Train Operation

It was then necessary to devise methods to

affect opposing and passing movements
without disaster and with a minimum of
confusion and delay.
This was achieved by introducing time
schedules so that the meeting and passing
trains could be prearranged. Thus, the
"timetable" was born.
Train operation
It’s easy to get the train going but much more
difficult to stop in the right place and, to do th
consistently.
The adhesion available for a train with a steel
wheel on a steel rail is such that the braking
distance is considerably more than that
obtained in a car with rubber tyres on the
average road.
70 mph car needs 100m to stop a train will
require one 1000m approximately. Emergency
break may stop it 700m
Train Operation
Requires advice in advance of the point
where it is necessary to apply the brake
The track is divided into sections, called
blocks, and a signal is placed at the entran
to each block to act as a sort of “gate
keeper”. The rule is that (normally) only o
train is allowed into a block at any one tim
It is the practice on many railways to provi
overrun space beyond the signal in the for
of a margin, often referred to as an overlap
Interlocking
Interlocking 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 ta
place in proper sequence to ensure safety.
The interlocking of signals and points is a principle bo
out of hard experience in the early days, which is now
universally adopted.
In essence interlocking is introduced to prevent
signalmen accidentally clearing a signal before points
are properly set or clearing signals that would allow a
conflicting movement.
Interlocking
In manual boxes a series of sliding bars is connected
the levers. Which will only allow operation of the sign
in correct relationship to other signals and when relev
points are correctly set.

Railway signalling is basically simple and can be mad

absolutely fail-safe for all conditions providing the
following three basic sub-systems are in place and
working:
Track circuits.
Point locking and detection.
Interlocking.
Point Operation, Locking and Detec
Movements over points and crossings are the most
dangerous
The potential hazards to safe operation from points aris
from the possibility that they will be set in the wrong
direction or that they will come open during the passag
a train.
To prevent points coming open they are locked in positi
for a facing move and to ensure that the train is not allo
to proceed over them until they are safe, they are
‘detected’ to be in the correct position, fully ‘home’ and
locked.
The lock is held until it is proved that there is no train
passing over the points by means of the track circuits, a
is applied from the moment that a train approaches to
within its braking distance of the toe of the points.
Functions of a Signalling Syst
Safety Functions:
To prevent trains taking conflicting routes.
To maintain a safe separation distance b/w trains.
To protect trains from driver malfunction (incapaci
inattention / misjudgement).
To ensure trains do not exceed their permitted spe
Non Safety Functions:
To maximise the use of the track.
To route trains automatically and regulate their flo
To provide data on train running for passenger
information purposes.
Modern Signalling Principles
On a main line railway where mixed stoc
passes at different speeds, spacing of
signals becomes a complex subject.
On rapid transit railways and light railwa
systems it becomes more straightforwar
as the trains tend to have the same
movement characteristics.
Modern Signalling Principles
‘block system’
The specified lengths of line between
boxes, stations or junctions, termed bloc
sections, formed a space interval betwe
trains
The block system principle, that not mo
than one train should be allowed on one
line in a block section, was established,
principle that continues to be the basis o
modern signalling today.
Track Circuits
The simplest and most effective way of detecting
that there is no train on a particular length of tra
by the use of the track circuit
In this simple arrangement the current flows from
the battery to the relay through the rails and the
green light is operated from the relay. When an
approaching train reaches the section the axles
short circuit the current from the relay which the
drops and the green light goes out and a red ligh
comes on fed from the relay contact.
 The DC track
circuit
This is a ‘fail-safe’ arrangement as if the battery
goes flat, a rail breaks or a contact becomes loos
etc the result is the green light goes out and the
light comes on.
Track Circuit Operation
The rails of a track circuit provide the path for the flow of curren
the battery. With the battery and relay connected, current has a
complete path in which to flow.
Track circuit is designed as a series circuit, but because of ballas
leakage, many high resistance paths exist from rail to rail.
When a train enters a track section, the wheels and axles place
shunt (short) on the track circuit. This creates a low resistance c
path from one rail to the other and in parallel.
When maximum current from the battery is reached because of
current flow through the relay coils, ballast resistance and low
resistance path created by the train shunt, the relay armature d
Most of the current flows through the low resistance shunt path.
reduces the current in the relay sufficiently to cause the armatu
drop, thereby opening the front contacts.
When a train is present on that track section, the relay de-energ
the heel contact makes with the back contact lighting the red sig
DC Track Circuit Relay
Controlling a Lighting Circuit
Two Aspect Colour Light Signallin
when DC electrification began to be installed,
semaphore signalling began to be replaced by
electrically powered colour lights.
On rapid transit, metro and light rail systems, two asp
signalling is usually adopted because the braking
distances are short due to low speeds and high brakin
rates,
For main line when two aspect signlalling is used a
repeater signal is placed in front of the running signa
give advanced warning.
Multi-Aspect Signalling
On routes where traffic developed to a level
where more and more trains were required,
block length became critical.
Capacity could only be increased by
reducing block length.
Three Aspect Colour Light Signalling
Where train speeds are higher, or headways a
closer three aspect signalling can be used.
Four Aspect Colour Light Signalling
The four aspect system allows trains at higher
speeds to slow down earlier and hence to get
closer to the train ahead in a controlled mann
The sequence of four aspect signalling is as
follows:
Green — Continue at full speed.
Double yellow — Proceed at caution, reducing
power.
Single Yellow — Power off, controlled braking,
ready to stop.
Red — Stop.
Four Aspect Colour Light Signalling
Sometimes at complicated junctions or at termin
stations signals indicate a ‘theatre’ type or dot
matrix illuminated number showing the line or
platform number for which the route is set.
At most facing junctions a speed restriction is
placed on the diverging route and when points ar
set for the diverging route the signal ahead of th
junction will show a single yellow even when the
route is clear of trains. Only when the approachin
train has passed this signal and been slowed by i
will the signal at the junction itself clear.
4-aspect signaling system
In the UK, a 4-aspect signalling system is common an
allows trains to operate at speeds of up to 200km/h.
Blocks are normally about 1100m in length.
A green aspect allows full speed running, indicating at least
three blocks ahead are clear.
A double yellow aspect shows two clear blocks ahead,
while one yellow indicates one clear block ahead.
Cab Signalling
Signals are dispensed with and instructi
s to the driver are displayed in his cab.
Transmission Based Signalling
Present and future generations of signalling w
use computers extensively to enable trains to
controlled in a closed loop system.
These combining systems are often known as
Automatic Train Operation (ATO)
Automatic Train Scheduling (ATS)
and Automatic Train Protection (ATP).
On such automatic systems the principles of
signalling must still be rigidly applied if safety
to be maintained.
Centralized Traffic Control (CTC)
CTC allows for more than one train to be in a block,
travelling in the same direction at the same time and
eliminates the need for train orders and timetable
superiority.
Control point circuitry, controlled block signals, dual
control power operated switch machines, electric lock
in conjunction with switch circuit controllers and
advanced communications systems are all integral pa
of a CTC system.
Signal indications authorize train movement in CTC.
Once a train is allowed into a block by the dispatcher
(control signal often referred to as home signal), the
train is controlled by automatic block signals
(intermediate signals).
Automatic Warning System (AWS)
AWS was developed to provide the
driver with warning of a signal which
was not at green. It consists of a pair
of magnets (1 permanent and 1
electro) mounted between the rails
about 200m before each signal.
If the signal is green, the electro
magnet is energised, and the driver
receives a bell sound in the cab. In all
other cases, permanent magnet
causes a horn to sound in the cab,
and the brakes to be applied if the
driver does not acknowledge it within
a certain time.
Train Protection and Warning
System or TPWS
if a train approaches a stop signal showing a danger
aspect at too high a speed to enable it to stop at the
signal, it will be forced to stop, regardless of any actio
(or inaction) by the driver.
Signals at level crossing
Signal Protection at Level Crossing
Level crossings over tracks on new railways should be avoide
especially where electric traction is to be used.
In rural and sparsely populated areas, where a train service i
not fast or frequent, there may be a case for level crossings
this should only be done if a high level of safety can be arran
coupled with warning of the approach of a train.
When speeds of both trains and road vehicles were much
slower, to avoid the extra expense of building a bridge or sub
led to construction of a level crossing.
If level crossing is to be provided, it is necessary for there to
flashing lights and automatically lowered gates which are
triggered by the approach of a train in either direction. This m
be coupled with telephone or radio rapid connection with the
nearest signal/control box to enable road vehicle drivers to b
able to make contact in the event of a road emergency on or
near to the crossing.