Basic concept 1

TEACHING NOTES

ON

BASIC CONCEPT OF
SIGNALLING

SIGNAL & TELECOMMUNICATION TRAINING CENTRE, BYCULLA, MUMBAI

( I S O 9001-2000 CERTIFIED )
Basic concept 2

CONTENTS PAGE NO.

1. Duties of ESM/ MSM 03

2. Important Definition 10
3. Concept of Signaling LQ, UQ, & CLS. 18
4. Location of Signals 22
5. Subsidiary Signals, Markers & Boards etc. 29
6. Overlap Braking Distance, Sighting Distance 35
7. Isolation, Slip Siding, Catch siding 37
8. Classification of Station, Condition for Line Clear,
Simultaneous Reception and Dispatching of train. 40
9. Block Working System – Absolute Block Working System,
Automatic Block Working System 44
10. Caution Orders, SWR 47
11. Signaling Plan 48
12. Essential of Inter locking & Standard of Interlocking 49
13. Level Crossing Gate, Protection, Safety 52
14. Inter Cabin Control 56
15. Intermediate Block Signaling 58
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DUTIES OF MAINTAINERS

SECTION A: SIGNAL MAINTAINER (MECHANICAL)

TECHNICAL DUTIES:-
The duties of a signal maintainer (mechanical) are detailed in various chapters,
the most essential being: -
a Efficient maintenance of all mechanical signaling equipment under
his charge except locking of interlocking frames, so as to keep them .
in good repair and proper adjustment.
b. Attending to failures promptly by first available means and to rectify
defect expeditiously, also to ascertain the correct cause and take. .
suitable action to prevent their recurrence.
c. Carrying out new works and alterations to the existing installations
under the instructions of the Inspector–in–charge.
d. Bringing to the notice of the Inspector any emergency that may be
beyond his competence or control by a message on control phone or
by a telegram.

LOCKING OF INTERLOCKING FRAMES:

a. Signal Maintainers (mechanical) must not remove the covers of

locking boxes of cabin and ground interlocking frames and release
ground locks operating between cabins, except in the presence of
Inspector or Assistant Inspector.
b. Maintainers must however, attend to the locking failures promptly as
may be necessary for the safe passage of the train till arrival of the
Inspector. If the locking is jamming, efforts should be made to release
the jam by external means, such as, by tapping and oiling without
opening the covers and making any locking disconnections.
Basic concept 4

TESTING OF FACING POINT LOCKS AND DETECTORS:

Signal Maintainers (Mechanical) must test regularly, on their
maintainers’ rounds, facing point locks and detectors with a test piece
3.25mm thick and ensure that their adjustment is in accordance with
the instructions laid down in Para 467 for testing of detector and Para .823 for
testing facing point locks.

SLOTTED SIGNALS
Signal Maintainers (Mechanical) must test signals provided with electric
reversers under their charge regularly on their maintenance rounds by pulling of
signal wires to make sure that the electric reversers are not jamming. They must
bring cases of jamming reverser to the notice of the signal maintainers
(Electrical) immediately.

SIGNAL LIGHTS AND FOCUSSING OF SIGNALS

a) Signal Maintainer (Mechanical) must clean signal glasses on their

maintenance rounds.
b) Signal Maintainer (Mechanical) must see that the signal lamps are in
proper repair and are kept clean and well trimmed by the operating staff.
Burners requiring repairs should be brought to the notice of the Inspector
immediately.
c) Signal Maintainers (Mechanical) must check the focus of the
. signal light periodically and keep them correctly focused.
Basic concept 5

SECTION B:
SIGNAL MAINTAINER (ELECTRICAL)

TECHNICAL DUTIES:
The duties of a Signal Maintainer (Electrical) are detailed in various
chapters, the most essential being:
a. Efficient maintenance of Block Instruments, electrical and power
signaling equipments, telegraph and telephone apparatus under his
charge, except locking of station Master’s slide control frames, so
as to keep them in good repair and proper adjustments.
b. Attending to failures promptly by first available means and to rectify
defects expeditiously, also to ascertain the correct cause and take
suitable action to prevent their recurrence.
c. Carrying out new works and alterations to the existing installations
under the instructions of the Inspector in charge.
d. Bringing to the notice of the Inspector any emergency that may be
beyond his competence or control by control phone message or by
a telegram.

LOCKING OF STATION MASTER’S SLIDE CONTROL FRAMES:

Signal maintainers (Electrical) must not remove the covers of

locking boxes of the station master’s slide control frames except in .
the presence of the Inspector or the Assistant Inspector.

BALANCING OF TOKENS
Signal Maintainer (Electrical) must comply with instructions.
regarding balancing of tokens laid down in para 741. Entries in the
token balance book must be made legibly in ink.
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BATTERIES
Signal Maintainer (Electrical) must test all batteries under their
charge regularly on their maintenance rounds. Batteries must be
cleaned every month and recharged at regular intervals. The result
and dates of cleaning and recharging must be recorded in the
Battery History Card as laid down in para 721(a)

SLOTTED SIGNALS, ELECTRIC DETECTORS, POINTS AND

SIGNAL MACHINES
Signal maintainer (Electrical) must test slotted signals, electric
detector, electric points and signal machines under their charge
regularly on their maintenance rounds as laid down in paras.721(a)
and (f). A test of such equipment should also be carried out jointly
with the signal maintainer (mechanical).

COLOUR LIGHT SIGNALS

Signal Maintainer (Electrical) must check periodically the focus of
colour light signals under their charge and must keep them
correctly focused.
Basic concept 7

SECTION “C”

ADDITIONAL RESPONSIBILITIES AND DUTIES OF

SIGNAL MAINTAINER (MECHANICIAL) AND SIGNAL
MAINTAINER (ELECTRICAL)

KNOWLEDGE OF RULES AND INSTRUCTIONS:

Maintainers must be conversant with rules, regulations and
instructions concerning their works contained in the under
mentioned books of reference as well as instructions issued in
circular from time to time.
i. General and subsidiary rules
ii. Signal Engineering Manual
iii. Schedule of dimensions.
iv. Telegraph codebook.
v. Safety-first book.
They must maintain a copy of each of the above books and all
circulars concerning their work, for their reference and information.
They must keep them up to date in respect to the addenda and
corrigenda slips issued from time to time.

MAINTENANCE RPOGRAMME:
a. Maintainers must strictly adhere to the programme laid down for
them by their Inspector and maintain a record of their visits on
form S&T /MR, Annexure ‘A’.
b. Maintainers must comply with instructions regarding submission
of fortnightly report, intimation of programme to the station
Master or Telegraph office and up keep their tools as laid down
in paras 704, 705 and 706 respectively.
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FAILURES

a. Maintainers must attend to all failures in their sections

promptly by the first available means on receipt of the
information and should rectify them expeditiously and in a
manner to prevent recurrence.
All failures, which are beyond their competence or control,
must be immediately brought to the notice of the Inspector
by a message on control phone or by a telegram.
A special report must be submitted immediately for any
failure that may have resulted in a detention of half an hour
or more to a passenger or any important goods or special
train.
b. A record of the date and time of rectification and the
nature of fault removed must be made in the signal failure
and Inspection Book provided at each interlocked station.
c. A record of all failures should be made in the form similar
to the reverse side of form S&T/MR, annexure ‘A’ and
fortnightly reports should be submitted to the inspector.

RESPONSIBILITY FOR OTHER ARTISANS AND CLEANERS:

a. Signal Maintainer (Mechanical) must not permit any other

artisan or class IV staff to do any adjustments to the gear in
use except under his personal supervision.
b. Signal Maintainer (Electrical) must likewise not permit any
other artisan or class IV staff to open for cleaning, repair or
adjustment any block instrument, electrical signalling or
power signalling apparatus, except under his personal
supervision.
Basic concept 9

Signal fitters (Electrical) may, however, maintain train control

telephones, ordinary telephones except telephones provided on
block instruments, telephone exchanges, telegraphic instruments,
fire alarm equipments and such other instruments and appliances
which are not directly connected with train working.
c. Maintainers must see that instructions in para (a) and (b) above
are clearly understood by the staff.

DISCONNECTION OF APPARATUS:
Maintainers in possession of a certificate of competency may
undertake work necessitating interference with points, lock bars,
detectors, signals etc. independently. They must observe
instructions, as laid down in para 723 and 724, whenever it
becomes necessary to disconnect any gear for repair and
adjustments. Each maintainer must have in his possession a book
of Disconnection Notice Form S&T/DN Annexure B.

MUSTER SHEETS, ATTENDANCE OF STAFF AND DUTY ROSTER:

a) Maintainers must mark their own attendance and that of their
staff every morning on the muster sheets received from the
Inspector before starting work. Attendance should be marked
neatly. Erasing and over writing is not permitted.
The muster sheet must be carefully preserved. Loss of a muster
sheet must be immediately brought to the notice of the Inspector.
c. Maintainers must work to the duty roster provided and must see
that the staff under them also works according to the roster.
Basic concept 10

MATERIAL FOR REPAIR AND MAINTENANCE

a) Maintainers must be where necessary send their
requirements of material to the Inspector giving the names of
the stations and the particulars of repairs and replacement to
be carried out.
As far as possible the material received should be utilized for
the work for which it was indented and the released material
should be returned to the inspector immediately.
Material should be utilized in such quantities as where
absolutely necessary and there should be no wastage.
b. Items of ’ Imprest Stores’, if supplied to them should be kept
separately and not mixed with other stores received for
maintainers. Any item issued out of the “Imprest” should be
promptly intimated to the Inspector for recoupment.

IMPORTANT DEFINITIONS

(1) “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.
(2) “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.
(3) “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.
(4) “Block forward” means to dispatch a message from a block station
on a double line intimating to the block station immediately in
Basic concept 11

advance the fact that the block section in advance is obstructed or

is to be obstructed.

(5) “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 section.

(6) “Chief Commissioner of Railway Safety” means an Inspector

appointed to exercise any functions under the Act, and includes a
Commissioner of railway safety;

(7) “Competent railway Servant” means a railway servant duly qualified

to undertake and perform the duties entrusted to him.

(8) “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 or to cross it.

(9) “Day” means from sunrise to sunset.

(10) “Direction of Traffic” means

(a) On a double line, the direction for which the line is
(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.
(11) “Electrical communication Instrument” means either a
telephone or a Morse telegraph instrument.

(12) Facing points and Trailing points”. Points are facing or trailing in
accordance with the direction a train or vehicle moves over them.
Basic concept 12

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.

(13) “Fixed signal” means a signal of fixed location indicating 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.

(14) “Fouling Mark” means the mark at which infringement of fixed

Standard Dimensions occurs, where two lines cross or meet one
another.
(15) “Interlocking” means an arrangement of signals, points and other
appliances, operated from panel or lever frame, so interconnected by
mechanical locking or electrical locking or both that their operation
must take place in proper sequence to ensure safety.

(16) “Intermediate Block Post” means a class “C” station on a double

line, remotely controlled from the block station in rear.

(17) “Intermediate Block Signalling” means an arrangement of signaling

on double line in which a long block section is split into two portions
each constituting a separate block section by providing an
intermediate block post.

(18) “Isolation” means an arrangement, secured by the setting of points

or other approved means, to protect the line so isolated from the
danger of obstruction form other connected line or lines.

(19) “Last Stop Signal” means the fixed Stop signal of a station
controlling the entry of trains into the next block section.
Basic concept 13

(20) “Level Crossing” means the intersection of road with railway track
at the same level.

(21) “Level crossing gate” means any form of movable barrier, including
a chain, capable of being closed across the road at the level crossing
but does not include a wicket or a turnstile for the use of pedestrians.

S.R. 1.02(36)-1 (a) Traffic Gates – Level crossing gates, which are
located between the outermost stop signals of a station, are termed as
Traffic Gates. The manning and operation of traffic gates shall be
under the control of operating department.
(b)Engineering Gates – Level crossing gates other than Traffic gates
are termed as Engineering Gates.

(22) “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 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.

(23) “Main Line” means the line ordinarily used for running trains
through and between stations.

(24) “Multiple-aspect signalling” means a signalling arrangement in which

signals display 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.

(25) “Night” means from sunset to sunrise.

(26) “Obstruction” and its cognate expressions includes a train, vehicle
or obstacle on or fouling
Basic concept 14

(27) “Point and Trap Indicators” are not signals, but are appliances fitted to
and working with points to be indicated by day or by night the position in
which the point are set.
S.R. 1.02(46)-1. Point Indicators: All the Point Indicators must show
a white target by day or white light by night in both directions when
the point are set for the straight and no target by day but a green
light by night in both directions when the point are set for the
turnout.
S.R. 1.02(46)-2 Trap Indicators: Trap Indicators installed to protect
and indicate the position of the trap points or derailing switches
must show a red target by day and red light by night in both
directions when the switches are open or the derail is on the rail
and no target by day but a green light by night in both directions
when the switch is closed or the derail is off the rail.
(28) “Running Line” 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 stations
(30) Running Train” means a train, which has started under an authority to
proceed and has not completed its journey.
(31)“Shunting” means the movement of a vehicle or vehicles with or
without an engine or of any engine or any other propelled vehicle, for the
purpose of attaching, detaching or transfer or for any other purpose.
(32) “Special Instructions” means instructions issued from time to time by
the authorized officer in respect of particular case or special circumstances.

(33)“Station “ means any place on a line of railway where traffic is dealt

with, or where an authority to proceed is given under the system of working.
S.R.1.02 (51)-1. Stations, definition of – whenever the word
“Station” is used in the Subsidiary Rules, it must be understood to mean
either block station or a block cabin.
(34) “Station Limits” means the portion of a railway which is under the
Basic concept 15

control of a Station Master and is situated between the outermost signals

of the station or as may be specified by special instructions.

S.R. 1.02(52)-1 On double line, station limits will be separate for each
direction.
(35) “Station Master” means the person on duty who is for the time
being responsible for the working of the traffic within station limits, and
includes any person who is for the time being in independent charge of the
working of any signal and responsible for the working of trains under the
system of working in force.

(36)“Station Section “ means that section of station limits:

(1) At a class ‘B’ station provided with two-aspect signals, which is
included:
(a) On a double line between the Home signal and the Last Stop Signal of
the station in either direction, or
(b) On a single line-
a. between the Shunting Limit Boards or Advanced Starters(if any),or
b. between the home signals if there are no shunting limit boards or
advanced states, or
c. between the outermost 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 outermost facing point and the Last Stop Signal of the
station in either direction, or
Basic concept 16

(ii) between the Block Section limit board, where provided, and the last
stop signal of the station in either direction; or

(a) on a signal line-

(i) between the shunting limit boards or advanced starter (if any), or
(ii) between the outermost facing points, if there are no shunting limit
boards or advanced starters;

(37) “Subsidiary Rule” means a special instruction, which is subsequent

to the General Rule to which it relates and shall not be at variance with
any General rule;

(38) “System of Working” means the system adopted for the time being
for the working of trains on any portion of a railway.

(39) “Track Circuit” means an electrical circuit provided to detect the

presence of a vehicle on a portion of track, the rails of the track forming
part of the circuit.

(40)“Two aspect Signaling” means a signalling arrangement in which each

signal displays at any one time either of the two aspects.

1.03 Classification of Stations-

(1) Stations shall, for the purpose of these rules, be divided into two
categories – block stations and non-block stations.
Block stations are those at which a driver must obtain an authority to
proceed under the system of working to enter the block section with his
train, and under the Absolute Block system consist of three classes –
Basic concept 17

Class ‘A’ stations- 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
meters beyond the Home Signal, or up to the Starter;
Class ‘B’ stations- where Line Clear may be given for a train before the
line has been cleared for the reception of the train within the station
section, and
Class ‘C’ stations- blocks huts, where Line Clear may not be given for a
train, unless the whole of the last preceding train has passed complete at
least 400 metres beyond he home signal, and is continuing its journey.
This will also include an Intermediate block Post.

(1)Non-block or Class ‘D’ stations are stopping places which are situated
between two consecutive block stations, and do not form the boundary of
any block section.

S.R. 1.03.1-Any station, which cannot be worked under ‘A’, ‘B’, ‘C’ or ‘D’
class conditions are termed as “Special Class”. The working Rules for a
“Special class” station must have the approval of the Commissioner of
Railway Safety.
Basic concept 18

BASIC CONCEPT OF SIGNALLILNG

SIGNALS:
What is signal? Signal is a mediator in between Driver of a
train & traffic operator.
Why it is used: Used to keep space inter values or
adequate distance in between two following trains.
How it is used? : Main function of any stop signal is to stop
a train until all conditions are fulfilled for proceeding that train
as per safety aspect. All these conditions are required as
per essentials of interlocking. Therefore signal is controlling
train movement by its ‘ON’ and OFF aspects.
ON ASPECT: It is the most restrictive aspect of any stop
signal. It’s aspect is ‘stop”. This will show the “ON” aspect till
all safety condition is fulfilled and signal is cleared to give
permission to the driver of a train to proceed ahead.
OFF ASPECT: Means that aspect of signal which indicates
all condition ahead of the signal is fulfilled as per safety, and
train may be proceeded ahead safely and speedily as per
aspect.
Off aspects can have one or more aspects depending upon
the system of signaling adopted (i.e. 2 or 3 or 4 aspect
signaling).
In semaphore arm signaling, ”ON” aspect of a signal is
always 0 degree from Horizontal position. When arm is
placed in 45degree below the Horizontal, it is called two
aspect or lower quadrant signaling. If it is placed in 45 to 90
degree above the horizontal position, it is called multiple
aspect or upper quadrant signaling.
Basic concept 19

CLASSIFICATION OF SIGNALS:

As per functions of signals, they are divided in following types.

Audible
Signal
Visible

Fixed Signal Hand Signal Detonator Flair

By Hand
Main Subsidiary Hand Flag
Signal Signal Hand lamp (In night)

Co ON Signal
Shunt Signal
Repeater Signal
Co-acting Signal

Permissive Signals Stop Signals

are those signals which may be are those signals which may not
passed at ‘ON’ position with be passed at ‘ON’ position before
caution speed. taking all precautions as per .
safety aspect and rules.

They are of two types Receiving signal Departure Signal

1. Outer 2. home 1. Starter signal

1.Warner in LQ/MLQ/TAS 3. Routing signal 2. Advance starter
2.Distant in UQ/MLQ/MAS
Basic concept 20

Detonator Signals & flare signals are used to stop train in emergency case.

1. Detonator signal is used to stop a 1. Flare signal is used to stop train in

train in emergency. When the engine of emergency. It is an illuminating signal
a vehicle passes over it they explode which emits a flame about 10 cm in dia
loudly so as to attract the attention of meter and burn about 9 minutes to give
the driver and is used in thick foggy warning of any obstructions It is also
weather where visibility is very poor. named as fussy signal.
2. Age 7 years 2. Age 7 years
3. After expiry date it should be 3. After expiry date, it is returned back
returned to HQ. to store.( One of the sample is tested
4. When detonator signals are placed by burning & if it gives red light 5 to 9
on rail, nobody should be present near minutes, the stock is treated as ok).
45 meter dia.

HAND SIGNALS

Hand signals are generally used where fixed signal are not provided or in case of
emergency for traffic movement.
Exhibition of hand signal:
1. All hand signals shall be exhibited by day by showing a flag or hand and by
night showing hand lamp.
2. In daytime, hand shall be used in emergency only when flags are not
available.
3.In nighttime, hand signals shall normally be given by showing a red or green
light.
Basic concept 21

All types of hand signals shall be exhibited as below: (Figure No.1)

Aspect Hand Flag Hand Lamp By Hand

Banner Flag: A banner flag is temporary fixed danger signal consisting of red
cloth supported at each end on a post and stretched across the line to reach it
refers. (Figure No.2)
Fixed Signal: Means a signal of fixed location indicating the condition affecting
the movement of train and includes a semaphore arm or disc or fixed light for use
by day and fixed light for use by night.
Fixed signals are divided into two types mainly.
1. Main Signals: are those signals, which control movements of a running train
in station section and block section.
2. Subsidiary signals: are those signals which are responsible for other
movements except run through movement or assist the movement s controlled
by main signals.
Main signals are also of two type.
1. Permissive Signals: are those signals, which may be passed at ‘ON’ position.
Example: Warner, Distant
Basic concept 22

Stop Signals: are those, which may not be passed at ‘ON’ position. Example –
Outer, Home starter etc.

Placing of signals and Signal arms, Painting of signal arms

1. Fixed signals shall be clearly visible to driver of trains approaching them and
shall be placed immediately to the left of or above the line to which they refers
unless other wise authorized by Special instructions.
2. In the case of semaphore signals, signal arms shall be placed on left hand
side of the post as seen by the driver of any approaching train to which they
refer.
3. Except as provided for in clause (b) and (c), signal arm shall be painted the
same color as the light exhibited in the ‘ON’ position with a bar on the side facing
trains to which they refer, and white with a black bar on the other side. Such bars
shall be parallel with the end of the arms.
b) In the case of a yellow arm, a black bar shall take the place of the white bar on
the side facing trains.
© Calling on arms shall be painted white with a red bar on the side facing trains
to which they refer, and white with a black bar on the other side.
Description of Fixed Signals.
Uses of fixed signals:
1. Except under approved instructions all railways shall be equipped with fixed
signals as prescribed in these rules.
2. The aspect of semaphore signal shall be displayed by the position of the arm
by day and by light or lights by night.
3. The aspect of CLS both by day and by night shall be the same and shall be
displayed by fixed light or lights.
4. The arm of semaphore signal shall be worked in
a) The lower quadrant- in two aspect signaling and
b) The upper quadrant- in manually operated multiple aspect signalling.
Basic concept 23

5) The arm position of semaphore signal shall be displayed by day: (Figure No.3)
In two aspect lower quadrant
In ‘OFF’ position - from 45 to 60 degree below horizontal position of the arm
In ‘ON’ position -0 degree
In upper quadrant :
In ‘OFF’ position – from 45 to 90 degrees above horizontal position of the arm.
In ’ON’ position -0 degree
.
Description of Warner Signals and their Indications
1. It is a permissive signal
2. Used in lower quadrant / two aspect signaling
3. A semaphore Warner signal has fish tailed arm
4. Warner signal is intended to warn driver of a train (Figure No.4)
a) Of the condition of block section ahead and
b) He is approaching a stop signal
5. Warner signal may be placed either
a) On a post by itself with a fixed green light 1.5 to 2 meter above it by night.
(b) On the same post of first stop signal or the last stop signal.
© When placed below stop signal in accordance with clause (b) of sub rule
(3) the variable light of the stop signal shall take the place of the fixed green light
of the Warner signal and the mechanical arrangement shall be such that the
Warner signal cannot be taken “OFF” while the stoop signal above it is “ON”.
(d) A Warner signal with a fixed green light above it by night on a post by itself,
shall be located at an adequate distance in rear of the stop signal, the aspect of
which it pre-warns.
Provided that such a Warner signal applied to a gate stop signal, it shall not
display the proceed aspect unless there is an adequate distance between the
gate stop signal and first stop signal of the station ahead. The adequate distance
in such case shall never be less than 1200 meters.
Basic concept 24

6. When special circumstances justify the uses of an unwarned Warner, it shall

be secured in the ‘ON’ position and, not be coupled or duplicated for directing
purpose.

DISTANT SIGNAL
1. It is a permissive signal.
2. It is used in upper quadrant / multiple aspect signaling
3. A semaphore distant signal has fish tailed arm
4. A distant signal shall be located at an adequate distance in rear of the stop
signal, the aspect of which it pre-warns.
5. Where necessary more than one distant signal may also be provided. In such
a case, the outer most distant signal located at an adequate distance of 2KM
from the first stop signal shall be called distant signal and the other signal is
called the inner distant signal with the distant signal capable of displaying
“Attention “ or proceed aspect only.
6. Under approved special instructions, a color light distant signal may be
combined with the last stop signal of a station in rear or with a stop signal
protecting a level crossing gate. When a color light distant signal is combined
with the last stop signal of the station in rear or with the stop signal protecting a
level crossing, arrangement shall be such that the signal shall not display less
restrictive aspect than the stop aspect till line clear has been obtained from the
station ahead in the former case and until level crossing gates have been closed
and locked for the passes of trains in the later case. (Figure No.5)

Condition Distant Inner Distant Home

1. For run through train Green Green Green
2. For train received on main line Green Double yellow Yellow
3. For trains being received on loop Double Double yellow Yellow
line Yellow with route
4. For trains being stopped at home Double Yellow Red
signal Yellow
Basic concept 25

Double distant signal is provided where route section is a straight route or

sectional speed is. 130KMPH and above.

Stop Signals and their Indication (Figure No.6)

1. Used in all type of signalling
2. A Semaphore stop signal has a square handed arm.
NOTE: For the purpose of diversion signal displaying yellow aspect with a
minimum of 3 lights out of the 5 white light of the junction indictor lit shall be
taken as a signal correctly taken OFF.

Kinds of Fixed Stop Signal and their placing

1. Outer Signal: Outer signal where provided is the first stop signal of a
station and is located at an adequate distance out side the point up to
which the line may be obstructed after line clear has been granted to or
obtained by the station in rear (this signal is used only for LQ/TAS in
Class ‘B” station)
a. Station where only outer signal is provided.

b. Station where Home signal is provided along with Outer.

c. Station where advanced starter signal or shunting limit board is provided on

single line.
Basic concept 26

2. HOME SIGNAL: Home signal where provided will act as the first stop
signal except in LQ/TAS class ‘B’ stations. In LQ/TAS class ‘B’ stations, outer
signal is the first stop signal, and hence home signal will work as a second stop
signal. It shall be located out side all connections on the line to which it refers.
a. In LQ/TAS when placed out side all connections:

b. In upper quadrant MAS when act as FSS:

c. Where BSLB (Block Section Limit Board) is provided:

d. In S/L where advanced starter or SLB (Shunting Limit Board) is provided:

3 Routing Signal: It is a signal used to indicate to driver which of the two or

more diverting routes is set for him, when the home signal in consequence of its
position, is inconvenient for this purpose.
Basic concept 27

Kinds of Stop Signals placed for dispatching Train:

1. Starter Signal: When a train leaving a station is guided by only one starting
signal, it is the last stop signal of that station and is called the starter and placed
180 meters out side from outermost connection.

2. When a train leaving a station is guided by more than one starter signals, it is
controlled individually by one departure signal per line and is placed rear in
fouling mark of that line connection and will protect the first facing point.

ADVANCE STARTER SIGNAL

When a train leaving a station is guided by more than one starter signal, then the
outermost starter signal is called as an advance starter signal and advance
starter signal work as the last stop signal of that station.
This signal is placed as below:
Basic concept 28

Advance starter signal or last stop signal shall be fixed at the limit beyond which
no train may be passed unless the driver is given the authority to proceed
required under the system of working and shall be placed out side all
connections on the line to which it refers except where otherwise allowed by
approved special instructions, shunting operations beyond this limit shall be
carried out only in accordance with special instructions.

KINDS OF FIXED STOP SIGNALS IN AUTOMATIC BLOCK TERRITORIES

1. STOP SIGNAL
In automatic block territories, stop signals shall be color light signals and may be
of the following kinds:
a. Automatic stop signal: which depends upon manual operation, but is
controlled automatically by the passage of a train into, through and out of the
automatic block signaling sections.
b. Semi automatic stop signal: which is capable of being operated either as an
automatic stop signal or as a manual stop signal as required.
i) When a semi automatic stop signal works as an automatic stop signal it
assume ON and OFF aspect automatically according to the condition of the
automatic block signalling section ahead.
ii) When a semi automatic stop signal works as an automatic stop signal,’ A’
marker provided under the signal is illuminated. When the ‘A’ marker is
extinguished, the signal shall be deemed to work as a manual stop signal.
iii) When a semi automatic stop signal work as a manual stop signal it assume
ON aspect automatically on the occupation of the automatic block signalling
section ahead, but assumes OFF aspect when operated manually, provided the
relevant automatic block signalling section ahead are cleared.
c. Manual stop signal: is operated manually and cannot work as a semi-
automatic or as an automatic signal.
Basic concept 29

Color light signal in automatic block territory shall be of three aspects or four
aspects.
d) Intermediate stop signal: - Intermediate stop signal is a signal provided at an
intermediate block post.

SUBSIDIARY SIGNALS

1. CALLING ON SIGNALS:
I) It is a subsidiary signal
ii) It is used in all signalling territories
iii) It has no independent ON aspect position and it shall be
(a) Short square ended semaphore arm or
(b) A miniature color light provided with a ‘C’ marker .
iv) A calling on signal where provided, shall be fixed below a stop signal
governing the approach of a train. Under approved special instructions a calling
on signal may be provided below any stop signal except the last stop signal.
(v) A calling on signal when taken off allows the driver of a train to draw ahead
with caution, only after the train has been brought to stop, even though the stop
signal above it is at ‘ON’ and indicates the driver that he should be prepared to
stop short of any obstructions.
(vi) Calling on signal shall show no light in the ‘ON’ position.
(vii) Calling on signal is used for :
(a) When main signal is defective
(b) To receive train on occupied line
© To call on the driver of a train for giving any message
Basic concept 30

2.SHUNT SIGNALS:

1. It is a subsidiary signal (Figure No.7)

2. It is used in all signalling territories

3. It shall be either:
(a) A white disc with a red bar across it or
(b) Position light signal
(c) Under the special approved instructions a shunt signal may be miniature
. semaphore arm.
4. Shunt signal controls shunting movement.
5. A shunt signal may be placed on a post by itself or below any stop signal
except first stop signal of a station.
6. More than one signals may be placed on the same post and when so placed
the top most shunt signal shall apply to the extreme left hand line and the second
shunt signal from top shall apply to the next line from left and so on.
7. When a shunt signal is placed below a stop signal it shall show no light at
‘ON’ position
8. When a shunt signal is taken off it authorizes the driver to draw ahead with
caution for shunting purpose even though stop signal if any above it is at “ON’.
9. In case shunt signals are not provided, main signal may be used for shunting.

3. CO-ACTING SIGNAL
1. Co-acting signal is a duplicate signal fixed below ordinary stop signal. These
are provided where continuous visibility of a signal is not possible due to in
consequence of the height of the signal post, or there being an over bridge or
other obstructions or signal light is not visible to the approaching driver during the
whole time.
2. Co-acting signal shall be fitted at such a height that either the main arm or the
co acting arm (during night, respective light/ lights) should be always visible.
(Figure No.8)
Basic concept 31

3. REPEATING SINGAL:

1. A signal placed in rear of a fixed signal for the purpose of repeating to the
driver of an approaching train the aspect of the fixed signal in advance is called a
repeating signal
2. A repeating signal shall be provided with ‘R’ marker and shall be of:
(Figure No.9)
a) Banner type (b) Square ended semaphore arm (c) A color light signal.

DISTINGUISHING MARKS AND SIGNS FOR SIGNALS

Appearance Provided On Description

Automatic Stop Signal Letter ‘A’ in Black on
white circular disc.
Semi automatic stop White illuminated, letter
signal ‘A’ against black
background when
working as an automatic
stop signal and letter ‘A’
extinguished when
working as a manual stop
signal
Colour Light Distant or Letter ‘P’ in black on
Warner signal on a post white circular disc.
by itself .
Intermediate block stop Letter ‘IB’ in black on
signal white circular disc.
Calling on Signal Letter ‘C’ in black on
white circular disc.
Basic concept 32

Repeating Signal in Letter ‘R’ in black on

semaphore signalling white circular disc.
territory
Repeating signal in White illuminated letter
colour light signalling ‘R’ against black
territory background.
Gate Stop Signal Letter ‘G’ in black on
yellow circular disc.
Gate Stop Signal in Letter ‘G’ in black on
automatic block territory. yellow circular disc and
white illuminated letter ‘A’
against a black
background.
Approach stop signal for One black ring on
goods running lines only. semaphore arm

SIGNALS OUT OF USE :

1. Fixed signal, which are not in use, shall be distinguished by two cross bars,
each bar being not less than one meter long and 1cm wide.
2. Semaphore or disc signal when not in use shall be kept fixed in the ‘ON’
position.
3. Signals not in use shall be lit in ON position.

BOARDS
SHUNTING LIMIT BOARD
1. This is provided at class ‘B’ stn. on Single line, with 2 aspects or multiple
aspects siganlling .
2. It indicates, the limit up to which the line may be obstructed in face of an
approaching train after granting line clear for the purpose of shunting.
(Figure No.10)
Basic concept 33

3. The shunting limit board shall be placed at such a distance from the outermost
facing point as the local condition may permit and shall not be less than 400mtrs.
or 180 mtrs. from the opposite first stop signal in two aspect or multiple aspect
signaling respectively.

BLOCK SECTION LIMIT BOARD

1. This is provided at class ‘B’ station on double line in multiple aspect signaling
only.
2. This is provided to distinguish the limit of block section in face of an
approaching train
3. It shall be provided at a station where there are no points or if provided, the
outermost point at the approaching end is a trailing point. (Figure No.11)
4. It shall be placed at a distance not less than 180 mts. from home signal and
will protect the fouling mark of trailing point if any in approach.

“S” MARKER:
“S” marker where provided indicates the driver of a train that an intermediate
siding is taking off in the facing direction from main line. (Figure No.12)
Basic concept 34

WARNING BOARDS:

Warning Boards are provided in rear of first stop signal of the station for the
purpose of giving the driver adequate warning that:
1. Passenger Warning Board. PWBs’ are provided where there is no
permissive signal in rear of first stop signal. Where distant signal is provided,
passenger warning board can be expensed off. It shall be located not less than 1
km. In rear of first stop signal (Figure No.13)
2. Goods Warning Board: GWBs’ are provided in all sections for giving a pre
warning to driver of a train that he is approaching near a stop signal. It shall be
located not less than 1.4 km. in rear of the first stop signal.

To draw the attention of the driver in night, self-reflective type sheets or plastic
reflectors of approved designs are fixed on warning boards.
Basic concept 35

OVER LAP

Signal Overlap:
The length of track in advance of a stop signal, which should be kept clear
before the signal next in rear can be taken OFF, is known as the signal over lap.

In other words, to take of a stop signal, the portion of the track not only up to the
next stop signal but also for an adequate distance beyond it has to be kept clear.
The above adequate distance is known as signal overlap.
Unless otherwise instructed by the special instructions, signal overlap should not
be less than:
In 2 aspect signaling 180 meters, and in multiple aspect signaling 120meters.

BLOCK OVERLAP;

That portion of the track in advance of the first stop signal of block station in
advance which should be kept clear before line clear can be given to the block
station in rear is known as block overlap.

Unless otherwise instructed by the special instructions, block overlap should not
be less than
In two aspect signaling 400meter, and in multiple aspect signaling 180 m.
Basic concept 36

Reduction in the overlap in multiple aspect signaling when compared with two
aspect signaling is a rational development as it serves to increase section
capacity and the efficiency of operation of signals without sacrificing safety. It
can be proved that by increasing the number of aspects, the overlap can be
progressively reduced without sacrificing safety. Because:
1. The speed can be continuously regulated by signals
2. Signal aspect repeated by the signal or signals in rear are in a rational
manner.
3. Safety becomes less and less dependent upon the uncertain factor of sighting
distance.

BRAKING DISTANCE

The distance traveled by a train after its brakes applied is known as the braking
distance. This has an important concept in signalling for determining the signal
sighting distance. There are two methods of application of brakes.
1. A normal or service application which involves only the switching ‘OFF’ of
power and the gradual application of brakes and
2. An emergent application in which more drastic steps such as reversal of
direction are taken to reduce the braking distance.
Braking distance is function of speed and other factors as:
1. Speed
2. Brake power available
3. Gradient
4. State of Rail
5. Rollobility of wheels
6. Curvature of track
7. Velocity of wind.
As per RDSO railway boards letter No. 58/W/221/7 pt. Of 16th June 1956 normal
braking distance on level gradient with 60 KMPH sped is 3170 feets /km.
Basic concept 37

In multiple aspects signaling, where inter-signal distance is less than normal

braking distance, 4 aspects signals are used. If NBD is available then 3 aspect
signals are used.

THE MINIMUM SIGHTING DISTANCE OF SIGNALS:

In 2 aspects signaling:
1. Outer signal -1200m, in the sections where sectional speed is 100KMPH and
above and 800 m where speed is less then 100KMPH.
2. Warner signal – 400m (on a post by itself)
3. Home signal, advance starter, main line starter - each signal should be visible
from its previous stop signal in the direction of train.
4. Loop Line Starter – 200m

In multiple Aspect Signaling

1. Distant signal – 400m
2. At a station other signals – each signals should be visible form its previous
signal in the direction of train.

ISOLATION

Definition: Isolation means an arrangement secured by setting of points or other

approved means to protect the line so isolated from the danger of obstruction
from other connected line or lines.

Provision of isolation: - (SEM 7.73)

7.73.1: At block stations, where trains are permitted to run through at speeds in
excess of 50 KHMPH, the line on which that speed is permitted, shall be isolated
from all connected lines during the passage of the train.
Basic concept 38

7.73.2: Such Isolation need not be provided at block stations where trains are
permitted to run at speeds 50 KMPH or less. Provided that Gr. 4.11(2) is
complied with-

GR. 4.11(2): - During the passage of the train on the non isolated line – all
shunting shall be stopped, no vehicle unattached to an engine or not properly
secured may be kept standing on the connected line which is not isolated from
the through line.

7.73.3: - 7.73.1 do not apply to –

a) At running junctions provided with all compliment of signals.
b) At block stations where track circuits or appliances have been provided to
prove whether the connected non-isolated line is clear or occupied and the
signaling is such that a distinctive aspect is given to the driver of a run through
train restricting the speed to 50 KMPH when the connected line is occupied.
© Catch and slip sidings are provided for isolation purpose only.
Basic concept 39

MEANS OF ISOLATION:
By the provision of: a) Sand humps
b) Trap Points
c) Siding (Long or Short dead end).

CATCH SIDING AND SLIP SIDING

At stations where there is a gradient of 1/80 falling towards the station or

1/100 falling away from station beyond outermost point at either side in 45m, a
catch siding in former case and a slip siding in letter case should be provided.
Where speed-sensing devices are not provided for elimination of catch siding
halts, all trains must be brought to a stop at the stop signal protecting the catch
siding. The points which are set for the catch siding should be changed only after
the train has stopped where speed sensing device is provided. The stop signal
can be taken off provided the line clear from station in advance is already
obtained and it is ensured that the train has approached the stop signal at a
restricted speed.
Normally both siding points are set and locked towards siding and
interlocked with block instruments. Slip siding protects the block section and
catch siding protects the station yard. Such siding should not be used for
shunting or stabling purpose.

Length of catch siding should not be less than 700 m or a full train length;
slip siding is smaller near about one or two coach length.
Basic concept 40

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 to driver of a
train.
Stations are classified as follows.

1. Block Station: These are stations, at which the driver must obtain an
authority to proceed under the system of working to enter the block section with
his train. Under the absolute block system, block station consists of three classes
namely;
Class ‘A’ station, Class ‘B’ station and Class ‘C’ station

“A” Class 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 400m beyond home signal or up
to the starter signal. This station is used in TAS/LQ signaling territory only.
Minimum Equipment of Signals for each direction:
For each direction, a Warner, a Home and a Starter. There is no class ‘A’ station
on single line in Central Railway. (Figure No.1)
Condition for granting line clear:
Line clear shall not be granted unless:
1. The whole of the last preceding train has been completely arrived.
2. All signal/signals has/have been put back to ‘ON’ behind the said train.
3.The line on which it is intended to receive the incoming train is clear up to
starter.
4. All points have been correctly set and all facing points have been set and
locked for the admission of the train on the said line.
Basic concept 41

“B” Class station:

Where line clear may be given for a train before the line has been kept cleared
for the reception of the train within the station section.
Minimum Equipments of Signals for each direction.
Signaling S/L Section D/L Section Remarks
TAS/LQ An outer and An outer, a home A Warner for each direction on
a home and a starter S/L and D/L where trains run
through a speed more than 50
KMPH
MAS/UQ A Distant, a A Distant, a
home and a home and a
starter starter

Condition for granting line clear: (Figure No.2, 3,4 & 5 )

Line clear shall not be granted unless:

1. The whole of the last preceding train has been completely arrived.
2. All necessary signals have been put back to ON behind the said train and
3. The line is clear;
(a) On D/L with two aspect signaling: up to home signal
(b) On D/L with multiple aspect signaling: up to the outer most facing point
or BSLB, if any
© On S/L with two aspect signaling: up to advance starter or SLB at the end
of the station nearest to the expected train OR up to home signal if there
are no advance starter or SLB OR up to the outer most facing points if
there are no advance starter, SLB or Home signal.
(d) On single line with multiple aspect signaling: up to advance starter or SLB
at the end of the station nearest to the expected train OR up to the outer
most facing point if there is no advance starter or SLB.
Basic concept 42

Comparison of C lass “A” & Class “B” station in two Aspect signaling:

CLASS ‘A’ CLASS ‘B’

1. Class ‘A’ stations are only in 2 aspect 1. Class ‘B’ station can be in two
signalling aspect or multiple aspect siganlling

2. Provided under; special circumstances 2. Normally most of the stations are

like – class ‘B’ stn.
a. Sighting distance is not adequate
b. Due to step rising gradient in
approach
c. Presence of long bridge in approach

3. There is no station section 3. There is station section

4. Shunting in the face of an
approaching train is not possible
5. The line clear can not be granted
simultaneously for trains from either side
unless special arrangement like separate
overlap for each reception line is
provided
6. If all reception lines are occupied,
there can be no train in the block section
unless train is drawn ahead between
starter and advance starter on double
line
7. Obstructions is protected by two stop
signals. So it is more safe
4. Shunting in the face of an
approaching train is possible within
the station section.
5. No such problems for granting line
clear.
6. No such problems. More trains
can be dealt with.
7. Obstruction is protected by one
stop signal. Safety depends upon
Basic concept 43

8. Driver is approaching with more
confidence, as first stop signal is pre-
warned.
sighting distance.
8. Driver is approaching with less
confidence if adequate sighting
distance is not available, so takes
more time to clear the block section.

CLASS ‘C’ STATION; (Figure No.6 & 7)

1. Used in two aspect / multiple aspect signalling
2. Purpose is to increase the section capacity
Class ‘C’ stations are those stations, where line clear may not be given for a train
unless the whole of last preceding train has passed for at least 400 m beyond the
home signal and is continuing its journey. Intermediate block post is also
included in this.

Minimum equipments of signals for each direction:

Siganlling On D/L & S/L

Two Aspect A Warner, a home
Multiple Aspect A distant, a home

CONDITION FOR GRANTING LINE CLEAR:

Line clear shall not be granted unless:

1. The whole of the last preceding train has passed the home signal and at least
400 m beyond it and, is continuing its journey.
2. All signals taken OFF for the preceding train have been put back to ‘ON’
behind the said train.
3.On S/L, the line is also clear of trains running in the direction towards the
station from the block sections at the either end.
Basic concept 44

BLOCK WORKING SYSTEM IN CENTRAL RAILWAY

1. ABSOLUTE BLOCK WORKING SYSEM.
2. AUTOMATIC BLOCK WORKING SYSTEM
3. ONLY ONE TRAIN BLOCK WORKING SYSTEM.
1. ABSOLUTE BLOCK WORKING SYSEM:
When trains are worked under absolute block working system:
1) a. No train shall be allowed to leave a block station unless line clear has been
received from the block station in advance.
b. On double line, such line clear shall not be given unless the line is clear of
train running in the same direction not only up to FSS 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
trains running in the same direction not only up to first stop signal at the block
station at which such line clear is given but also for an adequate distance beyond
it and clear of trains running in the directions towards the block station to which
such line clear is given.
2) Unless other wise directed by approved special instructions the adequate
distance referred to in clauses (b) and (c) of sub rule (1) shall not be less than
(a) 400m in case of TAS/LQ and (b) 180m in case of MAS/UQ.
ESSENTAILS OF LOCK AND BLOCK SYSTEM
The following are the essentials of the lock and block system:
1. It shall not be possible to take off LSS to permit train to leave a block station
. until line clear has been received from the block station in advance.
2. The entry of the train into the block section shall cause the LSS to be
automatically replaced at ”ON”
3. Line clear shall not be given by the block station in advance until the
preceding train has passed over the section clearing track circuits or its
equivalent and until stop signal / signals in rear of the train has/have been
replaced to ‘ON” position.
Basic concept 45

2.AUTOMATIC BLOCK WORKING SYSTEM

Essentials of the automatic block working system on double line

1.Where train on a double line are worked on an automatic block working system
(a) The line shall be provided with continuous track circuiting or axle counters.
(b) The line between to adjacent block stations may, when required, be divided
into a series of automatic block signaling sections each of which is the portion of
the running line between two consecutive stop signals, and the entry into each of
which is governed by a stop signal and
(c) The track circuits or axle counters shall so control the stop signal governing
the entry into an automatic block signaling section that:
(i) The signal shall not assume an OFF aspect unless the line is clear not only up
to the next stop signal in advance but also for an adequate distance beyond it
and
(ii) The passage of the train shall cause the signal to be automatically replaced to
“ON”.
2. Unless otherwise directed by approved special instructions, the adequate
distance referred to in sub rule (1) of clause © of sub rule (i) shall not be less
than 120 m.
When a driver finds an Automatic stop signal, semi automatic stop signal or a
gate stop signal at “ON”, with an ‘A’ marker light in lit position, he shall bring his
train to a stop in the rear of the signal. After bringing his train to a stop, driver
shall wait there for one minute by day and two minutes by night. After waiting for
this period, if the signal continues to remain at “ON” position, he shall give the
prescribed code whistle and exchange signals with guards and then proceed at,
as far as line is clear, towards the next stop signal in advance, exercising great
caution so as to stop short of any obstruction.
1. In case of semi automatic stop signal, when “A” marker light is not lit,
signal is working as a manual stop signal. If it becomes defective it may
Basic concept 46

only be passed under relevant rules detailed in the chapter 3 section H of

GR rules 3.68

Duties of Station Master when a signal is defective:

1. As soon as SM becomes aware that any signal has become defective he shall:
(a) Immediately arrange to replace the signal at “ON” if it is not already in the
“ON” position.
(b) Depute a competent railway servant with such hand signals and detonators,
as may be required, to give signals at the foot of defective signal until he is
satisfied that such signal has been put into proper working order.
(c) Take action in accordance with rule 3.69 & 3.70 as may be required for
movement train position defective signals and
(d) Report the occurrence to the railway servant responsible for the up keeping of
the signals and if the section is controlled, the controller also.
2. When the station master receives information of any defect in a signal not
pertaining to his station from the driver or the guard or any other railway servant,
he shall immediately inform the SM concerned of the fact and give the controller
an advise, where section is controlled.
3. G.R.9.15: When a driver is authorized to pass a semi automatic stop signal at
“ON” by taking “OFF” of the calling on signal fixed below it, he shall follow the
precautions stipulated in an automatic signal territory.

In case of gate stop signal, when ‘A’ marker light is extinguished, the driver shall
sound the prescribed code of whistle to warn the gate man and bring his train to
a stop in rear of the signal. If after waiting for one minute by day and two by
night, if the signal is not taken “OFF”, he shall draw his train ahead cautiously
and stop in rear of the level crossing gate. After ascertaining that the gates are
closed against the road traffic and getting hand signal from the gate man, in his
absence, from the fireman / assistant deriver, the driver shall sound the
prescribed code of whistle and cautiously proceed up to the next stop signal. As
Basic concept 47

the case may be, in the absence of fireman or assistant driver this duty shall fall
upon the guard.

GR. 4.09 CAUTION ORDER

1) Whenever in consequence of the line being under repair or for any other
reason, special precautions are necessary, a caution order detailing the
kilometers between which such precautions are necessary, the reason for taking
such precautions, and the speed at which a train shall travel, shall be handed to
the driver at the stopping station immediately short of the place, as prescribed
under the special instructions.

2) Sub rule No.1 does not apply in the case of long continuity repair, where fixed
signal are provided at adequate distance short of such place, and have been
notified to running staff concerned.
3) The caution order referred into sub rule no.1 shall be on a given green paper,
both faces being green, and be made out and signed in full. Provided that as a
temporarily measure, the caution order may be on white paper with a green band
running diagonally across the form.

GR. 5.06 STATION WORKING RULES:

1) In addition to the GR for Indian Railway and SR for Zonal Railway, each
station shall be provided with station working rules, applicable to the station
issued under special instructions.
2) A copy of the station working rules or relevant extract there, shall be kept in
the cabin and level crossing concerned.
SR. 5.06.1 DRM is an authorized officer for these rules within their own
divisions. The DSO and DSTE shall frame station-working rules jointly for
interlocked station.
SR. 5.06.2 Preparation, revision and issue of SWR
Basic concept 48

i) Before finally issued and brought into force, DSO and DSTE will check carefully
the spot in all respects. If any advises require CSO and CSTE may be
approached for it.
ii) These rules are issued as per GR or approved special instructions, which
maybe sanctioned by CRS.
ii) Up to three correction slips had been issued on the expiry of three years of the
SWR, it should be re-validated
iv) when fourth correction slip is contemplated, the SWR should be revised and
re-issued.
v) Issuing revalidation order must be jointly signed by the safety and S&T officers
which should be placed on the station working rules.

SIGNALLING PLAN

As per SEM para (new) 8.6.2

The following information should invariably be shown on signalling plan:
1. Standard of interlocking and classes of station.
2. Holding capacity of all running lines and sidings.
3. Direction of reception and dispatch of all running lines and description of
siding.
4. Restrictions of dead end siding (i.e. no of stabling) if any.
5. All gradients within station limit and up to 2.5 km. in rear of first stop signal.
6. Kilometer and class of level crossing within the station limits, whether
interlocked or not.
7. Type of Block working with adjacent station and location of block instruments.
8. Up and down direction and names of important junctions on either side.
9. Reference to condition of gradient infringement CRS’s dispensation for
deviation from GR / SEM if any.
10. Reference to approve Engineering Plan on which the signaling plan is based.
11. Note regarding telephone communication provided between ESM/Cabin men
and crossings within outside station limits.
Basic concept 49

12. Aspect sequence chart of CLS

13. Whether turn out is 1/8 ½ or 1/12 or 1/16 etc.
14. Details of deductions table etc. which are not apparent in the plan.
15. Details of track circuits / axle counters / treadles.
16. Inter signal distance, and distance between signal and warning boards
17. Details of open bridges
18. Location of water column, ash pit / tray
19. Signal over lap in big yards.
20. Custody of spare keys.
21. Date of commissioning the installations.
ESSENTIALS OF INTERLOCKING
Lever frames and other appliances provided for the operation and controlling of
signals, points etc. shall be so interlocked and arranged by electrical locking or
mechanical locking or both as to comply with the following essentials to achieve
safety.
1. It shall not be possible to take “OFF” a signal unless –
a. Line should be clear not only up to the next stop signal but also an
adequate distance beyond it.
b. All points including isolations are correctly set and all facing points are
set and locked including overlaps, isolations.
c. And all interlocked level crossing gates are closed against public road
for the line on which the train is accepted including overlap.
d. All conflicting signals should be in “ON” position
e. Where feasible conflicting points to be locked in normal condition.
2. It should not be possible unless the signal is put back to its “ON” position
a. Alteration of route, means unlocking and operation of points
b. Unlocking and opening of level crossing gate
c. To take “OFF” any conflicting signals.
d. Operation of conflicting points.
“When any above condition is disturbed, signal should be replaced to “ON”
position automatically.
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STANDARD OF INTERLOCKING

REQUIREMENT STANDARD
0 I II
1. Speed 0 to 15 KMPH Up to 50 Up to 75 KMPH
KMPH
2. Isolation
a. On main line Not required Not required Required
b. On passenger Required Required Required
line
3. Points
a. Gauge A gauge tie plate when steel Same as 0 Same as 0 std.
sleepers are not provided std.
b. Operation May be worked locally Same as 0 std Same as 0 std.

c. Locking Bolt and cotter fitted to each switch Key plunger FPL locking for ea
are provided with lock and clamp lock type for switch which may
each switch hand operated
d. Switch Not required Provided for Same as std. I
detection each switch
independently
e. Lock detection Not required Not required Required if plunger
unlocked under hand operated type
train economical type
f. How point are No special arrangement An Same as Std. I
prevented un arrangement
locked under train in which a key
is used to
release
signals which
can not be
brought back
to the points
until signal
has been
replaced to on
position.
3. Signals for each
direction in TAS .

a. Class ‘A’ stn. Not usually adopted Same as std. Same as std. O
O
b. Class ‘B’ stn. Outer common home Outer Outer bracketed hom
bracketed Warner below outer
 51

home
c. Class ‘C’ stn. Not usually adopted Same as Std. Same as Std. 0
0
4. Signals for each
direction in MAS
Class ‘B’ stn. Distant Home Distant Home Distant Home starter

Class ‘C’ stn. Not usually adopted Same as Std. Same as Std. 0
0
5. Interlocking Nil Indirect by Indirect fro point dire
KPL when signal a
grouped

.
 52

LEVELCROSSING GATE

Level Crossing:
Means the intersection of Road and railway Track at the same level.

Level Crossing gate:

Means any form of movable barrier including a chain capable of
being closed across the road at the level crossing but does not
include a wicket or a turnstile for the use of pedestrians.

Classification: - L. C. Gates are classified as – special, A, B, C and D.

‘D’ class gates are for cattle crossing.
The classification is settled by the state govt. and Railways after finding out the
‘Train vehicle units”(TVU) for 7 days
Train vehicle units = No. of trains x No. of road vehicles passing over the
crossing.
Types of Gates: -
1. Swing type with one or two leaves.
2. Movable Barrier.
3.Lifting Barrier either mechanical or electrical.

Protection: - (GR. 3.34)

1. Unless exempted under approved special instructions, every L.C. gate, which
closes across the line at a L.C. shall except when interlocked with station signals,
be provided with fixed signals at an adequate distance from the L.C. showing
stop aspect in both direction when gates are opened for road traffic.
2. Except where other wise approved by special instructions, a ‘G’ marker shall
be provided on the gate stop signal.
 53

Procedure to pass a gate stop signal at ‘ON &: - (GR. 3.73; SR. 3.73.1)
When a driver finds a Gate stop signal at “ON” with a ‘G’ marker (Board)
or illuminated ‘AG’ marker lit, he shall sound prescribed code of whistle
and bring his train to a shop in rear of the signal.
He shall wait for 1 minute by day and 2 minutes by night.
If the signal continues to remain at ‘ON’ he shall draw the train ahead
cautiously and stop in short of L.C. Gate.
He shall then be hand signaled past the gate by the gate man if there is
one, or in the absence of Gateman by one of the members of engine crew
or guard after ascertaining that the gates are closed for road traffic.
If there is no ‘G’ marker, then he shall proceed further only in accordance
with the procedure laid down under special instructions.

Procedure for passing a Gate Stop signal At “ON” in Auto Signaling

Section:
1. When illuminated ‘A’ marker is not lit: -
Same procedure as mentioned above (GR.3.73 SR.3.73.1) is to be
followed.
But after passing L.C. Gate, he shall proceed cautiously up to the next
stop signal and will be prepared to stop in short of any obstruction. The
speed of train shall not be more than
i) 5 KMPH on straight lines when visibility is poor
ii) 8 KMPH on curves when visibility is poor.
2) When Illuminated ‘A’ marker is lit:
‘A’ marker lit means L.C. gate is closed for road traffic. Therefore there is
no need for gate. He shall comply the provisions as per GR. 9.02 &
SR.9.02 explained in auto block system.
 54

SAFETY DEVICES AT LEVEL CROSSING GATES

Special ‘A’ class ‘B’ Class ‘C’ Clas
Class
1. Interlocking Required Required Required in suburban Require
sections and in non- operate
suburban sections(where the cabi
gates are operated from
the cabin.
2. Lifting Required Required Required Require
Barrier from Ca
3. Provision of Required Required All gates within station Same a
Telephone limits. All Gates on
suburban sections. All
gates on Rajadhani Route.
Other cases where
visibility is poor.
4 Normal
position of Open Open Closed Closed
gate for
traffic
 55

NOTE:
1. All Level Crossing gates irrespective of classification, on automatic Sections/APB on double, Triple and Q
interlocked and proceeded with warning bells operated by approaching train, in addition, approach locking to
levers.
2. Flashing lights to be provided, where power supply Is available, at all important level crossing gates provid
EXCEPTION:
Non interlocked ‘B’ and ’C’ class gates with heavy traffic can be kept normally open to road Traffic provided th
are satisfied.
i) The level crossing should not be on a Suburban Section.
ii) The section concerned should not have automatic block signalling.
iii) Level crossing should not be equipped with lifting barriers.
iv) The level crossing should be provided with a telephonic connection with the station Master and should ha
of private numbers.
v) The railway track at the level crossing should be straight on either side to afford a clear view of an approac
vi) As long as the gate is kept open to road traffic a red flag by day time and red light (by using trolley lamp) d
displayed towards the approaching trains on either side of the level crossings.
vii) The level crossing shall be provided with whistle Boards on either side at adequate approach of the train
REFERENCES:
1. Rly. Board’s letter No. 77/W3/SG/LX/2 dated 16.3.79
2. Rly. Board’s letter No. 77/W3/SG/LX/2 dated 1.11.80
3. Rly. Board’s letter No. 83/W1/LX/16 dated 26.2.83
4. RAIC 1968 para 121(Board’s letter No. 77/W3/SG/LX/2/0 dated 17.7.89
 56

11. INTER CABIN CONTROL

PRINCIPLES OF SLOTTING:

Control of a signal from one source other than operating source is called slotting.
The cabin which release the slot is called slotting agency. The cabin, which
actually operates the signal, is known as operating agency.
The stop signal operated by one cabin may read over or have its overlap
in the portion of the track controlled by another cabin. The cabin operating such
a signal should not be able to take off the signal alone without the co-operation of
the other agencies who have to ensure the safe condition on the portion of the
tracks controlled by them. Under such conditions it is necessary that the agency
giving such permission should offer setting and locking of the route and ensure
that the concerned track is free of any obstruction, before releasing his control by
means of operating a slot lever. The slot lever in turn will hold the route set for
lowering the signal till the arrival of the train after which the slot lever is put back.

ESSENTIAL PRINCIPLES OF SLOTTING

1. It should not be possible to take off a signal which is slotted (ctonrolle0 by one
or more agencies unless the corresponding slots have been received from these
agencies.
2. Visual indication should be provided in the cabins to indicate the receipt of
slot.
3. In case of any emergency it should be possible for any operating or slotting
agencies to put back the signal to ‘ON” position independently.
4. Where track circuits are provided the concerned slot circuit should prove the
clearance of track circuit.
5. Where track circuits are provided, the occupation of any of these track circuit
should replace the signal to ‘ON’ automatically.
 57

6. Suitable cross protection should be provided against any contact fault or cross
feed voltage.
7. When a slotted signal replaced to ‘ON’ either by withdrawal of slots or
actuation of track circuits by a train, other signals, which are released, by the
slotted signal should be replaced to “ON” automatically.

SAFETY CHECKS TO BE MADE IN INTER CABIN CONTROL

1. Operate the signal without slot from far end cabin and it should not obey.
2. Take slot from far end cabin only and operate the signal it should not obey.
3. Take correct slot from far end cabin and wrong control from SM the signal
should not obey. Check for all types of wrong slots. Signal should not obey and
also slot indicator should not obey.
4. Take correct slot from far end cabin and slot indicator should obey. Take off
the signal; check one by one whether the signal is flying back to “ON” whenever
slot or SM’s control is normalized. If the signals are not flying back to “ON”
position check and rectify the fault.
5. Operate the outer / distant signal with home at “ON” position signal should not
obey. Take off home signal and then replace outer/distant. Signal must fly back
to “ON”.
5. Check the advance starter with block instrument in line closed / TCF
position. It should not obey. The signal should respond only when the
Block instrument is in TGT position. Also check that L.S.S. cannot be
taken “OFF” when train has entered the section in D/L and in S/L where
token less block working is in force.
 58

INTERMEDIATE BLOCK SIGNALLING:

Intermediate block signaling (IBS) is an arrangement of signaling on Double Line
in which a long block section is split up into two portions each constructing a
separate block section by providing intermediate block post.
Intermediate block Post (IBP) means a class ‘C’ station on Double Line remotely
controlled by the block station in rear.
In sections where Intermediate Block signalling is to be introduced, the following
equipments must be provided: (Figure No.4)
1. An Intermediate Block Stop signal with a Distant or Warner signal at minimum
braking distance in rear.
2. The Intermediate Block Stop signal shall be provided with an ‘IB’ marker on its
post and a communication arrangement with the Block station in rear.
3. A Track circuit / circuits or Axle Counters extending from LSS of the block
Station in rear to a point not less than 400 meters in advance of the ‘IB’ stop
signal. However this distance shall not be less than 180 meters incase of
multiple aspects singalling.
4. A control to ensure that LSS of the block station in rear is automatically
replaced to ‘ON’ by the passage of the train and that can not be taken ‘OFF’
while the track-circuited portion of the line is occupied.
5. A control to ensue that the ‘IB’ stop signal can not be taken ‘OFF’ until the
Block Instruments have been set to the ‘Line Clear’ position by the SM of Block
Station in advance.
6. A control to ensue that the ‘IB’ stop signal is automatically replaced to ‘ON’ by
the passage of train and maintained in that position until the train has cleared the
block section, the block instruments have been put back to normal for fresh ‘LINE
CLEAR’.
7. A control to ensure that the first stop signal (FSS) of the block station in
advance is automatically replaced to ‘ON’ by the passage of the train.
8. A track indicator in the block station in rear to indicate whether the track
circuited portion is occupied or not.
 59

Procedure to Pass ‘IB’ stop signal at ‘ON’

When a Driver finds an ‘IB’ stop signal at ‘ON’ he shall bring his train to a stop in
rear of the signal and advise guard by sounding one long continuous whistle at
distinct intervals. He shall then go down and contact the block station in rear
through the communication arrangement provided on the signal post.
If the signals is defective, then the SM shall, after obtaining ‘LINE CLEAR’ from
station in advance, authorize the driver to pass the ‘IB’ stop signal at ‘ON’ by
advising him the private number which he had received from Block Station in
advance.
The driver shall note the private number in his memo book. He shall then sound
prescribed code of whistle; exchange signal with guard and proceed ahead with
normal speed.
If, however, the telephone, provided at the signal post is out of order, then the
driver shall wait for 5 minutes. If the signal continues to remain at ‘ON’ then he
shall sound prescribed code of whistle, exchange signals with guard and proceed
cautiously into the block section ahead up to FSS of block station in advance. He
shall be ready to stop in short of any obstruction. The speed shall not be more
than:
a) 15 KMPH when visibility is good and
b) 8 KMPH when visibility is poor.
After being received at block station ahead, the driver shall repot the failure of
signal / telephone to the stationmaster.

PROTECTION

Showing of Signals:
G.R. 15.09 1) Whenever due to lines being under repair or due to any other
obstruction, it is necessary to indicate to the driver that he has to stop or proceed
at a restricted speed. For this the prescribed signals shall be shown.
 60

G.R. 15.09. 1(a) When the train is required to stop and restriction is likely to last
only for a day or less, the position of danger signals exhibited is
shown, in the figure. (Figure No.1)
G.R. 15.09. 1(b) When the train is required to stop and restriction is likely to last
only for more than a day: (Figure No.3)
A stop indicator at a distance of 30M from the place of obstruction
and a caution indicator at 1200 M on BG, 4800 M on MG & NG
from the place of obstruction. In addition, termination indicator shall
be provided at the place where a driver may resume normal speed.

G.R.15.09: 2. In case the place of obstruction is within the station limits:-

i) On Single Line Block Section
(a) The provision of rule 15.09 (1) may be dispensed with, if the
affected line has been isolated by setting and securing of points or
by securing at “ON” the necessary manually controlled stop signals,
and
(b) Approach signals shall not be taken “OFF” for a train unless the
train has been brought to a stop at the first sop signal, except in
cases where the deriver has been issued with a caution order at a
station in rear, informing him of the obstruction and details thereof.

G.R.15.09: 3. If the place of work is situated in Automatic signaling territory, and

if the distance between the place of obstruction and the automatic
signal controlling entry of a train into the signaling section
concerned is less than 1200 M on BG & 800 on MG, provided the
automatic signal has been secure at ON: (Figure No.2)
The banner flag & three detonators referred to in class (a) of sub
rule (1) may be provided at 90 and 180 M respectively, and
the caution indicator referred to in clause (b) of sub-rule (1) may be
dispensed with.
 61

(i) Automatic Signalling Section:

(ii) S.R.15.08-1. If the line where automatic signaling is in use has to be

blocked against traffic, the official in charge will ensure that the automatic
signal is replaced to ‘ON’. In addition to this a railway servant with
detonators and hand signals must be stationed not less than 20 M outside
the signal concerned. He shall place one detonator on the line and
display a red flag by day and a red light by night.

Proceed with Caution Signals.

G.R. 15.09(1) (C)
When the train is not required to stop and the restriction is likely to
last only for a day or less, then the proceed with caution hand signals shall
be exhibited as below: (Figure No.4)
G.R. 15.09.(1) (D)

When the train is not required to stop and the restriction is likely to last for
more than a day: (Figure No.3 & 5)
A speed indictor shall be exhibited at a distance of 30M and again a
caution indicator at a distance of at least 800 M (shall be suitably
increased by special instructions, when required) from the place of
obstruction. In addition, termination indicators shall be provided at the
place where a driver may resume normal speed.
 62

SAFETY
1. Safety is the first importance in discharge of duty.
2. Obedience to the rules is essential for safety.
3. The entry or remain in service is an assurance of willingness to obey rules.
4. The service demands faithful, intelligent and courteous discharge of duty.
5. To obtain promotion, ability must be shown for greater responsibility.
6.DUTY FOR SECURING SAFETY (GR. 2.11)
i) Every Railway Servant shall: -
a) See that every exertion is made for ensuring the safety of the public.
b) Promptly report to his superior any occurrence affecting the safe or
proper working of the railway which may come to his notice, and
c) Render on demand all possible assistance in the case of an accident or
obstruction.
ii) Every Railway Servant shall report to his superior that:-
a) Any signal is defective.
b) Any obstruction, failure or threatened failure of any part of the way or
works.
c) Any thing wrong with a train, or
d) Any unusual circumstances likely to interfere with the safe running of
trains, or the safety of the public and
shall take immediate steps, such as the circumstances of the case may demand,
to prevent accident; and where necessary, advise the nearest station master by
the quickest possible means.
7. When any switch/gear is to be disconnected, obtain the permission of SM
vide a Disconnection Notice.
8. Check points, signals and interlocking gears that conflicting movement are
not permitted.
9. Concentrate on focusing of signals.
10. Frequent failures and too many failures are dangerous.
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