the distance between the heads of the trains (H) to the speed of the trains (V).

• For this calculated it must be assumed that all trains travel at maximum permitted
line speed.

• The headway is calculated for the situation when a following train never receives a
cautionary aspect. Thus, when the train is at sighting distance from the Signal, the
preceding train should just clear the track section which has held the Signal at
caution.

• The cautionary Signal must be Service Braking Distance (D) in rear of the Stop Signal,
giving due regard to the gradient between the Signals.

• Beyond each Stop Signal there is s safety margin known as the Overlap.

• As the control of the cautionary aspect depends on the clearance of the rear of a train
from the track section concerned and the headway is between the heads of trains, the
maximum Train Length (L) must be included in the calculation.

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 2-Aspect Signalling

• The remaining distance in the formula is that between Stop Signals (d) which may
vary according to the position of stations, junctions, etc. However, ultimately it will
be the required headway that dictates the limits of “d”.

• The Signalling consists simply of 2-aspect Red / Green stop Signals, and having a
calculated overlap. It is normally used on lines where traffic density is low.

• If the stop Signal cannot be seen at the sighting point a Yellow / Green repeating
Signal is provided to give the driver a continuous sight of the stop signal from the
sighting point.

• It will be useful to design the signal of a line for a 5 minute service when the
timetable requirement is 8 to 10 minutes, or to design a 2 minutes headway when
only 2.5 minutes is called for.

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 2-Aspect Signalling

• This operating margin is useful not only to allow for early braking but to provide a
usable margin for late, or out of course running.

• Sighting allowance of 10 seconds may not be applicable when the speed is low.

• The normal process is to determine what the headway will be if signals have to be
located at specific points, rather than the reverse process of determining the signal
spacing for a specific headway requirement.

• Service braking distance is from post to post and that sighting allowance is
additional.

• Normally the emergency braking distance is about 10% less than the service
braking distance. Hence, further margin of safety is provided in addition to overlap.

• The standard braking distance should not be exceeded by more than 50%,
otherwise unnecessary checks will result in loss of headway performance.

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 2-Aspect Signalling
H 1
Headway (T2) = = (D + d + O + L) + 10 sec
V V (10 seconds sighting allowance.
Use “S/V” when required.)

Repeater Stop Repeater Stop

Green Green Yellow Red
Direction of travel

S D D O L
O

To obtain the greatest signal spacing (d) to achieve a specific headway:

d = (V x T2) – (D + S + O + L)

S: Sighting Distance D: Service Braking Distance d: Separation between two stop signals V: Line Speed
O: Overlap L: Train Length H: Headway Distance 10 Sec: Sighting allowance
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 2-Aspect Signalling

• For example, to check the headway on a

line where certain of the fixed points 10 km
(station to station) are 10km apart:

• Assumption:
STN A STN B
• V = 130 km/h
• D = 1189 m (level track)
• O = 183 m
• L = 350 m
• d = 10km The Headway Time of 5 min.
35 sec, would be adequate
• H (Headway Distance): for a timetable interval of
• =D+d+O+L+S about 7 minutes when
• = 1189 + 10,000 + 183 + 350 + S platform dwell has taken into
• = 11722 + S consideration.
• T (Headway Time):
• = 11722 / V + 10
• = 325 sec + 10
• = 5 min. 35 sec.

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 3–Aspect Signalling
• In the formula for two aspect signalling, it can be observed that the distance between
Stop Signal (d) is the most significant variable. Where closer headways are required
this distance must become smaller. If the headway requirement is significantly
shortened, repeating Signals will be required to be placed at the next Stop Signal in
rear, thus creating the 3-aspect Signal.
Direction of travel
Repeater Green Stop Green Repeater Yellow Stop RED

S O D
D
O L
d
H

Green Yellow RED

S D D O L

H
MTR Corporation 6/3/2025 Page 32
 3–Aspect Signalling
• Using the same notation as before, the 3-aspect headway time is:

• T3 = (S + 2D + O + L) / V

• For a given line speed, the minimum headway achievable is constrained by the
Service Braking Distance (D). The maximum headway that may satisfactorily be
accepted is generally taken as being when Signals are separated by 1.5D.

• Greater separation is considered to give the train driver an excessive braking distance
to judge with the additional risk of forgetting the aspect shown on the Signal.

Direction of travel Green Yellow RED

S D D O L

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 3–Aspect Signalling

• As the headway gets shorter, repeater signal of the downstream signal gets closer to
the upstream Stop Signal until eventually their position coincide.

• 3-Aspect Signals display either red, yellow, or green. The distance between Signals (d)
must not be less than the braking distance (D) but also must not be more than 50%
over-braked (i.e. 1.5D).

• When setting the maximum post to post spacing, do not exceed 50% over braking.

• The headway distance is : H = 2d + S + O + L, where D < d < 1.5D

• The best possible headway, when the Signals are the closest possible, is
• H = 2D + S + O + L

• The worst possible headway, due to site constraints, is

• H = 3D + S + O + L

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 3–Aspect Signalling

• The standard overlap for 3-aspect signalling is 300 yards because there is only
one warning aspect displaying to the train driver before the Stop Signal.

• It is important to consider the future requirement even if the current signalling

requirements can be met with 3-aspect signalling. It is not only an expensive
matter to make the change but the resultant disruption may cost as much as in
traffic receipts and loss of goodwill through delays.

• It can be seen that as far as the driver is concerned there is no difference between
3-aspect signalling and 2-aspect signalling in that the aspects the driver sees.

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 3-Aspect Signalling

H 1
Headway (T3) = = (2d + O + L) + 10 sec
V V

Direction of travel Green Yellow Red

S d d O L

D < d < 1.5D D < d < 1.5D

S: Sighting Distance D: Service Braking Distance O: Overlap V: Line Speed

H: Headway Distance 10 Sec: Sighting allowance L: Train Length

MTR Corporation 6/3/2025 Page 36

 4–Aspect Signalling

• Where Signals are closer together than braking distance, a preliminary caution
(double yellow) aspect is needed to give trains sufficient warning of a Signal at Red.

• This double yellow must not be less than braking distance (D) from the Red aspect so
that the distance (d) between successive Signals must on average be no less than
0.5D.

• When setting the maximum post to post spacing do not exceed 50% over braking.

• The standard overlap for 4-asepct signalling is 200 yards. Shorter overlap for 4 aspect
signalling has been adopted because two warning aspects are displayed to the drivers
before the Stop Signal.

• The headway distance is given by:

• H = 3d + S + O + L, where d > 0.5D

• The best possible headway with 4 aspect signalling is given by:

• H = 1.5D + S + O + L

MTR Corporation 6/3/2025 Page 37

 4-Aspect Signalling

H 1 (1.5D + O + L) + 10 sec
Headway (T4) = =
V V

Direction of travel Green 2-Yellow Yellow Red

S d d d
D
D O L

S: Sighting Distance D: Braking Distance O: Overlap V: Line Speed

H: Headway Distance 10 Sec: Sighting allowance L: Train Length d > 0.5D

MTR Corporation 6/3/2025 Page 38

 Headway

• D : Service Braking Distance

• d : Distance between STOP signals
• S : Sighting Distance
• O : Overlap Length
• L : Train Length
• V : Line Speed

MTR Corporation 6/3/2025 Page 39

 Headway Formulae

• Headway for 2-aspect signalling

h = [D + d + S + O + L]/V
• Headway for 3-aspect signalling
h = [2d + S + O + L]/V &
best headway = [2D + S + O + L]/V
• Headway for 4-aspect signalling
h = [3d + S + O + L]/V &
best headway = [1.5D + S + O + L]/V

MTR Corporation 6/3/2025 Page 40

 Headway

• D = V2/(2B)
where B is the braking rate and D the
braking distance

Equations of uniformly accelerated motion

• v = u + at
• d = ut + ½ at2
• v2 = u2 + 2ad or d = v2/(2a) where u=0

MTR Corporation 6/3/2025 Page 41

 Headway Impact by a Train
Stopping at Station Platform

MTR Corporation 6/3/2025 Page 42

 Headway

D.O.T.

t1
acceleration
Calculating t2 and d2, profile
d2=u2 /(2*a)
t2= u/a t2
braking profile Calculating t1 and d1,
d1=v 2 /(2*a)
Dwell time=30sec
t1= v/a
Train 2
Station Train 1

Time for deceleration & acceleration

Trains running with a station stop

MTR Corporation 6/3/2025 Page 43

Problem 1
It is required to run a stopping service over a line having a maximum permissible
speed of 160 km/h on which the signalling is 3-aspect with signals spaced uniformly at
1.5 x D. The platform is so sited that one of the existing signals will become a platform
starter. The stopping service will have a maximum speed of 160 km/h and the
following may be assumed:

a) Station stop time (Dwell) = 30 seconds

b) S = 10 seconds at train speed

c) Acceleration = 0.6m/s2

d) L = 250m (stopping train)

e) O = 183m

f) Service brake rate = 0.484 m/s2

What would be a practical timetable headway for stopping service?

MTR Corporation 6/3/2025 Page 44

 Solution 1

Direction of travel

d d d d d

Calculate d

Answer: D = (160/3.6)2 / (2*0.484) = 2040m

d = 1.5 * 2040 = 3060m

MTR Corporation 6/3/2025 Page 45

 Solution 1

3060m 3060m 3060m 3060m 3060m

SP 1 SP 2 3 4
S S

Calculate S

Answer: S = (160/3.6) * 10 = 444m

MTR Corporation 6/3/2025 Page 46

 Solution 1

3060m 3060m 3060m 3060m 3060m

SP 1 SP 2 3 4
444m 444m

O O O O
Calculate O

Answer: O = 183m; given

MTR Corporation 6/3/2025 Page 47

 Time
Solution 1 (second)

Headway = 103s + 91s + 30s +38s = 262s

Practical Timetable Headway = 1.25 x 262s = 328s (10tph, round down)

(25% for Acceleration =
operating
margin) 0.6 m/s2

Time for whole train to leave the overlap =

SQRT((250+183)x2/0.6)=38s

38s
3060m 3060m 3060m 3060m 3060m
L= 250m

SP 1 SP 2 3 4
444m 444m Dwell = 30s

30s
183m 183m 183m 183m

Aeceleration =

91s
0.484 m/s2 Braking time
=44/0.484 = 91s

speed = 44 m/s
D=2040

103s
Travelling time at 44m/s =
(444+3060+3060 – D)/44 = 103s

MTR Corporation 6/3/2025 Page 48

Fixed Block Distance-to-Go Signalling Headway

Direction Of Travel (D.O.T.)

Train 2 Train 1

AA AB AC AD AE AF

Train 1 and Train 2 are running without any brake application

with sufficient separation between two trains

MTR Corporation 6/3/2025 Page 49

Fixed Block Distance-to-Go Safe Braking Model (SACEM)

D.O.T.

Track Circuit
Boundary

MTR Corporation 6/3/2025 Page 50

 Moving Block Signalling Headway

D.O.T.

Normal service
braking profile

Train 3 Train2 Train 1

Service braking distance Service braking distance

Multiple trains running in maximum line speed without

any brake application, with sufficient distance separation for each train

MTR Corporation 6/3/2025 Page 51

Moving Block Safe Braking Model (IEEE1474-1)
D.O.T.

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Fixed Block Distance-to-Go Headway
D.O.T.

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Moving Block Headway
D.O.T.

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Headway Performances

Typical Headway in Interstation

MTR Corporation 6/3/2025 Page 55

Headway Performances
Typical Headway in Station

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 Signalling at Intermediate Station

• To loop platform

• If Clear, Main Aspect and

Position 1 Junction Indicator.

• If Platform is occupied, Draw

Ahead Aspect with Position 1
Junction Indicator.

• To Main Platform

• If Clear, Main Aspect.

• If Platform is occupied, Draw

Ahead with appropriate
indicator.

MTR Corporation 6/3/2025 Page 57

 Terminal Station
In a short platform
The line capacity in the station area must be at
only one track
least twice the line capacity on the tracks
Platforms which trains 2 circuit is
approaching and leaving the station.
may enter when already 2 necessary.
partially occupied should Platform entry Signal must be as close 5
have more than one track to platform as possible whilst retaining 6
a points free overlap. A limited overlap AN
circuit & position light AM
aspect shall be given to is acceptable.
103
Platform Entry Signal. Subsidiary Signal
1 3 & Route Indicator 4 4
2 x Loco length Track circuit nearer to
2
.
. . 6
21 the buffer stop is as
2
.
. . 6 short as possible.
3
AA AB AC AD AE AF AG AH
. .. 22 or LOS 100 101 AJ
23
BA
.
. .
BB 101 100 BD BE BE
BC 104 8 2
Maximum Train Length 2
14 + Margin Track circuit shall 2
be arranged so that 10
The first Signal leaving the station Points can be free
should be close as possible whilst LOS to move as quickly
105 BG BH
retaining necessary train standing as possible.
BJ
clear of the Points so trains leave A measuring track (AD) will be
on a Green aspect. Braking necessary behind Platform Entry BK BL 1
distance need not be considered Signal 3 if it is required to bring
as the train is starting from rest.
12
Loco into fully occupied platforms. 2
MTR Corporation 6/3/2025 Page 58
 Reduced Overlap to Facilitate Conflicting Move

Direction of travel
R

51 53
Full overlap
Station

Reduced overlap

MTR Corporation 6/3/2025 Page 59

 Numbering of Signals, Points and Track Circuit

• Line will be designated UP and DOWN lines

• Signals for DOWN direction of travel carry odd numbers with the lowest
number at the Up end of the scheme

• Signals for UP direction of travel carry even number with the lowest
number at the Up end of the scheme

MTR Corporation 6/3/2025 Page 60

 Numbering of Signals, Points and Track Circuit

• Point numbering with the lowest number at the Up end of the scheme

• Track circuit numbering uses two capital letters arranged in alphabetical

sequence. Letter “I” & “O” are not used

• Numbering gap is reserved for future alteration.

MTR Corporation 6/3/2025 Page 61

 Numbering of Signals, Points and Track Circuit

11 13

AA AB AC AD AE DN
AF
. .. 52 . .. 58
51
.
. 57 .. . UP
BB BC .
BD BE BF BG BH

10 12 16
. ..
54

MTR Corporation 6/3/2025 Page 62

 Determine the routes and draw the route boxes

The Route Boxes above provide the following information:

• Signal 5 has two main routes. Route 5A is a route to Down
Main. Route 5B is a route to Branch line, with Junction Indicator
at Position 4.
• Signal 16 has two main routes. Route 16A is a route to the Bay,
with Route Indicator showing “B” Bay. Route 16B is a route to
Signal 4, with Route Indicator showing “M” Up Main.

MTR Corporation 6/3/2025 Page 63

 Determine the routes and draw the route boxes

11 13

AA AB AC AD AE DN
AF
. .. 52 . .. 58
51
.
. 57 .. . UP
BB BC .
BD BE BF BG BH

10 12 16
. ..
54

MTR Corporation 6/3/2025 Page 64

 Determine the routes and draw the route boxes

11 11A M DN 13 -
57 57A S DN DN Line Position
Light
57 57B S UP UP Line Position
Light

MTR Corporation 6/3/2025 Page 65

 Trap Point with Track Circuit Interrupter

(Source of pictures: Wiki)

MTR Corporation 6/3/2025 Page 66

 Trap Point with Track Circuit Interrupter

Main running line

Trap Point
Track Circuit Interrupter

Track Circuit Interrupter could be of metallic type

or electric type checking the status of the track
circuit and the position of the Trap Point. Depot

MTR Corporation 6/3/2025 Page 67

 Trapping Protection

• Trapping is provided to protect signalled movements against the unauthorized

movements of trains which could foul the signalled movement.

• It is necessary under certain conditions to provide trapping protection at junctions.

Normally this will have little additional effect upon Signal positions.

• The conditions under which trapping is provided are as follows:

• At converging junctions – freight traffic is trapped against passenger lines.

• At sidings where it must be trapped against passenger lines.

• At depot – mainline boundaries

MTR Corporation 6/3/2025 Page 68

 At Siding
Direction of travel
Self normalized after time
Siding

MainLine

Self normalized set of point is usually provided

MTR Corporation 6/3/2025 Page 69

 Siding - Trap Point with Track Circuit Interrupter

• When there is a connection

into the Main Line from a
Siding, it may not be
necessary to track circuit
the Siding.

• Track Circuit is extended

as far as the Trap Point.

• A Track Circuit Interrupter

would be provided so that
an unauthorized movement
out of the Siding would
break the Interrupter which
is designed to cause the
Track Circuit to show
occupied.

MTR Corporation 6/3/2025 Page 70

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

 Headway and signalling layout design

 Railway signalling interlocking design

MTR Corporation 6/3/2025 Page 71

 Thank you

MTR Corporation 6/3/2025 Page 72