UNIT 03 Station, Yards, Equipments, Signaling & Interlocking

UNIT 03 Station, Yards, Equipments, Signaling & Interlocking
 RAILWAY STATION
A railway station is that place on a railway line where traffic is booked and dealt with and
where trains are given the authority to proceed forward. Sometimes only one of these
functions is carried out at a station and accordingly it is classified as a flag station or a block
station. In the case of a flag station, there are arrangements for dealing with traffic but none
for controlling the movement of the trains. In the case of a block station, a train cannot
proceed further without obtaining permission from the next station and traffic may or may not
be dealt with. However, most railway stations perform both the functions indicated above.
 Purpose of a Railway Station
A railway station is provided for one or more of the following purposes.

a) To entrain or detrain passengers
b) To load or unload goods or parcels
c) To control the movement of trains
d) To enable trains to cross each other in the case of a single-line section
e) To enable faster trains to overtake slower ones
f) To enable locomotives to refuel, whether it be diesel, water, or coal
g) To attach or detach coaches or wagons to trains
h) To collect food and water for passengers
i) To provide facilities for change of engines and crew/staff
j) To enable sorting out of wagons and bogies to form new trains
k) To provide facilities and give shelter to passengers in the case of emergencies such as
floods and accidents, which disrupt traffic.
 Selection of Site for a Railway Station

The following factors are considered when selecting a site for a railway station.
a. Adequate land: There should be adequate land available for the station building, not
only for the proposed line but also for any future expansion. The proposed area should
also be without any religious buildings.
b. Level area with good drainage: The proposed site should preferably be on a fairly level
ground with good drainage arrangements. It should be possible to provide the maximum
permissible gradient in the yard. In India, the maximum permissible gradient adopted is 1
in 400, but a gradient of 1 in 1000 is desirable.
c. Alignment The station site should preferably have a straight alignment so that the
various signals are clearly visible. The proximity of the station site to a curve presents a
number of operational problems.
TRE-II Aaquib.R.Ansari Page 1

d. Easy accessibility: The station site should be easily accessible. The site should be near
villages and towns. Nearby villages should be connected to the station by means of
approach roads for the convenience of passengers.
e. Water supply arrangement: When selecting the site, it should be verified that adequate
water supply is available for passengers and operational needs.
 Facilities Required at Railway Stations

The passenger station is the gateway through which people find their way into a town or
community. A large passenger station should provide for facilities corresponding to the
anticipated demands of at least the first 20 years of its life, with provisions for future
expansion. The facilities required at stations are broadly classified into the following main
groups.
Passenger requirements
This includes waiting rooms and retiring rooms, refreshment rooms and tea stalls, enquiry
and reservation offices, bathrooms and toilets, drinking water supply, platform and
platform sheds, and approach roads.
Traffic requirements
This includes goods sheds and platforms, station buildings, station master’s office and
other offices, signal and signal cabins, reception and departure lines and sidings,
arrangements for dealing with broken down trains, and station equipment.
Locomotive, carriage, and wagon requirements

This includes the locomotive shed, watering or fuelling facilities, turntable, inspection
pits, ash pits, ashtrays, etc.
Staff requirements
This includes rest houses for officers and staff, running rooms for guards and drivers, staff
canteens, etc.
 Classification of Railway Stations

Railway stations can broadly be sorted into various classes on the basis of two main
considerations.
A. Operational considerations
As per the general and subsidiary rules of Indian Railways stations are classified as block
stations and non-block stations. Block stations are further classified as a class, B class, and
C class stations. Non-block stations are classified as D class or flag stations.

The following factors are taken into consideration when classifying a railway station.
a. Least expenditure with regard to the provision of the least number of signals.
b. Flexibility in shunting operations
c. Increasing the line capacity
d. Faster movement of trains
 Block Stations
A block station is a station at which the driver has to obtain an ‘authority to proceed’ in order
to enter the next block section. In a railway system that is inclusive of block stations, the
entire railway line is divided into convenient block sections of 5 to 10 km and a block station
is provided at the end of each block. This system ensures that a suitable ‘space interval’ is
provided between running trains so that there are no collisions and accidents. There are three
types of block stations.
‘A’ class station: “A Class” is a station where the line has to be cleared up to an adequate
distance (400m) beyond the home signal for giving permission to approach to a train. A class
stations are suitable for sections where traffic passes rapidly. Its minimum signal requirements
are given below.
The signals required at an A class station are as follows

Warner: A warner signal is placed at a warning distance from the home signal, the main
function of which is to indicate whether the section beyond is clear or otherwise.
Home: A home signal, which is the first stop signal.
Starter: A starter signal is placed at an adequate distance from the home signal and marks the
point up to which the line should be clear so that the train can be given permission to
approach.

Advantages
(a) More economical vis-à-vis B class stations because of the use of fewer signals.
(b) Ensures the safety of the train because of the provision a warner signal ahead of a home
signal.
(c) Trains normally stop within the station limits.
Disadvantages
(a) No shunting is possible once line clear has been granted.
(b) Another clear disadvantage of “A” class stations, is that a line at the station has to be kept
clear up to the starter signal once the line clear signal has been given, and as such the
Flexibility of working and shunting is restricted.
B-class station: “B” class station is one where the line has to be cleared upto an adequate
distance beyond the outer signal before giving permission to approach to a train. Its
minimum signal requirements are given in following figure.
Outer Signal: An outer signal, which is the first stop signal. The outer signal can also be
below the warner also.
Home Signal: A home signal is placed at an adequate distance from the outer signal. It is
the practice to place the outer signal at a single line station at distance of 580m from the
home signal.
‘C’ class station:

The C class station is only a block hut where no booking of passengers is done. It is
basically provided to split a long block section so that the interval between successive
trains is reduced. No train normally stops at these stations.
The minimum signals required are as follows

Warner: A warner signal placed at an adequate warning distance from the home signal to
indicate whether the section ahead is clear or not.
Home: A home signal, which is the first stop signal.
The advantage of a C class station is that it ensures the faster movement of trains and
increases line capacity. The disadvantage, however, is that no shunting is possible and
trains cannot stop at these stations.
 Non-block Stations or D Class Stations

D-class or non-block stations are located between two block stations and do not form the
boundary of any block section. No signals are provided at D class stations. A “D” class
station that serves an outlying siding is called a DK station. At such station, the siding
takes off through a crossover, which can be operated only with the help of a key, which in
turn is released with the help of a ball token. A D class station that serves no siding is
called a flag station.
B. Functional Classification of Stations

The layout of stations varies in size and importance according to the type and volume of
traffic handled and according to their locations with respect to cities or industrial areas.
Broadly speaking, the layouts required for passenger stations and their yards can be
divided into the following categories for the purpose of study.
a) Halts
b) Flag stations
c) Wayside or crossing stations
d) Junction stations
e) Terminal stations
 Halt Station
A halt is the simplest station where trains can stop on a railway line. Halt usually has only
a rail level platform with a name board at either end. Sometimes a small waiting shed is
also provided, which also serves as a booking office. There is no yard or station building
or staff provided for such types of stations. Some selected trains are allotted a stoppage
line of a minute or two at such stations to enable passengers to entrain or detrain. The
booking of passengers is done by travelling ticket examiners or booking clerks.

 Flag station
A flag station (Fig. 26.5) is more important as a stop-over for trains than a halt and is
provided with a station building and staff. On controlled sections, a flag stations equipped
with either a Morse telegraph or a control phone, A flag station is usually provided with a
small waiting hall and booking office, platforms and benches, and arrangements for
drinking water. Sometimes a flag station is also provided with a siding for stabling
wagons booked for that station.
 Wayside or crossing station
After a flag station comes the wayside or crossing station. While a flag station has
arrangements for dealing with traffic but none for controlling the movement of the trains,
a crossing station has arrangements for controlling the movement of trains on block
sections. The idea of a crossing station was initially conceived for single line sections, to
facilitate the crossing of trains going in opposite directions so that there may be a more
rapid movement of trains.
Wayside or crossing station on a single-line section increasing traffic on a single line

section necessitates the construction of a three-line station, which provides an additional
line as well as more facilities for passing traffic. A typical layout of a three line station
providing one additional line and simultaneous reception facilities is given in Figure
a) It is a three-line station and provides facilities for the simultaneous reception of trains
from both sides because of the proximity of sand humps in each direction.

b) There are two platforms, namely, an island platform and a platform near the station
building. The island platform can deal with two stopping trains simultaneously. Also, if a
goods train has to be stopped at an island station, it can be accommodated on the loop line
of the platform, thus keeping the main line free for run-through traffic. Important trains
can be made to halt on the platform near the station building.
c) There is a dead end siding at either end of the station to accommodate wagons that are
marked sick.
d) The foot over bridge (FOB) helps the passengers to reach the island platform from the
station building and vice versa.
 Junction stations
A junction station is the meeting point of three or more lines emerging from different
directions. Normally at junctions, trains arrive on branch lines and return to the same
station from where they started or proceed to other stations from where they again return
to their originating stations. The typical layout of a junction station with a single main line
and a single branch line is shown in Figure. The important features of junction stations are
as follows.
a) There are two platforms—one is the main line platform and the other is an island
platform. In case the timings of two trains match, both the trains can be received and made
to wait on either side of the island platform. This helps in the easy trans-shipment of
passengers and luggage. Also, main line as well as branch line trains can be received on
the main platform.
b) A foot over bridge is provided for passengers to move between the station platform and
the island platform.
c) It is provided with a small goods siding and a goods platform to deal with goods traffic.
d) A turntable is provided for reversing the direction of an engine, if required.
e) The emergency crossover on provided either side of the station helps in switching to a
single-line set-up in the case of an emergency.

Terminal station
The station at which a railway line or one of its branches terminates is known as a terminal station
or a terminal junction Figure. The reception line terminates in a dead end and there is provision
for the engine of an incoming train to turn around and move from the front to the rear of the train
at such a station. In addition, a terminal station may need to be equipped with facilities for
watering, cleaning, coaling, fuelling, and stabling the engines; storing, inspecting, washing and
charging the carriages; and such other works as shown in Fig.a.
Fig a. Terminal station with run round line
On unimportant branch lines, the terminal station will have only one platform, but there are big
terminal stations such as the Howrah and Mumbai stations, which are provided with elaborate
facilities. The general layout of a big terminal station is shown in Fig.b
It may be noticed that access from one platform to another is via a concourse and that there are no
over bridges provided for this purpose.
Fig.b. Layout of a big terminal station

 STATION YARDS
A yard is a system of tracks laid out to deal with the passenger as well as goods traffic
being handled by the railways. This includes receipt and dispatch of trains apart from
stabling, sorting, marshalling, and other such functions. Yards are normally classified into
the following categories.
 Coaching yard (passenger Bogie Yards)

The main function of a coaching yard is to deal with the reception and dispatch of
passenger trains. Depending upon the volume of traffic, this yard provides facilities such as
watering and fuelling of engines, washing of rakes, examination of coaches, charging of
batteries, and trans-shipment of passengers.
 Goods yard
A goods yard provides facilities for the reception, stabling, loading, unloading, and
dispatch of goods wagons. Most goods yards deal with a full train load of wagons. No
sorting, marshalling, and reforming is done at goods yards except in the case of ‘sick’
wagons or a few wagons booked for that particular station. Separate goods sidings are
provided with the platforms for the loading and unloading of the goods being handled at
that station.
 Marshalling yard
Marshalling yard is said to be a “Machine to receive, break up, re-form and dispatch trains
onwards” In other words, a marshalling yard is one where trains and other loads are received,
sorted out and new trains formed, and dispatched onward to their destination. The marshalling
yards are provide at important junction station which acts as distributing centers for various
destination
In the marshalling yard, loaded and empty goods wagons are first received from different
lines for booking in different direction and then the wagons are separated, sorted and
dispatched onwards in full trains for each line. While making full trains, the wagons are
arranged in order of station to enable convenient detaching of wagons at wayside station.
Function of Marshalling yards
a) Reception
b) Sorting
c) Departure

Fig. Marshalling Yard Fig. Marshalling Yard (Hump Type)
Following points should be kept in mind while designing the Marshalling Yard.
a) Through traffic should be received and dispatched as expeditiously as possible. Any idle
time should be avoided.
b) There should be a unidirectional movement of the wagons as far as possible.
c) There should be no conflicting movement of wagons and engines in the various parts of
the yard.
d) The leads that permit the movement of wagons and train engines should be kept as short
as possible.
e) The marshalling yard should be well lighted.
f) There should be adequate scope for the further expansion of the marshalling yard.
A. Flat yard
In this type of yard, all the tracks are laid almost level and the wagons are relocated for
sorting, etc., with the help of an engine. This method is costly, as it involves frequent
shunting, which requires the constant use of locomotive power. The time required is also
more as the engine has to traverse the same distance twice, first to carry the wagons to the
place where they are to be sorted and then to return idle to the yard. This arrangement,
therefore, is adopted when
(a) There is limitation of space,

(b) There is a severe limitation of funds, or
(c) The number of wagons dealt with by the marshalling yard is very low.
B. Gravitation yard
In this yard, the level of the natural ground is such that it is possible to lay some tracks at
a gradient. The tracks are so laid that the wagons move to the siding assigned for the
purpose of sorting by the action of gravity. Sometimes, shunting is done with the help of
gravity assisted by engine power. However, it is very seldom that natural ground levels
are so well suited for gravitation yards.

C. Hump yard
In this yard, an artificial hump is created by means of proper earthwork. The wagons are
pushed up to the summit of the hump with the help of an engine from where they slide
down and reach the sidings under the effect of gravity. A hump yard, therefore, can be
said to be a gravitation yard as shunting is done under the effect of gravity. Modern
practice is to use hump yards because shunting operations are done more quickly than flat
or gravitational yards. The hump yards are also economical as no power is required to
move the wagons.
Fig. Hump Yard Gradient
 Locomotive yard
This is the yard which houses the locomotive. Facilities for watering, fuelling, examining
locomotives, repairing, etc., are provided in this yard. The yard layout is designed
depending upon the number of locomotives required to be housed in the locomotive shed.
The facilities are so arranged that a requisite number of locomotives are serviced
simultaneously and are readily available for hauling the trains. Such yards should have
adequate space for storing fuel. The water supply should be adequate for washing the
locomotives and servicing them.
Following are some essential requirements of loco yards
a. The tracks in loco yard should be arranged that servicing of the engine may be done in
proper sequence without any interference of vehicles.
b. The line from traffic yard to the turn table should be clear.
c. One extra emergency entrance line from the traffic yard known as subsidiary line
should be provided for use when main entry is blocked due to derailment etc.
d. The turn table should not act as an obstruction to any locomotives which are entering
the yard.
e. The length of loop line for the fuel platform should be such as to accommodate the
longest train.

Fig. Loco Yard and Shed
 Equipments Used In Railway Stations

A lot of equipment is required at railway stations and yards for the efficient working of the
railway system.
 Passenger Platform
Station platforms are provided for the entraining and detraining of passengers. Platforms
can be rail-level, low-level, or high-level platforms depending upon the expected
passenger traffic at each station. The general policy of Indian Railways is to provide high-
level platforms at all important main line stations, low-level platforms at less important
main line stations, and rail-level platforms at unimportant wayside stations.
 Goods platforms
These platforms are provided for the loading and unloading of goods and parcels onto and
from wagons. The essential features of these goods platforms are the following.
a) A goods platform is normally surfaced with bituminous carpet or concrete. In the case of
light traffic, moorum or water-bound macadam can also be used.
b) The height of a goods platform is l.07 m for BG, 0.69 m for MG, and 0.61 m for NG lines.
The height of the platform is measured from the rail level and is such that the platform
surface is flush with the floor of the wagon for the easy loading and unloading of goods.
c) Adequate storage accommodation is provided on goods platforms for the storage of goods
and parcels.
d) Mobile cranes or fixed overhead gantry cranes are provided for the handling of bulky and
heavy parcels.
 Foot Over Bridges and Subways
Foot over bridges are provided for the movement of passengers and light baggage from
one platform to another. Bulky or heavy goods are taken from one platform to another by
means of a handcarts, which are carried across the tracks near the end of the platform in
order to reach the requisite platform. Some stations are also provided with subways for the
movement of the passengers and goods between platforms.

 Cranes
Cranes are normally provided in goods sheds to load and unload bulky or heavy material
such as heavy machines and logs from wagons. These are normally of three types.
Fixed jib crane: This crane is fixed at a convenient location on the goods platform for the
purpose of loading and unloading bulky and heavy goods from wagons.
Mobile crane: This crane is mounted on a wagon or a truck and can be moved anywhere
on the platform as per requirement to load or unload bulky parcels.
Overhead gantry cranes: It consists of two horizontal girders or beams supported on a
number of vertical posts. A travelling platform is fixed in between the two girders, which
is fitted with equipment for hoisting goods and is capable of moving to and fro on the
girders. Wagons or road vehicles are brought under the gantry for loading and unloading
materials.
 Weigh Bridge
A weigh bridge is used to weigh a loaded wagon so as to get an idea of the weight of its
contents. It is basically a small length of track on a platform that is supported on beams.
The beams are located in a pit under the track and rest on knife edges attached to levers.
When a wagon is placed on the weigh bridge, its weight is indicated by a pointer on a
graduated disc located in an adjoining structure. A weigh bridge is normally provided on a
siding and not on a through track.
 End Loading Ramps

End loading ramps are provided to allow the unloading of the wagons at their rear end.
Such ramps are also used for unloading cars and other mobile vehicles. An end loading
ramp has the following essential features.
Fig. End Loading Ramp

a) It has a dead end siding with a buffer stop and a platform with a ramp.
b) The platform is at a height of 1.3 m for BG and 0.86 m for MG lines.
c) A small gap is maintained between the buffer stop and the ramp platform to minimize the
damage to the platform. This gap is covered by the hinged plates of the wagon while it is
being unloaded.
 Locomotive Sheds
Locomotive or running sheds are meant for the maintenance and servicing of locomotives.
The location and design of a locomotive shed depends on the volume and pattern of
traffic, the layout of the terminal station and the marshalling yard, and other allied factors.
Locomotive sheds are normally spaced at about 250 to 300 km apart in order to avoid the
idle movement of locomotives and crew.
A. Circular locomotive shed
The round house shed consists of a number of locomotive repair and stabling lines
radiating from a turntable in the center. The shed is normally in the shape of a circle or a
polygon. The incoming engine is taken to the turntable and transferred to a particular line
for repair. The provision of a turntable eliminates the need for shunting.
Fig. Circular Locomotive Shed
The locomotive enters and leaves from the same end and, therefore, in the event of the
turntable becoming inoperative, the movement of all the locomotives is discontinued until
the turntable is repaired. This type of shed layout is not recommended for Indian
Railways.
 Advantages
a. They are more economical in space.
b. Provide better facilities for the maintenance and repair engines.
c. The shunting operations for placing and removal of engines are avoided.
 Disadvantages
a. In case mechanism of turn table fails, then all engines would be locked inside the shed
because there is no separate exit for the engines.
b. This type of shed require skilled labours.

B. Rectangular-type locomotives shed

These sheds are rectangular in shape and are most commonly used on Indian Railways. A
rectangular-type shed can be a blind shed, a through shed, or a mixed-type shed. In the
blind type of shed, all the repair bays terminate at dead ends and locomotives can enter
and exit from one end only, thus leading to conflicts in the movement of the locomotives.
However, these types of sheds are cheap because they save on the amount of space needed
for tracks and turnouts at the rear end. Such rectangular sheds can be planned for small
locomotive holdings.
Fig. Rectangular Locomotive Shed
In a through rectangular shed, the locomotives move from one end to the other in the
correct sequence of the operations that are to be performed for servicing. Such a shed
offers considerable scope for future expansion and tenders the maximum flexibility in
shed operations.
 Ash Pits
Ash pits are required to receive ashes from locomotive boilers. The ash pits consist of
rectangular masonry lined pits. The depth of the pit is about 0.76m to 1.22m and its length
is kept slightly more than the longest engine likely to use the ash pits. The ash pits are
surrounded by the longitudinal beams, made either of timber, concrete or steel on which
the track rails are fixed. The concrete floors of the pits are sloped to the center or one side
to form a drain.
Ash pits are normally provided at those points in the locomotive sheds where the
locomotives turn for cleaning or dropping of fire. These are also provided in big stations
at places where the locomotives collect water for de-ashing.

Fig. Ash Pits
 Ash Pans
Ash pans are also used for the de-ashing of locomotives. These consist of U-shaped
precast reinforced concrete units placed side by side for the retention of ashes. Ash pans
are normally provided in station yards. Though these pans have a very low capacity, they
still have the following advantages.
a) Easy to construct
b) Very economical
c) No speed restriction necessary on the main line when ash pans are provided
 Examination Pits
Examination pits (also called outgoing pits) are used both for fire de-ashing before the
locomotives leave the sheds and for outgoing engine examination and repairs. These pits
should have a minimum length of 25 m with stairs at the ends to enable the staff to go
underneath the locomotives for inspection and repair. The pit should be about 1 m deep
and lined with fire bricks for about 6 m in the center where fire cleaning is to be carried
out. A water column should be provided by the side of each pit.
 Drop Pits
Drop pits are provided in order to enable the wheels of the locomotives to be removed for
examination, repairs, and renewals. These pits are normally provided at right angles to the
track. Mobile jacks are installed to enable the wheels and axles to be removed.
Turn Table
A turntable is a device used for changing the direction of a locomotive. It is normally
provided at terminal stations, locomotive yards, and marshalling yards.
A turntable basically consists of a track supported on two parallel fish-bellied girders
which are braced together and supported on or suspended from a central pivot.

The turntable is installed in a circular masonry pit. The girders supporting the track move
around the rail and can be fixed in the desired position with the help of locking bolts. The
diameter of the turntable should be such that it can accommodate the longest engine in
service on the section. The turntables normally provided on Indian Railways are of the
following sizes.
BG: 30.5 m (100’), 22.9 m (75’), and 19.8 m (65’)
MG: 19.8 m (65') and 15.75 m (50')
Fig. Turn Table

Working Details
1. When the direction of an engine is to be reversed, the turntable is made to revolve either
manually or electrically on the pivot and is brought in line with the track on which the engine
is standing. This position is then locked with the help of locking bolts.
2. The engine is then brought on the track of the turntable and the locking bolts are removed.
3. The turntable is rotated again till the turntable track aligns with the track where the engine is
required to go.
4. This position is locked with the help of locking bolts and the engine is shunted and brought on
the required track.
 Fauling Mark
Fauling Marks are the points fixed between a pair of converging track, to indicate the foul or
possibility of collision of the vehicles beyond this points. Generally side Collision are
possible on the turn out portion, when the vehicles are standing on a turn out and other
vehicle is moving on the adjoining track. So the Fauling marks are provided as a measure
against the possibilities of such collision between the wagons.
Following are some essentials of Fauling Marks

(i) Fauling Marks are provided a pair of converging tracks.
(ii) The fouling mark should be fixed firmly on the ground at right angles to the track.
(iii) For economy, old sleepers or stone slabs or concrete slabs are used for making it.

(iv) To make Fauling mark visible, they are white washed or painted with white colour. The
letter “F” and “M” should be clearly marked to indicate Fauling Mark.
(v) Indian Standards specify that it should be provided when minimum distance between the
centers of the track are 4.27m for B.G and 3.8m for M.G and 3.66m for N.G tracks.
 Traverser
This is a device for transferring vehicles from one track to a parallel one without the use of a
turnout or a crossover. It is quite a costly arrangement and is preferred only in workshops
where space is limited and a coach or locomotive is required to be shifted from one shop to
another on a nominated line. When any vehicle is to be transferred, it is placed on the
traverser and traverser is moved sideways. This movement of the traverser is done to adjust
the vehicle position in line with that of track as desired.
Fig. Traversers

INTRODUCTION TO SIGNALING
The purpose of signaling and interlocking is primarily to control and regulate the movement of
trains safely and efficiently. Signaling includes the use and working of signals, points, block
instruments, and other allied equipment in a predetermined manner for the safe and efficient
running of trains. Signaling enables the movement of trains to be controlled in such a way that the
existing tracks are utilized to the maximum.
In fact in railway terminology signaling is a medium of communication between the station
master or the controller sitting in a remote place in the office and the driver of the train.
 Objectives of Signaling
The objectives of signaling are as follows.
a) To regulate the movement of trains so that they run safely at maximum permissible
speeds.
b) To maintain a safe distance between trains that are running on the same line in the same
direction.
c) To ensure the safety of two or more trains that have to cross or approach each other.
d) To provide facilities for safe and efficient shunting.
e) To regulate the arrival and departure of trains from the station yard.
f) To guide the trains to run at restricted speeds during the maintenance and repair of tracks.
To ensure the safety of the train when it comes in contact with road traffic at level
crossings.
 Classification of Signals
Railway signals can be classified based on different characteristics as presented in
Table

Following tree diagram shows the further classification of audible and visible signals.
Fig. Classification of Signals
On the basis of Operating characteristics signals are

1. Audible Signals
Audible signals such as detonators and fog signals are used in cloudy and foggy weather
when hand or fixed signals are not visible. Their sound can immediately attract the
attention of drivers. Detonators contain explosive material and are fixed to the rail by
means of clips. In thick foggy weather, detonators are kept about 90 m ahead of a signal to
indicate the presence of the signal to the drivers. Once the train passes over the detonators
thereby causing them to explode, the driver becomes alert and keeps a lookout for the
signal so that he/she can take the requisite action.
2. Visible Signals
These signals are visible and draw the attention of the drivers because of their strategic
positions.

a) Hand signals: These signals are in the form of flags (red or green) fixed to wooden
handles that are held by railway personnel assigned this particular duty. If the flags are not
available, signaling may be done using bare arms during the day. In the night, hand lamps
with movable green and red slides are used for signaling purposes.
b) Fixed signal: These are firmly fixed on the ground by the side of the track and can be
further subdivided into caution indicators and stop signals.
Caution indicators: These are fixed signals provided for communicating to the driver that
the track ahead is not fit for the running the train at normal speed. These signals are used
when engineering works are underway and are shifted from one place to another
depending upon requirement.
Stop signals: These are fixed signals that normally do not change their position. They
inform the drivers about the condition of the railway line lying ahead. The stop signals
normally used on railways are semaphore signals, coloured light signals, and other such
signals as explained in subsequent sections.
The various types of fixed signals used on railways are as follows.

(i) Semaphore signals
The word ‘semaphore’ was first used by a Greek historian. ‘Sema’ means sign and‘phor’
means to bear. A semaphore signal consists of a movable arm pivoted on a vertical post
through a horizontal pin as shown in Figure below.
Fig. Semaphore Signal
a. Moveable Arm: This is pivoted on the horizontal pin known as spindle near the top of
the post. The arm is 1.2 m to 1.7 m long, 23cm to 25 cm wide at the inner edge and 25
cm to 35 cm wide at the outer edge. In the normal position, this arm remain horizontal.

The semaphore signals in India are placed on the signal post, on the left hand side of the
direction of the movement and the moveable arm projects towards the track for indicating
the signal. The side of the arm facing the driver is painted red with a white vertical band.
b. Weight and lever arrangement: A lever capable of revolving about horizontal pin is
provided. At one end, a weight is attached and crank rod is connected to the lever
through a cam. To other end of the lever, a wire is attached which is taken to the signal
cabin after passing over pulleys.
Fig. Position of Semaphore Signal
The signals are designed to be fail-safe so that if there is any failure in the working of the
equipment, they will always be in the stop position. These signals are operated by hand
levers or buttons located in a central cabin, which is normally provided near the station
master’s office.
(ii) Warner Signal

In order to ensure that trains speed up safely, it is considered necessary that warning be
given to drivers before they approach a stop signal. A warner or distant signal has been
developed, which is to be used ahead of a stop signal and is in the form of a permissive
signal that can be passed even in most restricted conditions. In the case of a stop signal,
the driver has to stop the train when it is in the ‘on’ position, but in the case of a
permissive signal, the driver can pass through even when it is in the ‘on’ position. The
most restrictive aspect of a permissive or warner signal is that the driver is not
supposed to stop at the signal even when it is in the ‘on’ position.

The warner signal is similar to a stop signal except that the movable arm is given the
shape of fish tail by providing a V-shaped notch at the free end; the white strip is also
V-shaped.
Fig. Warner below an outer signal
The warner signal is intended to warn the driver of a train regarding the following
aspects as explained in Table below.
(a) That the driver is approaching a stop signal.
(b) To inform the diver as to whether the approach signal is in an ‘on’ or ‘off’ position.
(iii) Coloured Light Signal

With the introduction of the electric traction to meet increased traffic requirement,
semaphore signals are replaced by the High intensity beam colour light signals both
during day and night. They may be either (i) Two aspect (ii) Three aspect (iii) Three

aspect. Special lenses are used to throw a beam of powerful light in the level of
driver’s eye, which can be seen in the brightest day light. In India, mostly three-aspect
or four-aspect coloured light signaling is used. In the case of three-aspect signaling,
green, yellow, and red lights are used. Green indicates ‘proceed’, yellow indicates
‘proceed with caution’, and red indicates ‘stop.
In the case of four-aspect coloured light signaling, the interpretation of the colours are
given in Table
Fig. Colour light signals
In conventional semaphore signals, the ‘on’ position is the normal position of the signal and
the signals are lowered to the ‘off’ position only when a train is due.
In the case of coloured light signals placed in territories with automatic signaling. The signal
is always green or in the ‘proceed’ position. As soon as a train enters a section, the signal
changes to ‘Red’ or the ‘stop’ position, which is controlled automatically by the passage of
the train itself. As the train passes through the block section, the signal turns yellow to

instruct the driver to ‘proceed with caution’ and, finally, when the train moves onto the next
block section, the signal turns green indicating to the driver to ‘proceed at full permissible
speed’
(iv) Shunting signals

These signals are used for the shunting operations in stations yards and therefore, they
are called as shunting signals. They are of shape of a circular disc with a red band on a
white background. The disc revolves a round a pivot and is provided with two holes,
one for the red lamp and the other for the green lamp, for the purpose of night
indication. At night, the ‘on’ position of the signal is indicated by the horizontal red
band and the red light, indicating danger. During the day the red band inclined to the
horizontal plane and during the night the green light indicate that the signal is ‘off’
Fig. Shunting signals
The various types of signals with reference to their location on a station are discussed in detail
below
1. Reception Signals
a) Outer Signal: This is the first stop signal at a station, which indicates the entry of a train
from a block section into the station limits. This signal is provided at an adequate distance
beyond the station limits so that the line is not obstructed once the permission to approach
has been given. It is provided at a distance of about 580 m from the home signal. The
signal has one arm but has a warner signal nearly 2 m below on the same post.
When the outer signal is in the ‘on’ (or stop) position, it indicates that the driver must
bring the train to a stop at a distance of about 9 m from the signal and then proceed with
caution towards the home signal. If the outer signal is in the ‘off’ (or proceed) position, it
indicates that the driver does not need to reduce the speed of the train if the home signal is
also in the ‘off’ (or proceed) position, which is indicated by the ‘off’ position of the

warner. As the outer signal controls the reception of trains, it comes under the category of
reception signals.
b) Home signal: After the outer signal, the next stop signal towards the station side is a
home signal. It is provided right at the entrance of the station for the protection of the
station limits. The signal is provided about 190 m short of the points and crossings. The
arms provided on a home signal are generally as many as the number of reception lines in
the station yard.
When a home signal is in the ‘on’ (or stop) position it indicates that the train must come to
a halt short of the signal. In the ‘off’ (or proceed) position, it indicates that the particular
line is free and the train is permitted to enter cautiously. The home signal also comes in
the category of reception signals.
2. Departure Signal
a) Starter signal: The starter signal is a stop signal and marks the limit up to which a
particular line can be occupied without infringing on other lines. A separate starter signal
is provided for each line. The starter signal controls the movement of the train when it
departs from the station. The train leaves the station only when the starter signal is in the
‘off’ (or proceed) position. As this signal controls the departure of a train, it comes under
the category of departure signals.
b) Advanced starter signal: This is the last stop signal provided for the departure of trains
from a station. The signal is provided about 180 m beyond the outermost points or
switches and marks the end of the station limits. A block section lies between the
advanced starter signal of one station and the outer signal of the next station. No train can
leave the station limits until and unless the advance starter is lowered.
 Systems for Controlling Train Movement

The system adopted for controlling the movement of trains should be such that it allows
the trains to run in either direction as well as facilitates faster trains to overtake slower
trains, thus ensuring the complete safety of trains. The following systems are chiefly used
for controlling the movement of trains on Indian Railways.
 Time interval system
In this system, there is a time interval between two successive trains. A train is dispatched
only after sufficient time has elapsed since the departure of the previous train. This system
works fine just as long as everything goes well with the previous train, but if there is a
mishap and the previous train is held up, the system fails, jeopardizing the safety of the
trains.

 Space interval system

In this system, there is a space interval between two consecutive trains. Only one train is
permitted to occupy a particular length of the track. A succeeding train is permitted to
occupy the same track length from either side only after the first train has cleared it. This
system guarantees safety as only one train is in motion at one time.
 Methods for Controlling Train Movement

Based on these systems, the following methods are adopted for controlling the movement
of trains on Indian Railways
 One-engine-only system
This system permits only one train to remain in a section at one time. The movement of
trains is controlled with the help of a wooden staff or a token with suitable identification
marks, which are in the possession of the driver of the train. As the same object cannot be
at two places at the same time, the safety of trains is fully ensured. This system is possible
only on short branch lines that have limited traffic.
Normally there is only one train, which works to and fro on the same section. The system
fails if it becomes necessary to dispatch more than one train in the same direction. This
system does not require a ‘line clear’ directive.
 Following-train system
In this system, trains follow each other after a time interval that is generally less than 15
min. Trains scheduled after the first train can run at a maximum speed of
25 km/h. As an adequate time interval is kept between two successive trains, safety is
ensured to a limited extent. The system is used under the following circumstances.
a) In the case of emergencies such as the failure of block instruments and the telephone
system
b) In short double-line stretches
 Pilot guard system

In such a system, one person, known as the pilot guard, accompanies a train by riding on
the foot plate of the engine (or gives a ticket personally to the guard of the train, which is
authority to proceed) and returns to the same station with another train. The pilot guard is
normally identified by his or her prescribed uniform, which is red in colour, or the badge
that he or she wears and is an authority for the train to proceed. Even in this system trains
can follow each other after a fixed time interval of not less than 15 min. The system is
applicable in short single-line sections or in the case of failure of communication between
two stations.
 Absolute block system
This system involves dividing the entire length of the track into sections called block
sections. A block section lies between two stations that are provided with block

instruments (explained later). The block instruments of adjoining stations are connected
through railway lines and a token can be taken from the block instrument of a particular
station with the consent of both the station masters.
In the absolute block system, the departure of a train from one station to another is not
permitted until and unless the previous train has completely arrived at the next station, i.e.,
trains are not permitted to enter the section between two stations at the same time. The
procedure by which this system is maintained is known as the lock and block procedure.
The instruments used for this purpose are known as block instruments.
 Automatic block system

In the space interval system, clearing a long block section is a protracted event and the
subsequent train has to wait till the preceding train clears the entire block section. This
impairs the capacity of the section with regard to the number of trains it can clear at a
time. In order to accommodate more trains in the same section, the block section is
divided into smaller automatic block sections. This is particularly done for sections that
are long and have turned into bottlenecks. The essentials of an automatic block system on
a double line are as follows.
a) The line should be provided with continuous track circuiting.
b) The line between two adjacent block stations may, when required, be divided into a series
of automatic block signaling sections, entry into each of which will be governed by a stop
signal.
c) The track circuits should control the stop signal governing the entry into an automatic
block signaling section in the following manner.
(i) The signal should not assume the ‘off’ position unless the line is clear in advance, not only
up to the next stop signal, but also for an adequate distance beyond it.
(ii) The signal should automatically turn on as soon as the train passes it.
 Centralized train control (CTC)

The operation of all the points and signals of the various stations of a section is centralized
at one place in such a system. Thus all the points and signals are controlled by a single
official called the centralized train control (CTC) operator.
A CTC operator virtually takes over the work of the station masters of several individual
stations and operates all the points and signals at a station through remote control.
The CTC panel is normally provided at a central location and controls various stations
up to a distance of about 120 km on either side. There is a separate panel provided for the
operator, which depicts the entire section, including the points, crossings, signals, etc. The
signals, routes, points, etc., are operated from the panel by means of separate knobs. This
panel also depicts whether the various tracks are occupied or otherwise.

a. This is the latest system developed to control the movements of the train in which point
and signals are operated from the central control rooms and no signal cabin is required.
b. This system was first introduced in U.S.A.
c. In this system, the centralized traffic control panel is used which consist of illuminated
tracks diagram, Showing the relative position of the signals.
d. There are number of thumb switches below illuminated track diagram for control of
points.
e. The person controlling the panel is known as Dispatcher. The dispatcher makes all the
arrangements for crossing, points and signals.
f. The duty of the driver is to follow the different indications given by the signal.
Advantages of CTC system
(i) This system increases the track capacity, so encourage to run additional trains.
(ii) As the signal cabins are not required, there is great saving in staff.
(iii) Points and signals can be operated in few seconds by means of thumb switches.
(iv) The system is capable of detecting the defects in the track.
 Interlocking
Interlocking is a device or a system meant to ensure the safety of trains. With the increase
in the number of points and the signals and introduction of high speeds, it has become
necessary to eliminate human error, which would otherwise lead to massive losses of life
and property.
Interlocking can, therefore, be defined as an arrangement of signals, points, and other
apparatus so interconnected by means of mechanical or electrical locking that they can be
operated in a predetermined sequence to ensure that there is no conflicting movement of
signals and points and trains run safely.
The signal and interlocking system is so designed that the failure of any equipment results
in the turning on of the signal, thus ensuring train safety.
Essentials of interlocking
Lever frames and other apparatus provided for the operation and control of signals, points,
etc., must be so interlocked and arranged as to comply with the following essential
regulations.
a) It should not be possible to turn a signal off unless all points for the line on which the train
is to be received are correctly set, all the facing points are locked, and all interlocked level
crossings are closed and inaccessible to road traffic.
b) The line should be fully isolated before the signal is turned off, i.e., no loose wagons
should be able to enter this line.

c) After the signal has been turned off, it should not be possible to make adjustments in the
points or locks on the route, including those in the isolated line. Also, no interlocked gates
should be released until the signal is replaced in the ‘on’ position.
d) It should not be possible to turn any two signals off at the same time, as this can lead to
conflicting movements of the trains.
e) Wherever feasible, the points should be so interlocked as to avoid any conflicting
movement.
There are basically two methods of interlocking as explained below.
 Key interlocking
Key interlocking is the simplest method of interlocking and still exists on branch lines of
small stations on Indian Railways. The method involves the manipulation of keys in one
form or the other. This type of interlocking is normally provided with standard I
interlocking with a speed limit below 50 km/h. The simplest arrangement of key
interlocking is accomplished in the following manner.
a) Take the example of a station with a main line and a branch line. The point can be set
either for the main line or branch line.
b) The point has two keys. The first is key A, which can be taken out when the point is set and
locked for the main line. Similarly, key B can be taken out when the point is set and
locked for the loop line. At any given time either key A or key B can be taken out,
depending upon whether the route is set for the main line or the loop line.
c) The lever frame operating the signals is provided with two levers. The lever concerning
the main line signal can be operated only by key A and similarly the branch line signal
lever can be operated only by key B.
d) If the train is to be received on the main line, the points are set and locked for the main
line and key A is released. This key is used for unlocking the main line signal lever, thus
lowering the signal for the main line. Since key
A cannot be used for interlocking and lowering the branch line signal, only the appropriate
signal can be turned off. This type of interlocking is called indirect locking.
 Mechanical interlocking
The mechanical method of interlocking consists of tappets and lock-bars. The tappet bars
and lock bars are placed at right angle to each other. The lock bars have extra metal piece
fixed and cut to a shape such that it can be exactly fitted in the notches of the tappet bar.
Figure shows the simplest arrangement of only three levers which explains the principle of
interlocking to prevent conflicting movements. The principle of interlocking are as
follows.

Fig. Tappet and Lock system
(i) The normal setting of the points is for main line, where the signal NO.1 indicates the
routing signal for the main line and signal NO.2 for the branch line (turnout). The normal
setting for the main line is for point NO.3 and signal NO.1 is up.
(ii) To adjust the track for siding on branch line, the tappet bar for point NO.3 is pulled by the
lever NO.3 in the shown direction. This pushes the lock bar for point NO.3 out in the
direction shown, which makes point 3 to be set for the branch line.
(iii) This pushing at the same time releases the lock ‘C’ from tappet bar for signal NO.2
(iv) Now, if the tappet bar for signal NO.2 is pulled through lever NO.2 it will prevent the
lock bar for point NO.3 to track its path back and in this condition, it is said that signal
NO.2 back lock point NO.3
(v) At the same time, lock ‘C’ enters the notch of tappet bar for signal NO.1
(vi) So it is concluded that as long as signal NO.2 remains in ‘OFF’ position(lowered), point
NO.3 would keep open for the branch line and signal NO.1 cannot be taken to ‘OFF’
position

UNIT 03 Station, Yards, Equipments, Signaling & Interlocking

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UNIT 03 Station, Yards, Equipments, Signaling & Interlocking

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UNIT 03 Station, Yards, Equipments, Signaling & Interlocking

 Purpose of a Railway Station

A railway station is provided for one or more of the following purposes.

 Selection of Site for a Railway Station

TRE-II Aaquib.R.Ansari Page 1

 Facilities Required at Railway Stations

Locomotive, carriage, and wagon requirements

 Classification of Railway Stations

TRE-II Aaquib.R.Ansari Page 2

The signals required at an A class station are as follows

TRE-II Aaquib.R.Ansari Page 3

‘C’ class station:

TRE-II Aaquib.R.Ansari Page 4

 Non-block Stations or D Class Stations

B. Functional Classification of Stations

TRE-II Aaquib.R.Ansari Page 5

 Wayside or crossing station

Wayside or crossing station on a single-line section increasing traffic on a single line

TRE-II Aaquib.R.Ansari Page 6

TRE-II Aaquib.R.Ansari Page 7

Fig a. Terminal station with run round line

Fig.b. Layout of a big terminal station

TRE-II Aaquib.R.Ansari Page 8

 Coaching yard (passenger Bogie Yards)

TRE-II Aaquib.R.Ansari Page 9

Fig. Marshalling Yard Fig. Marshalling Yard (Hump Type)

(a) There is limitation of space,

TRE-II Aaquib.R.Ansari Page 10

Fig. Hump Yard Gradient

TRE-II Aaquib.R.Ansari Page 11

Fig. Loco Yard and Shed

 Equipments Used In Railway Stations

TRE-II Aaquib.R.Ansari Page 12

 End Loading Ramps

Fig. End Loading Ramp

TRE-II Aaquib.R.Ansari Page 13

Fig. Circular Locomotive Shed

TRE-II Aaquib.R.Ansari Page 14

B. Rectangular-type locomotives shed

Fig. Rectangular Locomotive Shed

TRE-II Aaquib.R.Ansari Page 15

Fig. Ash Pits

TRE-II Aaquib.R.Ansari Page 16

Fig. Turn Table

Following are some essentials of Fauling Marks

TRE-II Aaquib.R.Ansari Page 17

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TRE-II Aaquib.R.Ansari Page 19

Fig. Classification of Signals

On the basis of Operating characteristics signals are

TRE-II Aaquib.R.Ansari Page 20

The various types of fixed signals used on railways are as follows.

Fig. Semaphore Signal

TRE-II Aaquib.R.Ansari Page 21

Fig. Position of Semaphore Signal

(ii) Warner Signal

TRE-II Aaquib.R.Ansari Page 22

Fig. Warner below an outer signal