Basic Concepts of Signalling

CAMTECH/S/2001/Basic Concepts/SCR-4
COURSE CONTENTS
1.
Knowledge and necessity of Signals Fail Safe Feature of Signaling

System
2.
Definition of Signaling terms as given G & SR
3.
Concept of LQ; UQ Signaling; Colour Light Signals
4.
Overlaps; Braking distances: Sighting Distance
5.
Location of Signals
6.
Subsidiary Signals
7.
Markers, Boards, Signs, etc.
8.
Isolation, Slip Siding & Catch Siding
9.
Simultaneous Reception and dispatch of trains
10.
Classification of stations Minimum signaling equipments required at

each class of station
11.
Standards of Inter Locking Minimum Signaling equipments required

at each standard of inter locking.
12.
Level crossing gates
13.
Inter cabin control
14.
System of train working (Block Working)
15.
Control of outlying sidings through Block Instruments
16.
Station Working rules
17.
Signaling Plan
Lesson Plan
Long Course
No. of Hours
Topic
Knowledge and necessity of
Theory
Practicals
Teaching Aids
Theory
Practicals
signals fail safe feature of

signaling system.
Definition of signaling terms as
given in G & SR
Concept of LQ, UQ signaling color
OHP Wallchart
OHP
light signals
Overlaps, braking distance,
sighting distance
Location of signals
OHP Wallchart
Model Room
Subsidiary signals
OHP Wallchart
Model Room
Markers, Boards, Signs, etc
OHP Wallchart
Model Room
Isolation, slip siding, catch siding
OHP
Model Room
Simultaneous reception and
Model Room
dispatch of trains
Classification of station minimum
signaling equipments required at
Block board
Model Room
OHP

Standards of signaling minimum
OHP Wallchart
Model Room
OHP
Model Room
Inter cabin control
OHP
Model Room
System of train working (block
OHP Wallchart
Model Room
Block instruments, methods of

block working, control of outlying
sidings
Station working rules
OHP Wallchart
Model Room
OHP
Open Line
Signaling plan
OHP Wallchart
Open Line
signaling equipments required

each standard of signaling
working)
Lesson Plan
Short Course
Minutes
Topic
Knowledge and necessity of
Theory
Practicals
Teaching Aids
Theory
Practicals
20
signals fail safe feature of

signaling system.
Definition of signaling terms as
30
OHP
30
OHP Wallchart
20
OHP
given in G & SR
Concept of LQ, UQ signaling color
light signals
Overlaps, braking distance,
sighting distance
Location of signals
20
15
OHP Wallchart
Model Room
Subsidiary signals
20
20
OHP Wallchart
Model Room
Markers, Boards, Signs, etc
30
Isolation, slip siding, catch siding
25
Simultaneous reception and
20
OHP Wallchart
30
OHP
Model Room
OHP
dispatch of trains
Classification of station minimum
30
30
OHP Wallchart
Model Room
60
30
OHP Wallchart
Model Room
signaling equipments required at

Standards of signaling minimum
signaling equipments required
each standard of signaling
30
OHP Wallchart
Inter cabin control
20
OHP Wallchart
System of train working (block
60
60
OHP Wallchart
Model Room
30
30
OHP
Model Room
working)
Block instruments, methods of
block working, control of outlying
sidings
Station working rules
30
OHP
Signaling plan
30
OHP
NECESSITY OF SIGNALS
Signaling Concepts :
Railway vehicles move on steel rail track and engines, wagons and coaches
are provided with flanged steel wheels. The rolling of steel wheels on the
steel rail has the least friction and therefore, it is the most efficient means of
locomotion.
Unlike road vehicles, railways have no capacity to steer away. They have to
follow a fixed path, as guided by these rails. They are required to follow one
another.
Precedence and crossings can be arranged only at station.
Drivers of a
locomotive has only control over the speed of the train, he can start and stop.
This communication to the driver to proceed or to stop is through signals.
What are Signals :

Signal is medium to convey a particular predetermined meaning in non-verbal
form. Signals of non-verbal form are also used in road transport, navy and air
traffic control etc.
Fixed Signals :
A signal of fixed location indicating the condition affecting movement of train.
It includes Semaphore arm, or a disc or fixed light used by day or night.
Semaphore is a Greek word. SEMA stands for Sign, PHERO means bear.
Semaphore signal is rectangular or fish tailed at the end. Fixed on a vertical
post, kept horizontal. Easily distinguishable from longer distances.
There are three methods of display :
i)
Vertical
Parallel to post.
ii)
Midway Position
below horizontal.
iii)
Midway Position
above horizontal.
Various Forms of Signals :

Signals
Visual
Audible
Detonators
Movable
Semaphore
LQ
UQ
Fixed
Voice
Flare
CLS
2 Aspect
Position Light
Multiple Aspect
Whistle
DEFINITIONS (As per GR 1.02)

ACT
:Means the Indian Railways Act, 1989.
ADEQUATE DISTANCE
:Means the distance sufficient to ensure

Safety.
APPROACH LIGHTING
:Means an arrangement in which the

lighting of signals is controlled automatically
by the approach of a train.
APPROVED SPECIAL INSTRUCTIONS :

Means special instructions approved of or
prescribed by the Commissioner of Railway
Safety.
AUTHORISED OFFICER
:Means the person who is duly empowered

by general or special order of the Railway.
Administration, either by name or by virtue
of his office, to ensure instructions or to do
any other thing.
AUTHORITY TO PROCEED
:Means the authority given to the driver of a

train, under the system of working, to enter
the block section with his train.
AXLE COUNTER
:Means an electrical device which, when

provided at two given points on the track
proves by counting axles in and counting
axles out. Whether the section of the track
between the said two points is clear or
occupied.
BLOCK BACK
:Means to dispatch a message from a block

station intimating to the block station
immediately in rear on a double line or to
the next block station on either side on a
single line, that the block section is
obstructed or is to be obstructed.
BLOCK FORWARD
:Means to dispatch a message from a block

Station on a double line intimating to the
block station immediately in advance the
fact that the block section in advance is
obstructed or is to be obstructed.
BLOCK SECTION
:Means that portion of the running line

between two block stations on to which no
running train may enter until line clear has
been received from the block station at the
other end of the block station.
COMMISSIONER OF RAILWAY SAFETY :

Means a Commissioner of Railway safety
appointed to exercise any functions under
the
act
and
includes
the
chief
Commissioner of Railway safety.
CONNECTIONS
: When used with reference to a running

line, means the points and crossings, or
other appliances used to connect such line
with other lines to cross it.
DIRECTION OF TRAFFIC
: a). On a double line, the direction for

which the line is signaled.
b). On a single line, the direction for the
time being established, under the system of
working to allow trains to move in that
direction.
FACING AND TRAILING POINTS :

Points are facing or trailing in accordance
with the direction of a train or vehicles
moves over them. Points are said to be
facing points when by their operation a train
approaching them can be directly diverted

from the line upon which it is running.
FIXED SIGNAL
: Means a signal of fixed location indicating

a condition affecting the movement of a
train and includes a Semaphore arm or disc
or fixed light for use by day and fixed light
for use by night.
FOULING MARK
Means
the
marks
at
which
the
infringement of fixed standard dimensions

occurs, where two lines cross or join one
another.
INTER LOCKING
: Means an arrangement of signals, points

and other appliances, operated from a
panel or lever frame, so inter connected by
Mechanical locking or Electrical locking or
both that their operation must take place in
proper sequence to ensure safety.
INTERMEDIATE BLOCK POST :

Means a class C station on a double line,
remotely controlled from the block station in
rear.
10
INTERMEDIATE BLOCK SIGNALLING :

Means an arrangement of signalling on
double line in which a long block section is
split in two portions each constituting a
separate block section by providing an
Intermediate Block post.
ISOLATION
: Means an arrangement, secured by the

settings of points or other approved means
to protect the line so isolated from the
danger of obstruction from other connected
line or lines.
LAST STOP SIGNAL
: Means the fixed stop signal of a station

controlling the entry of a train into the next
block station.
LEVEL CROSSING
: Means the intersection of road with railway

track at the same level.
LINE CLEAR
: Means the permission given from a block

station to a block station in rear for a train to
leave the latter and approach the former, or
11
the permission obtained by a block station

from a block station in advance for a train to
leave the former and proceed towards the
latter.
MAIN LINE
: Means the line ordinarily used for running

trains through and between stations.
MULTIPLE ASPECT SIGNALLING :

Means a signalling arrangement in which
signal displays at any one time any one of
the three or more aspects and in which the
aspect of every signal is pre-warned by the
aspect of the previous signal or signals.
OBSTRUCTION
: And its cognate expressions include a

train, vehicle or obstacle on or fouling a line,
or any condition, which is dangerous to
trains.
POINT AND TRAP INDICATORS :

Are not signals, but are appliances fitted to
and working with points to indicate by day
or by night the position in which the points
are set.
RUNNING LINE
12
: Means the line governed by one or more

signals and includes connections, if any,
used by a train when entering or leaving a
station or when passing through a station or
between lines.
RUNNING TRAIN
: Means a train, which has started under an

authority to proceed, and has not completed
its journey.
SHUNTING
: Means the movement of a vehicle or

vehicles with or without an engine or any
other self-propelled vehicle for the purpose
of attaching detaching or transfer or for any
other purpose.
SPECIAL INSTRUCTIONS
: Means instructions issued from time to

time by the authorised officer in respect to
particular case, or special circumstances.
STATIONS
: Means any place on a line of Railway at

which traffic is dealt with, or at which an
authority to proceed is given under the
system of working.
STATION LIMITS
13
: Means the portion of a railway, which is

under the control of a station master and is
situated between the outermost signals of a
station or as may be specified by special
instructions.
STATION MASTER
: Means the person on duty who is for the

time being responsible for the working of
the traffic without station limits, and includes
any person who is for the time being in
independent charge of the working of any
signals and responsible for the working of
trains under the system of working in force.
STATION SECTION
: Means the section of station limits.

1) At a class B station provided with two
aspect signals, which is included :
a) On a double Line, between Home
signal and the Last stop signal of the
station in either direction ; OR
b) On a single line
(i)
Between the shunting limit

board or advanced starters (if
any) or
14
(ii)
Between the home signal if

there are no shunting limit
boards or advanced starters,
or
(iii)
Between the outer most facing

points, if there are no Home
signals
or
Shunting
limit
Boards or Advanced starters.

2). At a class B station provided with
manually
operated
multiple
aspect
or
modified lower quadrant signals, which is

included ;
a) On a double line
(i)
Between
the
Outer
most
facing points and the last stop

signal of the station in either
direction,
OR
(ii)
Between the Block section

limit board, where provided,
and the last stop signal of the
station in either direction
b) On a Single Line
(i)
Between the Shunting limit
15
Boards or Advanced Starters

(if any)
OR
(ii)
Between the Outermost facing

points if there are no shunting
limit
board
or
Advanced
starters.
SUBSIDIARY RULE
:Means a special instruction which is

subservient to the general rule to which it
relates and shall not be at variance with any
General Rule.
SYSTEM OF WORKING
:Means the system adopted for the time

being for the working of trains on any
portion of a railway.
TRACK CIRCUIT
:Means an electrical circuit provided to

detect the presence of a vehicle on a
portion of a track, the rails of the track
forming part of the circuit.
16
CONCEPT OF LQ, UQ SIGNALING

Semaphore Signals can be displayed in any 4 quadrants. In India we follow
left-hand rule. Hence we use L H Quadrant.
In lower quadrant only two aspects 0o and 45o is possible.

coincides with post. Hence not useful.
In upper quadrant 3 aspects 0o, 45o and 90o is possible.
3rd position
17
Two Aspect Lower Quadrant Signals :
Stop Signals : It is a Semaphore arm Square ended, painted red with

white bar parallel to the square end rear side white painted with black bar to
distinguish approach of signal direction.
-
arm at 0o
Night Aspect-
ON Aspect
arm at 45o
Red light
Night -
Green light
Stop
Aspect-
Proceed
ON Aspect
Indication : Stop Dead.
Indication : Proceed.
ON Position
OFF Position
Need for Warner Signal :

A stop signal when taken OFF indicated Proceed i.e., he has to proceed till he
finds next signal. That means the driver has to keep a continuous watch to
locate the aspect of the next signal in advance. This is continuous strain on
the part of the driver. It affects the speed of trains and punctuality in case of
poor visibility.
It is quite possible the driver may encounter ON aspect
suddenly and unable to stop short of signal. He may overshoot the signal at
ON. This is most dangerous situation, and it may cause accident. Hence,
there is a need for a Warner signal. Warner signal has a different design of
arm, to pre-warn the stop signal ahead.
18
Warner Signal:
Semaphore arm: Fish tailed end painted red with white bar. In rear painted
white with black bar. Warner signal can be located on an independent post or
below a stop signal.
ON Independent post:
Fixed
Green
Fixed
Green
1.5 to 2
Green
Red
ON Aspect
Arm at 0o
OFF Aspect -
arm at 45o
Aspect
Proceed with caution
Aspect
Proceed
Indication
Proceed with caution &
Indication
Proceed
be prepared to stop at next

Stop signal.
Night aspect -
Red light below fixed

Green light
Night aspect -
Greenlight
below fixed Green light.

OFF aspect indicates all stop
Signals ahead are clear, the
Train can run through.
19
NOTE :
i. A Warner signal must not be capable of being taken OFF for any line
other than that over which the highest speed is permitted.
ii. Until all the relevant signals have assumed OFF aspect that means,
Permission to enter in to next block section is also taken.
iii. Even if any one of the Stop signals ahead is ON the Warner should not
display OFF aspect.
Warner below a Stop Signal :
Under certain circumstances, a Semaphore Warner is required to be place on

the same post of a stop signal. Then the fixed green light is dispensed with.
There are three indication to the Drivers :

Aspect : Stop
Proceed with Caution
Proceed
Indication :
Proceed with Caution and
Proceed. Block
be prepared to stop at the
section ahead is
next stop signal
clear.
Stop Dead
Pre-warning to the driver of an approaching train can be given only when a

Warner signal is placed on a post by itself. In the case of Warner Signal
placed below a stop signal, no pre-warning is available for the Stop signal. In
both the cases, Warner signal taken OFF indicates Run Through condition
All signals ahead taken OFF. Pre-warning of all stop signals is only possible
with MAUQ signaling.
20
Multiple Aspect Upper Quadrant Signaling :
Stop Signal : Semaphore arm square ended arm painted red with white bar
in front. Painted white with black bar in rear.
ON Position
OFF Position
Red
Aspect : Stop
Caution
Proceed
Indication : Stop Dead
Proceed and be
Proceed
Prepared to stop at
next stop signal.
21
The second yellow light is visible only in 450 position. It is not to be visible in
any other position (00 and 900 position). A mechanical arrangement is made to
blank out the signal (yellow aspect) in any position other than 450 aspect.
ON Position
OFF Position
Caution
Attention
Proceed
Permissive Signals and Absolute signals :

Warner signals in Two aspect and Distant signal in Multiple aspect are not
stop signals. They permit approaching driver to pass these signals in ON
position. Hence they are called Permissive signals.
The Stop signals in 2 aspect and Multiple aspect can not be passed at ON
unless and until they are specially authorised by the SM or the signal is
changed to OFF position. Hence they are called Absolute Signals.
22
Distant Signal :
The further most signal at a station and first signal approached by an

incoming train is the distant signal in multiple aspect upper quadrant signaling.
Arm is fish tailed painted yellow with black bar parallel to fish tail.
painted white with black bar.
Night -
ON position - Yellow light

45o Position - Two Yellow lights, one below the other.
90o Position - Green light.
Rear
23
Colour Light Signals

Due to the following advantages Colour Light Signals are used instead of
Semaphore Signals.
In Colour Light Signals both day and night aspects are the same
avoids confusion to drives
Signals have longer range of visibility especially during night.
No Mechanical Moving parts Easy to maintain.
Not limited due to range of operation, as in mechanical signals
Improved reliability of signals
Improves punctuality.
M A C L S 3 Aspect Stop Signal
ON Position
Aspect : Stop
OFF Position
Caution
Proceed
G
Y
R
Proceed and be
Prepared to stop at
Next stop signal
Proceed
ON Position
24
OFF Position
G
Y
Aspect : Stop
Caution
Proceed and be
Attention
Proceed and be
Prepared to stop at prepared to pass

next stop signal.
next stop signal at

Restricted speed
Proceed
Proceed
25
M A C L S 4 Aspect Stop Signal

M A C L S 3 Aspect Distant Signal
ON Position
OFF Position
Caution
Attention
Proceed
C L S 2 Aspect Stop Signal

ON Position
Stop
OFF Position
Proceed
26
Warner ON a post by itself

ON Position
OFF Position
Fixed
Green
Fixed
Green
G
R
P
Aspect Proceed with caution
Proceed
Indication Proceed with caution and be
Proceed
Prepared to stop at the next stop signal

Warner below a Stop Signal
ON Position
OFF Position
Aspect : Stop
Proceed with caution
Indication Stop
Proceed with caution and Proceed Block section ahead

be prepared to stop
at the next stop signal
Proceed
is clear
27
DESIGNATION OF SIGNALS
Signals are necessary to provide the required space interval between the
trains. Signals are necessary to control the entry of trains in to the block
sections, into the stations and with in the stations for different purposes.
Signals are designated describing the function of the signals.
APPROACH SIGNALS :
Signals provided for receiving a train is known as

Approach Signals
HOME SIGNALS
Stop signal at the approach of a station. It gives

entry to the housing point i.e., station.
Home
Platform
BRACKETED SOME SIGNAL : Where there is more than one line, each
line is provided with Home Signal. All such Home signals are bracketed on a
common post or a gantry.
28
ROUTING SIGNAL : In cases more than one receiving line may be available
for different groups. Distance between home and station stop may be longer.
Routing
May have different places for the trains to stop. These are called Routing
signals.
OUTER SIGNAL : Where the reception of train is controlled by more than

one signal, then the first stop signal (F S S) is called the Outer Signal and the
second stop signal, Home signal.
Home
Outer
An outer signal can also be placed above a Warner signal on the same post.
Warner
Y
Outer
Home
29
PERMISSIVE SIGNAL : Warner/ Distant

There may be additional one or more permissive signals to pre-warn the
presence of a stop signal. in two aspect signals, we have Warner signals on
independent posts.
Warne
Home
Outer
In multiple aspect signaling, we have distant signals.

Distant
Home
In case more than one distant signal is used, the second one as approached
by driver is called Inner Distant (Provided in some multiple aspect signaling
sections).
Distant
Inner
Distant
Home
DISPATCH SIGNALS
Signals are also provided to control departure of trains. The signals authorize
the drivers to start the train and also enter into next block section. If only one
departure signal is provided, they are called Starter signals, they also control
the entry in to next block section.
Starter (LSS)
30
If more than one stop signal controls the movement of trains to start and enter
into next block sections, then the last stop signal is called ADVANCED
STARTER signal which controls the entry in to next block section other Starter
signals are provided near the fouling marks.
Starter
Advanced
Starter
Starter
In some stations, more than one-dispatch signals are provided and this signal
between starter and advanced starter is called Intermediate starter signal.
LSS
LSS
Starters
Intermediate
Starters
OVERLAPS
Overlaps are referred to as adequate distance.
Block Over Lap (B O L) : It is the extra length of track in advance of the first
stop signal of a station, which must be kept clear, before Line clear can be
given to the station in rear.
Signal Over Lap (S O L) : The length of track in advance of Stop Signal,

which must be kept clear before the signal next in rear could be taken OFF.
31
Two aspects
B O L : 400 Mts.,
S O L : 180 Mts.,
Multi aspects
B O L : 180 Mts.,
S O L : 120 Mts.,
For Automatic Block Signaling BOL/SOL 120 Mts.

By increasing the number of aspects, Overlaps can be reduced without
sacrificing Safety because signal aspects can be repeated by signals in rear
in a rational manner.
BRAKING DISTANCE :
The distance traveled by a train after its brakes are applied is known as
Braking distance.
There are two methods of Application of Brakes :
Normal Service application
Emergent application including setting in reverse.
Braking distance depends on :

(i)
Speed
(ii)
Brake power available
(iii)
Gradient
(iv)
Rollability of wheels
(v)
State of rails, curvelence of track
(vi)
Wind velocity, weather condition (dry or wet)
(vii)
Type of train
(viii)
Load of train
After all tests, it is now decided that for a full load passenger train on level of
gradient at 65 kmph, the braking distance is 1 km approximately.
SIGHTING DISTANCE :
The distance over which the most restrictive aspect of a signal is visible from
the driving compartment of an approaching train under normal condition of
visibility.
REACTION DISTANCE :
It is the distance traveled at the permissible speed during the time taken by
the driver to react to the aspect of signals.
Minimum Sighting Distance = NBD + RD
Sighting distance is an uncertain factor In two aspect signaling signals are

not pre-warned.
In multiple aspect all signals are pre-warned by aspects of signals in advance.
PRESCRIBED SIGHTING DISTANCE :
TWO ASPECT :
Outer 1200 Mts. Where section speed is 100 kmph and above
Warner : (on independent post) 400 Mts.
32
Home - 400 Mts.

Main Starter 400 Mts.
All other Signals 200 Mts.
MULTIPLE ASPECT :
Distant 400 Mts.

Inner distant 200 Mts.
All stop signals 200 Mts.
Where not possible to have continuous visibility as above, speed of trains is to
be suitably restricted.
33
LOCATION OF SIGNALS
Signals are normally located on to the left side of the track. However, for
better visibility a signal may be located on the right side also.
Two Aspect Homes :

Should be located close to first set of facing points clear of lock bar. If it is
necessary to increase the distance between the Home and Facing points
beyond 180 Mts. Other arrangements should be made for holding the route.
Multi Aspect Homes :

Should be located at 300 Mts. Is (180 + 120 Mts.) from the first facing points.
Facility for shunting in face of approaching if provided, the home may be
shifted outward. So that block overlap is available between the home and
opposing advance starter or shunting limit board. On double line, Home may
be located at 180 Mts. in rear of facing point or Block section limit board.
Starter Signals :
Should be located at the leaving end fouling marks or lines in the case of
parallel lines at distance exceeding train length from the signal in rear. The
distance between the homes and starting should not be less than 400 Mts. In
the case of LQ signaling and 180 Mts. in case of Multi aspect Signaling. An
alternative location is signal overlap in rear of fouling mark. This provides
more operational advantages.
34
35
Advanced Starter :
On single line at 180 Mts. from Outer most trailing point. The distance may be
increased if required, provided the opposing outer in B class station, the
home in MAUQ as the case may be can be located at a distance of at least
block overlap from the adv. Starter. On double line it should be placed at full
train length plus signal overlap in advance in Starter signals.
But in the
present practice the advance starter signals are being located at 120 Mts.
from Outer most trailing points.
Outer :
On single line at 580 Mts., between Outer home (so that the BOL & SOL for
an opposing train being received at stations is available). Where there is an
advance starter or SLB; it should be ensured that block overlap of 400 Mts. is
available between it and opposing outer. On double line, a distance of 400
Mts. should be provided between it and corresponding home.
Warner / Distant :
These signals are located at normal braking distance plus reaction distance in
rear of the stop signals in advance of them.
Where it is not possible to
provide normal braking distance at least emergency braking distance equal to

1 km to be provided.
Double Distant :
In accordance with GR 3.07(6) two distant signals (Distant signal and Inner
distant signal) have been provided in some multiple aspect signaling sections.
36
The second distant signal is generally placed at a distance of 2 Kms from the
first stop signal eliminating Warning Board.
The meanings of the aspects of these signals are as under :

Indication to Distant
Driver
Signal
Inner
Distant
Home
Signal
May stop at
Yellow
Red
Double
Home
May stop at
Main line
Starter
Adv
Starter
Red
Yellow
Green
Double
Yellow
Main line starter
Yellow
To Run through Green
Green
Green
Green
To stop at Loop
Double
Double
Yellow
Starter or Pass
Yellow
Yellow
with route
Via loop
Green
Indicator.
Subsidiary Signals :
Subsidiary signals are those signals, which control the movement of trains
with in the station section.
Shunt Signals :
1) Authorize movement only at such a slow speed, so as to be able to stop
short of obstruction and Control shunting movements.
2) Shunt signals, when taken OFF, authorizes the driver to draw ahead even
though Stop signal above it is at ON.
Shunt signals can be a Disc type, Position light; Miniature arm type (under spl.
Instructions)
37
Disc type : Circular disc painted white with red horizontal bar in the front
and white with black bar in rear.
ON Position
OFF Position
R
Red
LQ
Green
UQ
R
Yellow
Red
Aspect: Stop
Aspect: Proceed slow
Indication: Stop Dead.
Indication: Proceed with caution for

shunting
38
Position light : Position light shunt signals are considered on Colour Light
Signals. They are same both for two aspect of Multiple aspect; LQ or UQ day
and night aspects are the same.
ON aspect
OFF aspect
Two lights Horizontal
Two lights inclined
White
Light
White
Light
Miniature Semaphore type :

Arm Square ended. Painted with Red with white bar provision of this signal
only under special instructions.
ON Position
OFF Position
OFF
ON
G
R
LQ
UQ
39
Calling ON Signal :
Always provided below a Stop signal. Generally for the approach of a train. It
is taken OFF when the main stop signal has failed (unable to be taken OFF)
should be taken OFF only after the train has come to stop.
Callings on
Signals are two types.

1)
Miniature arm type : Arm Square ended painted white with Red
bar in the front while with black bar in the rear
ON Position
OFF Position
UQ
R
RED
R
R
No-Light
ON Position
OFF Position
LQ
Red
No Light
Red
Yellow
2)
Colour Light Type :

marker plate.
40
Colour light type are provided with C
Under approved special instructions, calling on
Signal can be provided below a stop signal, except LSS.

ON Position
OFF Position
NO LIGHT
MINIATURE
YELLOW
LIGHT
Repeating Signals :
Repeating Signals are used.
1) When ever minimum visibility is not available for a fixed signal
2) To inform the driver about the condition of the main signal in advance.
They are provided with R marker and are required only for two aspect signals
(In MA all signals are pre-warned).
41
Types of repeating signals are :

Square ended Semaphore arm type :
Painted yellow with black bar in the front painted white with black bar in rear.
ON Position
OFF Position
Banner type :
Disc painted whited back ground.
A yellow rectangular arms with black
boarders at the top and bottom. It rotates on a central pivot it takes 45o
position in LQ, when main signal is taken OFF. It is not lit during nighttime.
ON Position
OFF Position
Y
Y
42
Colour Light Type :

It is generally provided in 2 aspect CLS.
ON Position
Signal
with it
repeats is
at on
OFF Position
Signal
with it
repeats is
at off
Co-acting Signals : All the fixed signals must have a minimum visibility to
the driver and be continuously visible to the driver. When it is not possible to
have continuous visibility due to foot over bridges or tunnels or any other
obstruction, co-acting signals are provided. Co-acting signals are duplicate
signals fixed below running signals on the same post at such a height that
either main signal or co-acting signal is visible. Main signal and co-acting
signals are rigidly connected. They work together.
43
Markers provided on the Signal post :

P marker for permissive signals
P letter in black on white disc fixed

between the signal
C marker for calling ON signal
C letter in black on white disc
R marker for repeating signal
R letter in black on white disc
G marker for Gate stop signal
G letter in black on Yellow disc
IB marker for intermediate BLOCK IB IB letter in black on white disc

Stop Signal
Repeating Signal in CLS territory R
R white illuminated against black

back ground
A marker on automatic stop signal A
A letter in black on white disc
A marker lit on Semi automatic
44
Signal
A lit on black back ground disc

When working as automatic mode.
A extinguishes when working in
manual mode
Indicators:
Point indicators (target type)
Points set straight
Day
Night
WHITE
LIGHT
WHITE
TARGET
POINTS SET FOR TURNOUT
EDGE OF TARGET
GREEN LIGHT
TARGET TYPE
DAY
TRAP
OPEN
NIGHT
OPEN
CLOSE
CLOSE
RED TARGET
GOODS RINGS
ON SIGNALS
TO READ
GOODS LINE
INDICATORS
RED TARGET
EDGE OF TARGET
R
DOCK PLATFORM SIGNALS
GREEN LIGHT
SIGNAL NOT
IN USE
45
Indication Boards :
Shunting Limit Board : Provided on single line. To distinguish limit up to
which shunting can be performed in the face of an approaching train. A black
across on yellow back ground. Temporary lit during night. Visible from both
sides. Fixed on a post-painted white and black alternately.
Shunting Limit Board
Block Section Limit Board :

Provided on multiple aspect double line territory only. Provided where there
are no facing points or when the outer most facing points at the approaching
end is a trailing point. A black cross on yellow back ground. Temporary lit
during night, visible from both sides. Fixed on a post painted white and black
alternately.
BLOCK SECTION
LIMIT BOARD
46
S Marker
Provided at an intermediate siding taking OFF from main line. Provided in the
facing direction. A circular board with black letter S on yellow back ground.
S
S
S
Warning Board :
Provided in rear of first stop signal or gate stop signal at a minimum distance
of 1400 Mts. place left side of line to which it refers. To give an indication to
driver that he is to be on the look out for stop signals. Where double distant is
provided Warning Board is dispensed with
Indication boards are also provided to give warning to the driver about change
in type of signaling or block working etc.
The board will have suitable legend like
ENTERING TOKEN TERRITORY
ENTERING TOKENLESS TERRITORY
ENTERING AUTOMATIC BLOCK TERRITORY
ISOLATION :
The term Isolation denotes the condition in which line for a particular
movement is separated from all adjoining line connected to it in such a
manner that the isolated lines cannot be fouled or interfered with by any
movement-taking place on the adjoining lines.
Rules regarding Isolation :

1) A line which train movements at speeds higher than 50 kmph are
permitted, the line should be isolated from all connected lines.
2) Passenger lines should be isolated from all connected lines and
sidings, what ever the speed may be.
3) Isolation of goods reception lines from sidings is considered
desirable
4) To maintain safety in thorough running, points and trap sidings
should not be inserted in the main or through lines. Exceptions to
this rule, may be adopted with the special sanction of CRS is
obtained are :
47
48
i. Where other means cannot be adopted, to permit simultaneous

reception of trains on single line sections.
ii. To trap vehicles running away from a station
iii. To avoid trains entering from block section due to heavy falling
gradient.
Methods of Isolation :
1) Connecting to another line or a siding
Siding
Loop
Main
2) Provision of short dead end sliding (Vehicles should not be stabled on

this siding).
Loop
Siding
Main
3) Provision of traps, derailing switches (inexpensive, popular dependable)

Loop
TRAP
MAIN
4) Long dead end siding with trap (Vehicles can be stabled on this siding)
Loop
Trap
SDG
Main
5) Provision of sand humps.

Loop
Main
Sand Hump
49
Slip Sidings and Catch sidings :

For all gauges the maximum gradient permitted are 1 : 400, where as 1 : 1200
is usually allowed with in the station yard. No station yard should be steeper
than 1 : 260 except due to geographic conditions, where such a gradient can
not be avoided with in the station yard, CRS condonation has to be obtained
and special arrangements like Slip Sliding has to be provided.
Slip Sdg
Block Section
1 : 250
Slip Sdg
Slip Sliding due to gradient steeper than 1 : 100 falling away from the station
in the close neighborhood.
SLIP Sliding
Block section
L
1:90
If the gradient is steeper than 1 : 80 falling towards the station. Arrangement

of Catch siding is to be provided. It is to trap vehicles coming uncontrolled
from the block section and trying to enter into the station.
50
CATCH Sdg
Block section
1:75
1: 75
Catch siding due to falling gradient while approaching the station if steeper
than 1 : 80.
Slip Sliding and Catch Siding points must be interlocked with the block
instruments and such sidings should not be used for shunting or stabling
purposes.
Simultaneous Reception and Dispatch of Trains :

Taking OFF at the same time, of all signals pertaining to the reception of two
or more trains approaching a station at the same time is called simultaneous
reception.
Advantages :
In single line section, track/section capacity will increase, if at all the
stations, such facilities are made available.
In double line, one train can be started from one line, while another train
can be signaled to be received on another line.
51
Methods of Providing Simultaneous Reception Facility :

1) In double line sand humps may be provided replacing traps.
loop
DN main
UP main
loop
2) Provision of sand humps on single section
Maximum flexibility but expensive
52
3) Provision of two sand humps
Economical but platform facility may not be available for passenger train in
one direction
4) Extending loops to have signal overlaps on reception lines beyond starter
SOL
SOL
SOL
SOL
5) By providing calling on signal (after trains come to a stop at FSS).
CLASSIFICATION OF STATION AND MINIMUM EQUIPMENT REQUIRED

AT EACH CLASS OF STATION
Irrespective of the system of working in force the stations are classified as
block station and non-block stations.
Station : Means any place on a line of railway at which traffic is dealt with, or
at which an authority to proceed is given to the driver of the train under the
system of working.
Block stations : Block stations are those at which driver must obtain an
authority to proceed under the system of working to enter the block section
with his train.
Non-Block station : These are outlets opened for commercial purpose and
no block working is carried here.
To cope up with different working conditions stations are categorized in to
various classes.
Class A Station : Where line clear may not be given for a train unless the
line on which it is intended to receive the train is clear for at least 400 Mts.,
beyond the Home signal or up to the starter.
Class B Station : Where line clear may be given for a train before the line
has been cleared for the reception of the train with in the station section.
53
54
Class C Station : At which no train is booked to stop. This includes IBS, line
clear may not be given for a train, unless the whole of the last proceeding
train has passed complete at least 400 Mts. beyond the Home signal and is
continuing its journey.
Class D Station : Situated between two consecutive block stations and do

not form the boundary of any block section.
Minimum signaling equipment required for each class of station
Class of Station
Minimum Equipment
Additional
Equipment
Two Aspect
Warner, Home, Starter
A Class
Under approved
Special instruction,
Outer, Warner
behind outer.
B Class
Outer, Home
Starter on double
(on Single Line)
line, Warner if
Outer, Home, Starter
speed exceeds 50
(On Double Line)
kmph. Adv.
Starter or SLB
where shunting in
the face an
approaching train
is required.
C Class
Warner, Home
D Class
Non Block Station
55
Multiple Aspect
B Class
Distant, Home, Starter
Advance starter or
SLB where
shunting in the
face of an
approaching train
is required. Block
section limit board
where no points or
outer most point is
trailing point at the
approach end.
C Class
Distant, Home
On Double Line : Starter signals are included in the minimum equipment for
A and B class as entry in to next block section is controlled by signal
indication above. Warners are provided for high-speed operation to provide
the means for adequate interlocking, starter signals are not used in C class
working because trains normally do not stop at such stations. In all these
types of stations, before permission to approach is given, the line must be
clear up to the first stop signal and the adequate distance beyond it.
Standards of Signaling :
Interlocking :
Interlocking can be defined as an arrangement between
points, signal appliances either electrically or mechanically or both to secure

the following objectives :
56
1) It shall not be possible to take OFF signals for a route unless all the points
are correctly set and the facing points are locked for the route, including
overlap.
2) Once the signals are cleared, it shall not be possible to alter the points on
the route unless the signals are put back to ON.
3) Even though the signals are put back to ON, it shall not be possible to alter
the points unless the intended movement over such points is completed.
4) It shall not be possible to operate signals leading to conflicting
movements.
5) The points and signals can be operated only in a sequence to ensure
safety.
6) Where signals are connected through any devices, the signal shall not
obey until the conditions for working such devices are fulfilled.
Standards of Interlocking : In the interests of safety, train speeds should

depend on the signal and telecommunication equipment provided.
standards of interlocking are prescribed.
Zero :
Uninterlocked. Speed up to 15 kmph.
One
Standard I for speeds up to 50 kmph.
Two
Standard II for speeds up to 75 kmph.
Three :
Standard III for unrestricted speed.
Four
57
Minimum Signaling Equipments required at each standard of signaling
Minimum Equipments
ZERO
STD1
STD2
STD3
Points:
1. How gauge is maintained A gauge tie
Plate where
Steel sleepers-
Are not provided
2. How Operated
May - be
worked
locally -
From a frame
where points and
signal levers are
grouped.
3. How Locked
Bolt and
Colter
A key lock of
approved type
locking each
switch
independently
A plunger type
of FPL locking
each switch
independently,
which may be
hand operated
A Plunge type of
FPL worked from
the frame.
No Spl.
Arrangemen
t
Interlocked
With signal.
Lock bar/track
circuit or such
other means
5. Switch detection
Not required
A means for
ntly should
Detecting each
be provided
Switch
independently
6. Lock detection
Not required
Not required
Yes, if plunger
is hand
operated or is
of the
economical
type
Desirable
1. Isolation of main line
Not required
Not required
Required
Required
2. Isolation of Passenger
lines from goods lines and
sidings.
Required
Required
Required
Required
Grouping of Levers:
Not required
Signal lever grouped & enable SM -
Should be
Signal and point
key provided to levers should be
lock up frame
grouped
Interlocking
NIL
Indirect
by
means of key
lock
Warner
should
interlock
trailing points.
Direct locking
between signal
levers.
Indirect
interlocking
should
be
extended to all
trailing points
direct locking
between signal
levers.
4. How Switches are

prevented from being
unlocked under a train
Isolation :
Signals
Two aspect
Direct
between
point & signal
levers and where
there are different
locations
SMs
supervisory control
should
be
provided.
58
A Class
Not usually
Adopted
Warner
Home Starter
B Class
Outer,
Common
Home
Outer, B/Home
Outer; B/Home
Warner to be
interlocked
with block
instrument if
starter is not
provided
Outer; B/Home
and Starter
Distant Home
starter
Distant Home
MAUQ / MACLS
A Class
Not usually - Adopted
MAUQ / MACLS
B Class
Distant
home
Distant Home
MAUQ / MACLS
C Class
Not usually - Adopted
Thus it can be summarized that signaling arrangements provided at a stations

should be based on.
1) Compatibility of the signaling equipments with speeds obtaining on the
section.
2) Ensuring optimum utilization of line capacity.
3) Efficient and smooth train working with in the station limits.
4) Economical use of man power.
5) Promoting flexibility, safety and reliability in yard operation.
Even though the existing signaling equipments cater to the above

consideration, the arrangements can not be satisfactorily interfaced. With the
technology updating programs to user in better and faster train services.
Provision of signaling equipments at station should be spelt out in real terms
with capacity to absorb the fore seeable changes in the near future with as
little alterations, in the signaling arrangements as possible.
Thus in this context a new format has been brought out under M, Chapter VII.
Part I of the revised signal engineering manual 1988.
Level Crossing Gates :

Level Crossing means the intersection of road with railway track at the same
level. Any form of movable barrier capable of being closed across the road
traffic at the level crossing is known as level crossing gate.
Level Crossing gates are three types :

Single leaf, Double leaf; Lifting barrier. Single and double leaf gates open
away from the track. They are locked in succession by E type locks.
The lifting barriers when operated for road traffic, it is vertically lifted up and in
closed condition it is horizontal across the road traffic.
Boom gates are provided in single or double units on each side and are
mechanically or power operated.
Classification : Level crossing gates shall be classified as special class, A

class B Class C class and D class. The classification shall be settled mutually
59
60
by engineering department in consultation with the local government

authorities after conducting the railroad traffic census.
Special Class
A Class
B Class
C Class
For Road Vehicles
D Class
For Cattle Crossings.
Location : As far as possible level crossing shall not be located near stations
and marshalling yards. If inevitable they shall be located beyond shunting
limits in the station yard.
Control and Protection : The working of the level crossing gates with in the
stop signals is under the control of the SM and the working of those out side
the stop signals is under the control of permanent way department.
TWO ASPECT
1.4 K.M
B:O
400 m
>
>
MAUQ
1.4 K.M
1 KM
B:O
180 m
>
>
61
Protection of level crossing gates inside the station limits :

In the case of level crossing gates inside the station limits of block station
worked under absolute block system the stop signals on either side of the
level crossings are utilized to function also as gate signals by providing
interlocking between them and the level crossing gates.
But if the stop
signals are not available new signals are to be installed for protecting
important level crossings.
1.4 K.M
Gate cum
Distant
Less Than B.D Gate
Distant 1 KM
G
180 M
120 M
G
180 M
180 M
1 KM
ADV.STR
cum GATE
DISTANT
Inter Cabin Control

Principles of Slotting: The control of signals by more than one source, other
than the operating source is called slotting. The source, which releases the
slot, is called slotting agency. The source, which actually operates the signal,
is called Operating agency.
Purpose of slotting :
1) To ensure that the points located on the line controlled by the signal
including the overlap are set correctly and facing points locked and the line
is clear, before the signal is taken OFF.
2) These conditions are maintained until the train movement is completed.

In other words no other conflicting or fouling movement is allowed to take
place and the points are not altered until the train movement is completed.
Because a slotted signal can be replaced to its most restrictive aspect by
any one of the slotting agencies.
Extract of SEM.
Para No. 158 : Except where qualified cabin men are employed, the SM
must be provided with interlocked mechanical or electrical control over
Warner, home and LSS.
Para No. 159 : Control of Starters / Advanced starters on single line.
At single line stations, where token instruments are used, the advance starter
or where there is no advance starter, the starters must be controlled by the
block instruments of the corresponding section.
Para No. 160 : Control of Starter / Advanced starters on Double Line. At
Double Line stations where block instruments are in use the advanced starter
or where there is no advanced starter, the starter must be controlled by the L
C indication of the block instrument of the corresponding section.
62
System of Train Working Block Working

Control Over movement of trains :
Basically control over the movements of trains can be achieved by two
methods.
Time interval method
Space interval method
Time Interval Method :

Movement of trains can be controlled and adequate interval between two
trains in the same direction can be maintained by dispatching the following
train with sufficient time interval after the departure of the preceding one.
In this system, safety is not fully ensured. Since the driver has to ensure that
the earlier train is moving forward and proceedings without stopping. This is a
definite strain on the drivers he has to keep a continuous watch over the
earlier train to avoid collision.
Further this is not practicable in respect of Railways due to
-
Different types of trains, viz., Goods, Passengers, Express

trains.
Different types of Powers / Locomotives.
Different speeds of trains.
Different haulage capacity of trains.
Different braking capacity of locomotives.
Different terrain.
Different loads of trains.
Different stoppages.
63
64
Space Interval System is one in which, in to a given length of track only one
train at a time is permitted to enter. Second on subsequent train is permitted
to enter the same length of track, from one of the two sides, only after the first
train has cleared the said track.
This ensures safety
Length of the track is divided into sections called Block Section.
At the end of each Block section, there is a Block Section.
Entry into each Block section is controlled through electrical block
instruments and is protected by signals.
Information is conveyed to the driver to proceed or stop by signals.
The object of the Space Interval system is to preserve a definite interval of
space between trains running on the same line.
Systems of Block Working :

To maintain space interval, for safe running of trains, in Indian Railways, six
systems of train working are adopted. They are :
1. Absolutely Block System
2. Automatic Block System
Normally used
3. Following train System

4. Pilot Guard System
5. Train staff & Ticket System.
Used only with permission of Rly. Board
6. One train only System

Absolute Block System :
Essential requirements (as per para 8.01 of GR).
a) No train shall be allowed to leave a block station unless line clear has
been received from the block station in advance.
65
b) On double line such line clear shall not be given unless the line is clear not
only up to the first stop signal at the block station at which such line clear
is given but also for an adequate distance beyond it.
c) On single line such line clear shall; not be given unless the line is clear of
such trains running in the same direction not only up to the first stop signal
at the block station at which such line clear is given but also for an
adequate distance beyond it and is clear off trains running in the direction
towards the block station to which such line clear is given.
This adequate distance is the block overlap which shall not be less than
400 meters in LQ / two aspect signaling / two aspect CLS
180 meters in UQ / multiple aspect signaling or modified LQ signaling.
Any reduction to this block overlap requires specific sanction of CRS (under
approved special instructions).
STN. B
STN A
LSS OF
STN.A
FSS OF
STN.B
Block Section to be Adequate

kept clear
Distance
Before granting Line Clear SM should ensure that

-
the whole of the last preceding train has arrived completely
all the necessary signals have been put back to ON position

behind the said train.
Complete arrival of the train is checked by
physical verification with LV board / tail lamp
provision of last vehicle check device.
Continuous track circuits.
Axle counters, etc.
Ensuring signals put back to ON is done by

-
providing reverses on mechanically operated Semaphore

signals.
Through arm type circuit controllers, relays etc.
In case of colour light signals through relays.
By treadles or track circuits.
Automatic block system on double line :

Essentials of Automatic Block System :
1. Provision of continuous track circuits or axle counters
2. Line between two stations is divided into a series of sections known as
automatic block signaling sections.
3. Entry into each block section is protected by a Colour light stop signal.
4. Track circuits/axle counters should control the aspects of such signals.
-
It cannot display yellow aspect unless one block section and

overlap are clear.
Double yellow aspect - unless two block sections and overlap

are clear.
Green aspect unless three block sections and overlap are

clear.
66
67
Signal is replaced to ON automatically soon after the passage of

the train.
5. Where three aspect signals are provided double yellow (second yellow
provided on the top) is dispensed with.
6. A markers are provided below the colour light signals.
I
>
Overlap
I
>
Berthing
track
Overlap
Block Section
Overlap
Overlap
I
>
Overlap
Overlap
Block Section
Block Section
I
>
I>
I>
I
>
Overlap
I>
Overlap
Block Section
Manual & Semi-automatic signals :

Manual controls can be introduced for any special purpose. They are then
called Manual signals.
Manual controls introduced or removed at are known as Semi-automatic
signals.
They can be worked either as automatic mode or manual mode.
A Marker signals :
Under normal circumstances, there is no need to distinguish between manual,
automatic or semi-automatic signals. In case of failure procedure for passing
of manual signal is different from passing signals at ON in automatic territory.
In manual signaling authority to pass the signal at ON is required to be

given to the driver of the train to pass.
In case of automatic signaling there are no stations and SM to give such

authority to proceed. Hence, there is a different procedure for passing
such signals at ON.
Procedure for passing signals at ON in automatic signaling :

1. The driver has to bring the train to a dead stop.
2. Then, wait for one minute by day and two minutes by night.
3. Then, proceed cautiously at such low speed so as to able to stop short of
any obstruction at short notice.
4. Only after ensuring that the track ahead is in tact.
5. He should arrange guard or assistant driver to walk ahead with hand
signals.
The train must resume normal speed after passing the OFF aspect of the
signal in advance.
Since procedures for passing signals at ON is different for automatic and
manual signaling modes, it is necessary to inform the driver whether the
signals of that particular moment are in automatic mode or manual mode in
semi-automatic mode; therefore, A marker lit is used in case of automatic
mode. If A marker extinguishes, then the driver will know that signals are
working manually and he will follow the rules regarding manual working for
passing signal at ON.
68
Gate Signals :
Automatic signals interlocked with level crossing gates are distinguished by
the provision of G marker, yellow enameled disc with a letter G in black in
addition to an illuminated A marker. A marker light is lit only if the gates are
closed and locked against road traffic.
Procedure for passing the gate signal at ON :

With A marker light lit same procedure for an automatic signal displaying
the Red aspect.
With A marker light extinguished
-
wait for one minute by day and two minutes by night
draw the train continuously ahead and stop of the gate
ensure that the gates are locked against road traffic and after
getting hand signal from gate man, proceed cautiously up to the
signal in advance.
Automatic Block Signaling on Single Line :

The main purpose of this system is to increase the section capacity by
reducing the headway between two consecutive trains moving in the same
direction.
The system is particularly suitable in a single line where pattern of traffic is
such that trains follow one another in quick succession during certain parts of
the day.
69
70
Essentials of automatic block system on Single line :
1. The line shall be provided with continuous track circuits or axle counters.
2. The direction of traffic shall be established only after line clear has been
obtained from block section in advance.
3. The train shall be started from one block section to another only after the
direction of the traffic has been established.
4. It shall not be possible to obtain line clear unless the line is clear not only
up to the first stop signal but also for an adequate distance beyond it.
5. The line between two adjacent stations is divided into two or more
automatic block signaling sections by provision of stop signals.
6. The movement of trains in automatic block signaling is controlled by
automatic stop signals.
7. All stop signals against the direction of the traffic shall be maintained at
ON.
Automatic Block
Signalling
Section
DN
>
<
Automatic Block
Signalling
Section
UP
71
Minimum equipment of fixed signals :

-
Manual stop signals at a station Home and Starter.
An automatic stop signal in rear of Home signal
Additional automatic signals as may be necessary in between

block section.
Description of Panel :
A control panel is provided at every station of automatic signaling section.
Each station controls the movements of trains in one adjacent section.
Two illuminated arrows for each direction.
When direction of traffic is
established, arrow gets illuminated White when line is clear. It changes to

Red when block section is occupied or due to failure of track circuit / Axle
counter.
Signal normal indication to prove that signals of that side of station are at
ON.
Permission from (green indication) to indicate pressing of Push button at
the controlling section.
Direction switch to establish the direction of traffic.
SMs lock up key to lock up the panel in the last operated position to
prevent unauthorised or inadvertent operation.
Emergency push buttons to permit change of direction of traffic in case of
failure of track circuit / axle counter.
Counters (digital) to register each operation of emergency switches.
Rules for passing the automatic signals at ON :

To bring the train to a stop in rear of signal.
Wait one minute by day and two minutes by night.
Driver to contact the section controller or SM of adjacent block section on
telephone near the signal.
To proceed cautiously only after being authorised to pass signal at ON.
If no telephone / telephone has failed, driver to proceed after giving code
whistle to guard up to next stop signal in advance.
Be prepared to stop at short of signal.
Following Trains System :

Where trains are worked on the following trains system, they may be
dispatched from one station to the next following each other in succession in
the same direction on the same line in such manner and at such intervals of
time as may be prescribed by special instructions.
Trains shall not be worked on the following trains system unless the SM of the
block station in advance has exchanged messages regarding his readiness to
receive the trains and has in addition, given his assurance that no train will be
allowed to leave his station for the station from which the following trains are
to be dispatched, until the latter have all arrived at his station and until he has
received permission to dispatch trains in the opposite direction.
72
Pilot guard system :

Where trains are worked on the pilot guard system
a) A railway servant shall specially deputed to pilot trains; and
b) No train shall leave a station except under the personal authority of the
pilot guard.
The trains shall not follow one another in the same direction between stations,
unless :
The driver has been properly warned of the time of departure of the
proceeding train and of the place at which it will next stop.
All the trains are timed to run at the same speed shall not exceed 25 kmph
except under special instructions.
An interval of fifteen minutes has elapsed since the departure of the
proceeding train.
The train staff and Ticket system :

Where trains are worked between two stations on the Train-staff and Ticket
system.
a) A single Train staff shall be kept at one of such stations
b) No train shall start from either of such stations to the other unless the said
Train-staff is at the station from which the train starts and has either been
handed to or shown to the driver by the station master when giving such
permission.
73
Trains shall not follow one another in the same direction between train staff
stations, unless :
i. The driver has been properly warned of the time of departure of the
preceding train and of the place at which it will next stop.
ii. All the trains are timed to run at the same speed, and such speed shall
not exceed 25 kmph except under special instructions, and
iii. An interval of fifteen minutes has elapsed since the departure of the
preceding train.
The One train only system :

Trains may be worked on the One train only system, only on short terminal
branches on the single line.
Where trains are worked on the one train only systems, only one train shall be
on the section on which this system in force at one and the same time.
A driver shall not take his train into the section unless he is in possession of
the authority to proceed.
Control of Outlying sidings:

Sidings taking off from running lines and located between block stations
known as outlying or intermediate sidings.
Minimum equipment required :

Facing Point Lock :A gauge tie plate where steel sleepers are not provided.
Facing point lock or equivalent mechanism. Plunger shall
lock each switch independently.
74
75
Speed Restriction :Speed Restriction of 50 KMPH on running lines over

facing point.
Where sectional speed is more than 50 kmph S
marker
to be provided.
In addition a caution and termination indicator shall also
be provided.
Points control through Block Instruments :

The points should be controlled through the block system in use only in the
case of facing points on the single line as well as in the case of double line
trailing points.
The points normally set and locked for the running line are released by token /
by key interlocking boxes and electrically transmitted keys.
At station X a token key interlocking box with a spare token locked in it and at
the siding, a similar box, but with the points key locked in it are provided.
An EKT circuit is provided between station X and the siding, a key is locked in
the EKT at X and there is no key in the EKT at siding.
A train proceeds from X or Y with a token and is stopped at the siding and the
token is exchanged for the points key on the token key interlocking box, the
points key is used to unlock the points, the train then enters siding.
The points are then reset in normal, and after ensuring that the running line is
clear, the key is transmitted to X to clear the section.
For the train to come out of siding, the guard informs X on the telephone. X
obtains a token, exchanges it for the key and transmits the key to the siding.
The key is used for unlocking the siding points, the train enters the running
line, the points are reset to normal and key released from the points
exchanged for the token originally deposited in the token key interlocking
box.
The train proceeds with the token to either X or Y.
Disadvantages : Only one train can be dealt with in the siding at a time.
On the double line, the block instrument can not be restored to the normal
position until the train is received at the receiving end.
Interlocking may, however, be provided between the block instrument and the
points so that the points can not be unlocked with out the block instruments
being in TOL position.
When it is necessary to clear the block section, when train has entered the
siding, the intermediate siding is worked as block station and switched out
when the use of the siding is not required.
However, where double line block instruments which provide for an
occupation key to enable trains to enter block section in the right direction and
return to the same station.
The occupation key when removed locks the key in normal position.
In such cases, the occupation key can be used for sending trains into
intermediate siding and section cleared after the train is berthed in the siding.
The train can only return to the station from which it entered into the block
section travelling in the wrong
76
77
ON SINGLE LINE
50
SIDING
MINIMUM 800 M
RUNNING
LINE
TRAIN
LENGTH
30 M
on double line
50
SIDING
T
RUNNING LINE
MINIMUM 800 M
30 M
trailing point on double line
SIDING
RUNNING LINES
General : To avoid unauthorised interference, all bolts, studs, pins etc of

apparatus used for blocking and control of siding points are revetted or
otherwise adequately secured.
In view of the rule that isolation must be provided, and the isolating traps
locked for all movements on the running lines at all outlying sidings. A trap
indicator has to be provided but it is not lit during night hours.
Station Working Rules (SWR) :

1. The object of SWR is to regulate safe working of traffic in and between
stations depending on the local conditions that exist at the station.
2. The SWR are intended to draw attention of the staff concerned to the rules
for giving line clear, taking OFF signals, reception and dispatch of trains,
working of level crossing gates, shunting, stabling of vehicles on the
running lines, etc. and also instructions regarding working during failure of
points , signals, interlocking, communications etc.
3. SWR should be self contained, brief to the point and in unambiguous
language.
4. General and subsidiary rules and block working manual rules should not
be extracted in SWR. Relevant rule numbers of G & SR, block-working
manual may be mentioned.
5. DSO, DSTE and DEE are empowered to issue, modify SWR.
6. SWR should be reviewed once in three years or three amendment slips
whichever is earlier.
78
7. All the staff required to take up independent duties at the stations shall
sign a declaration register to the effect that they have read and understood
the SWR.
8. Fresh declaration shall be obtained from the staff concerned in the
following cases :
(a) An amendment is issued to SWR
(b) An employee is absent consecutively for more than 15 days.
9. SWR contains twelve paras and six appendices. They are :
(a) Signaling Plan (Diagram)
(b) Description of station
(c) Systems and means of working
(d) Systems of signaling and interlocking
(e) Telecommunications
(f) Trains working
(g) Blocking lines
(h) Shunting
(i) General instructions
(j) Visibility test object
(k) Essential equipment
(l) Names of Fog signal men
Appendices :
A
Working of level crossing gates
Systems of signaling and interlocking
Telecommunications
79
Duties of staff
Essential equipment
Names of fog signal men
Signaling Plan
Taking the operating features in to consideration, engineering department
prepares the engineering plan and sends it to S & T department for
preparation of signaling plan. Signaling department taking all gradients level
crossing gates, cabins, etc., prepares signaling plan for arranging signaling
equipment.
The signaling plan consists of :
1. Permanent way plan along with levels and gradients
2. Types of signals to be provided
3. Location of signals with reference to point or level crossing
4. Classification of station-wise class A,B,C etc.
5. Standard of interlocking
6. Decide the size of lever frame for operation of each function and also
consider for space to be provided to cater for the future.
7. Interlocking plan number
8. Location of cabin Points, LC gates.
After preparing Signaling plan, shall be sent to CRS for approval. The work
should be carried out as per approved signaling plan. Any alteration in the
signaling plan should not be carried out without the approval of CRS.
Signaling plan with IP number should be exhibited at the stations office, in the
cabin of bigger size for instant visibility.
80
81
DESIGNATION & LOCATION OF FIXED SIGNALS IN TWO ASPECT
LQ SIGNALLING
RECEPTION
END
DESPATCH
END
WARNER ON A
HOME
POST BY ITSELF
STATION
UP
DN
NBD : 1200 M
NOT LESS THAN BOL 400 M TS
BRACKETED
HOME
WARNING
BOARD
1 KM
NBD
UP
WARNER
BELOW
OUTER
DN
SOL
BOL
180 M
400 M
STARTER
WARNING
BOARD
OUTER
WARNER
HOME
BOL 400 MTS
ADV STARTER
1 KM
STARTER
SOL 180 MTS
LSS
FOR FIGURE PLEASE CLICK

HERE
82
Question Bank :
Subjective :
1. a) Draw a 3-road station B class layout on single line section. Provide
signaling arrangement for two-aspect lower quadrant working.
b) indicate the block overlap and signal overlap ?
2. what are the conditions for taking OFF Warner signal and for what speed
Warner is to be taken OFF ?
3. What are the rules for providing a calling on signal and when it can be
taken OFF ?
4. What are subsidiary signals? Give examples ?
5. Explain briefly on isolation, braking distance sighting distance ?
6. Write short notes on any three of the following
a) Shunting limit board
b) Block section limit board
c) Slip and catch siding
d) Classification of stations
7. Explain with sketches various markers used in signaling ?
8. What are classification of stations and what are the minimum equipments
of signals required for each class ?
9. Write short notes on any three of the following :
a) Signal overlap
b) Block overlap
c) Calling ON signal
d) Shunt signal
e) Repeating signal
83
10. Draw a single line B class station with MACLS having simultaneous
reception facilities ? Mark all the inter signal distances.
11. Draw a class B 4 road stations with a common loop facility on double line
section to standard III interlocking MAUQ signaling and indicate the inter
distance ?
12. What is meant by isolation ? What are the rules for isolation ?
13. a) What are the principles of interlocking?
b) Write the Minimum equipments to be provided for STD-1 and STD-III
interlocking.
14. What are the differences between a shunt signal and calling on signal,
distant and Warner signals.
15. Make out a sketch for interlocking on intermediate siding in a single line
with out speed restriction and the sectional speed is 100 km. Describe the
working of siding.
16. What are essentials of Automatic Block Working
17. Write short note on any four of the following;
a)
Illuminated A marker
b)
Co-acting signal
c)
Isolation
d)
Point & trap indicator
e)
Inter-cabin control.
18. What are essentials of Absolute Block System ?

19. What are the requirements of various STDs of interlocking ?
20. Write short notes on any four of the following:
a)
Automatic gate signal
84
b)
Simultaneous reception
c)
Station limit and station section
d)
Station and a block station
e)
Block forward and block back
f)
Running train and train
Objective :
Fill in the blanks :
1. The F.S.S in a MACLS Std-III station is __________________________.

2. The maximum speed permitted over the points for straight-line fitted with
standard III fittings is _________________________________ .
3. The distance traveled by a train after its brakes are applied is called
___________________________.
4. The distance sufficient to ensure safety is called __________________ .
5. The place at which the railway line across the road is called
____________________.
6. Shunting in the face of an approaching train is permitted at station
________________________.
7. Block overlap at a 3 aspect section is ______________________
8. What is the meaning of CRS _______________________________
9. G marker is painted with ____________________ colour background and
______________________________ colour letter.
10. Shunt signals should not be provided on ___________________ signals.
11. CRS means _______________________________________________.
85
86
12. CSR means _______________________________________________.

13.
Shunt
signal
below
stop
signal
when
at
ON
displays
_________________________________.
14.
An independent Warner during night when taken OFF displays two

__________________________ lights one below the other.
15. Signal overlap in multiple aspect signaling is ______________________.

16. In two aspect signaling advanced starter is located not less than
_______________________ from the top point.
17. Distance between advanced starter and the opposite home signal on
single line MAUQ is ___________________________.
18. A calling on signal is provided with ___________________________.
19. When a block station is approached on a steep falling gradient
_____________________________ is provided.
20. Normal aspect of distant signal is _________________________.
21. Normal aspect of inner distant signal is _______________________.
22. Minimum visibility for distant signal required is ___________________.
23. In LQ territory block overlap is ______________________________.
24. Calling on signal at ON position display _______________________.
25. The light shown by a point indicator when set to straight line is
________________________ and a trop indicator when it closed
_____________________________.
26. The station limits in a MAUQ class B station is demarcated by
__________________________ signals.
27. The minimum visibility for all UQ signals is
meters.
___________________
87
28. A gate cum distance signal will have _____________ number of aspects.
29. The warning board shall normally be fixed at ____________________
meters from FSS.
30. In LQ signaling a gate signal protecting mid section on level crossing gate
shall be located minimum ______________________ from the gate.
Choose the Correct Answer :
1. Signal Overlap in Two aspect territory

a) 120 Mts.
b) 180 Mts. c) 400 Mts.
d) 600 Mts.
2. The speed of a train t pass via loop at Std-III interlocking station is

a) 15 Kmph
b) 25 Kmph c) 50 d) none
3. Route indicators are treated as

a) stop signals
b) signal device
c) subsidiary d) none
4. A post type CLS shut signal at ON position displays

a) 2 light horizontally
b) 2 lights inclined at 450 to left c) two lights
5. Isolation of main line from adjoining lines shall be provided if speeds on

main lines exceeds
a) 15Kmph
b) 50Kmph
b) 300 Mts
c) 75 Kmph d) none
6. Visibility of man line starter in MACLS is

a) 400 Mts
c)200 Mts
d) none
7. Maximum equipment of signals at a class A station are

a) Outer, Warner, Home
b) Warner, Home, Starter
c) Outer, Home, Starter
d) none
88
8. The signal painted with red band is called

a) Co-acting signal
b) Repeating signal c) calling ON signal d) none
9. A colour light repeating signal when it will display

a) Red light
b) Yellow light
b) 200 Mts
c) Full breaking
d) none
11. In LQ signaling, run through indication is given by

a) Home Signal b) Warner Signal
c) Miniature Yellow d) none
10. The minimum visibility of an outer signal should be

a) 400 Mts
c) Advance Starter d) none
12. Isolation of goods reception lines from one another is

a) Compulsory b) Desirable c) Not required
d) None of these
13. The minimum distance between home and outer on double line LQ
signaling is
a) 580 Mts
[
b) 1 Km
c) 400 Mts
d) none
14. The distance signal (where double distance is working in force) is located
at
a) 1.4 km from home
b) 2 km from home c) 1.4 km from inner distant
d) None
15. The first stop signal of class A station
a) Outer b) Warner
c) Home
d) None
16. Minimum distance required between distant and home signal in MAUQ
signaling on single line is
a) 1400 Mts.
b) 1000 Mts. c) 1200 Mts. d) None
17. Shunting limit board is provided only in
a) Class A station on single line
b) class A station on Double line
c) Class B station on single line
d) None
89
18. Block section limit board is provided at certain station on
a) Double Line section
b) Both single and double line station
c) MAUA territory
d) None of these
19. P marker is provided on
a) All distant signals
b) All distant signals in CLS area
c) All permissive signals
d) None
20. Warner signal located below a stop signal is capable of displaying

a) 3 aspects
b) 2 aspects c) 4 aspects d) None
21. Calling ON signal can only be located

a) below a stop signal b) below a starter signal
c) below a LSS
d) None
22. Shunting in the face of an approaching train up to shunting limit board is
permitted in
a) Class A
[
b) Class B
c) Class C
d) None
23. The adequate distance for an automatic signal to clear in a single line
when the next signal in advance in an automatic signal is
a) 400 Mts.
b) 180 Mts. c) 120 Mts.
d) AG marker disc.
b) A marker light
d) zero Mts.
24. An automatic stop signal is distinguished by

a) A marker disc
c) P marker disc
90
Say TRUE or FALSE
1. Whenever main home and outer are taken OFF Warner can be taken OFF
[
2. All distant signals will be fitted with P marker
3. Warner shall always be fixed below the FSS
4. S marker is provided at siding taken OFF from running line in block

section.
5. For speeds above 50 kmph and below 75 kmph std-II interlocking shall be
provided.
6. The block overlap in C class station is 180 Mts.
7. Post type shunt signal will display both ON and OFF aspects
8. Plunger lock detection is not necessary for STD-III interlocking [
9. Calling on signal has no independent location
10. A catch siding shall be provided at stations where the station is

approaching a steep falling gradient
11. At a class A station line clear shall not be granted for a train of the line is
clear up to the home signal.
12. LSS can be used as shunting signal
13. A shunting limit board need not be lit during night
14. Block overlap in BG is more than that in MG
15. In multiple aspect territory warning board is not necessary when the
distant signal is placed at 1 km from the home.
16. Shunting limit boards are provided only on single line
91
17. In colour light signaling, junction indicator is used so as to avoid speed

restriction.
18. A co-acting signal can be located on a separate post by itself
19. A point indicator displays a red light during night when the points are set
for the turn out.
20. All block systems required an authority to proceed
21. B class LCs must normally be kept closed for road traffic
22. Lock detection is not mandatory in STD-III interlocking when points and
lock are worked by separate levers
23. Generally class A stations are provided with STD-III interlocking only
[
24. In CLS, junction indicator is used so as to avoid speed restriction.

[
Match the following :
] 1. Block Overlap
a) 2 aspect
] 2. Signal Overlap
b) Isolation
] 3. Warner Signal
c) 15 kmph
] 4. Repeating Signal
d) Station section
] 5. Clamp and Pad Lock
e) On Single Line only
] 6. Class B Station
f) Double Line
] 7. Trap Siding
g) 120 Mts.
] 8. BSLB
h) Calling ON
] 9. SLB
i) 400 Mts.
92
] 10. C Marker
j) Station section
] 1. Railway Safety
a) Automatic Stop Signal
] 2. G Marker
b) Double Line
] 3. A. Marker
c) Single Line
] 4. H P Lock
d) Sand Hump
] 5. P L C
e) Calling on Single
] 6. P I C
f) only in two aspect
] 7. Isolation
g) CLS distant
] 8. No ON aspect
h) Gate signal
] 9. A Class station
i) Hand operated point
] 10. P Marker
j) CRS
] 1. A Class Station
a) Goods line reception
] 2. A Marker light
b) Repeater signal
] 3. R Marker
c) 400 Mts. form home
] 4. Fixed green light over the post
d) Isolation
] 5. Outer Signal on double line
e) Semi automatic signal
] 6. Visibility of MA Stop Signal
f) Only in T.A
] 7. O Marker
g) Warner
] 8. Trap Point
h) 400 Mts.
] 9. Distant signal proceed aspect
i) 180 Mts. from outermost

point
] 10. 1st stop signal on double

line in MAUQ
j) Received on main line

Basic Concepts of Signalling

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CAMTECH/S/2001/Basic Concepts/SCR-4

Knowledge and necessity of Signals Fail Safe Feature of Signaling

Definition of Signaling terms as given G & SR

Concept of LQ; UQ Signaling; Colour Light Signals

Overlaps; Braking distances: Sighting Distance

Markers, Boards, Signs, etc.

Isolation, Slip Siding & Catch Siding

Simultaneous Reception and dispatch of trains

Classification of stations Minimum signaling equipments required at

Standards of Inter Locking Minimum Signaling equipments required

Level crossing gates

Inter cabin control

System of train working (Block Working)

Control of outlying sidings through Block Instruments

Station Working rules

signals fail safe feature of

Markers, Boards, Signs, etc

Isolation, slip siding, catch siding

Simultaneous reception and

each class of station

Level crossing gates

Inter cabin control

System of train working (block

Block instruments, methods of

signaling equipments required

signals fail safe feature of

Markers, Boards, Signs, etc

Isolation, slip siding, catch siding

Simultaneous reception and

signaling equipments required at

Inter cabin control

System of train working (block

Precedence and crossings can be arranged only at station.

What are Signals :

Various Forms of Signals :

DEFINITIONS (As per GR 1.02)

:Means the Indian Railways Act, 1989.

:Means the distance sufficient to ensure

:Means an arrangement in which the

APPROVED SPECIAL INSTRUCTIONS :

:Means the person who is duly empowered

:Means the authority given to the driver of a

:Means an electrical device which, when

:Means to dispatch a message from a block

:Means to dispatch a message from a block

:Means that portion of the running line

COMMISSIONER OF RAILWAY SAFETY :

Commissioner of Railway safety.

: When used with reference to a running

: a). On a double line, the direction for

FACING AND TRAILING POINTS :

approaching them can be directly diverted

: Means a signal of fixed location indicating

infringement of fixed standard dimensions

: Means an arrangement of signals, points

INTERMEDIATE BLOCK POST :

INTERMEDIATE BLOCK SIGNALLING :

: Means an arrangement, secured by the