CE-363

Lecture 23: Interlocking and

Construction of Track
Dr. Ankit Gupta, Assistant Professor
Department of Civil Engineering
National Institute of Technology Hamirpur
Lecture Outline
Interlocking
Principles of Interlocking
Standards of Interlocking
Methods of Interlocking
Interlocking Devices
Methods of Construction of Track

Interlocking
Definition:
An arrangement of signals, points and other
appliances so inter-connected by mechanical
or electrical locking that their operation takes
place in a pre-determined sequence to ensure
that conflicting movement of signals and
points do not take place and train runs safely
Interlocking
Necessity:
Increase in number of points and signals
Increase in speeds (high speeds tracks)
This makes the arrangement of points and
signals foolproof. Their locking eliminates the
possibility of conflicting movements of trains.
Helps in proper and safe working of the
system.
Interlocking
Interlocking Principles:
It must be impossible to take OFF a signal for
approaching train unless the route to which
the train is taking is properly set, locked and
held. At the same time it must be impossible to
operate the points while the train is moving on
it.
This means that points should be set and each
facing point is locked
Interlocking
Interlocking Principles:
It must be impossible to take OFF position at
one and same time for two fixed signals which
would lead to conflicting movements
Means points and signals are locked against
such movements
Interlocking
Interlocking Principles:
It must be impossible for loose wagons to
interfere with the route for which the points are
set and signal has taken OFF position.
Means the levers connecting to points and signals
should be interconnected and operated in a
particular sequence (pulling / putting back)
The route for which the points are set and signal
taken to OFF position should be clear of any
obstruction.
Interlocking
Interlocking Standards:
Standard I
Interlocked station has mechanical
interlocking.
These are usually branch line stations.
The points are worked by point levers situated
near the points, and the signals are worked
from interlocking frames in the signal cabin.
Interlocking
Interlocking Standards:
Standard I
The mechanisms use keys such that a key
obtained from the points mechanism after
setting the points must be used on the signal
post locking mechanism to pull off the
corresponding signal (s) and also to operate
the block instrument.
Through running speed for trains is restricted
to 50km/h.
Interlocking
Interlocking Standards:
Standard II
Interlocked station may be mechanically or
electrically interlocked (usually the latter).
These are usually non-trunk main line stations.
The main running line at such a station can be
completely isolated from the loops and
shunting sidings on both sides.
Interlocking
Interlocking Standards:
Standard II
In electrically interlocked systems, setting the
points activates electrical circuitry that enables
or disables the appropriate signal levers and
block instruments.
Through running speed for trains is restricted
to 75km/h.
Interlocking
Interlocking Standards:
Standard III
Interlocked station has points and signals that
are either interconnected mechanically within
the same mechanism, or electrically as with
route-relay and panel interlocking.
These are usually stations on trunk routes.
Usually two signal cabins whose signal and
points controls are interconnected are
provided.
Interlocking
Interlocking Standards:
Standard III
These stations usually have the full
complement of home and starter signals for
receiving and dispatching trains.
Through running speed for such stations is
limited only by the speed limit for the section.
The loop lines at such stations have to be
completely isolated from the main running line
by means such as sand humps, over-run lines,
trap points, or derailing switches, etc.
Interlocking
Interlocking Standards:
Standard III.I (or III/I)
This is another designation found for some
stations, which indicates that the station is rated as
for Standard III, but the loop lines are not
physically isolated on one side of the station.
Similarly, a Standard II.I (or II/I) station is rated as
in Standard II, but has loop lines or sidings that are
not completely isolated on one side of the station.
Interlocking - Methods
Methods of Interlocking:
Based on the functions to be performed
Key interlocking
Mechanical or electrical methods of interlocking of
signals
For principles 1, 2 and 3.
Track circuiting
For principle 4
Interlocking Methods
Key interlocking
Simplest method of interlocking
Provided with standard I interlocking with
speed limit below 50 km/hr
For an example of a main line and a branch
line, points can be set for either of the two
The point has two keys
Key A: to be taken out when the point is set and
locked for main line
Key B: taken out when point is set and locked for
loop line
Interlocking - Methods
Key interlocking (Indirect Locking)
At one time only one key can be taken out
(depending upon which route is to be set)
Lever frame operating the signals has two
levers. Lever for main line can be operated by
only key A and similarly lever for loop line can
be operated by only key B.
Therefore, if main line points are set and
locked then key A is released and used for
unlocking main line signal thus bringing it to
lower position.
Interlocking - Methods
Mechanical Interlocking
It works with lever frames connected by wire
to the signals and points
It requires lesser staff and improves safety as
compared to key interlocking
It consists of locking frame (signal levers, point
levers, point locks), point fittings, plungers,
tappets, lock bars, etc. Plungers have notches
and tappets are connected to tie bars.
Interlocking - Methods
Mechanical Interlocking
The lever, plunger, tappet and tie bar
connection works on Wedge Action
Due to this the tappet moves out of the notch
at right angles to the movement of plunger.
This movement is transmitted to other tappets.
Interlocking - Methods
Mechanical
Interlocking
Interlocking - Methods
Mechanical Interlocking
Principle of interlocking
Signal 1 for main line is operated by lever 1; signal
2 for loop line is operated by lever 2; point (3) is set
for main line by lever 3 (normal position) and for
loop line by lever 3 (pulled position); and lever 4 in
pulled position locks point (3) in both positions
The normal setting of points, signals and levers is
for the main line.
The point will set for main line if lever 3 remains in
normal position and lever 4 is pulled.
Interlocking - Methods
Mechanical Interlocking
Principle of interlocking
In normal position of lever 4, tappet D butts against the
plunger and thus not allow tappet B or C to get released
from notch
Pulling of lever 4 brings notch in front of tappet D,
thus releasing tappet B or C as required. Also tappet
E will move in notch of plunger connecting lever 3
Now after setting point for main line, signal for main
line is set to OFF position. For this lever 1 is pulled.
This will move tappet A out of the notch of plunger
connected to lever 1 and it will enter the notch on
plunger related to lever 2. Therefore, lever 2 becomes
inoperable (i.e. signal for loop line can not be set to
OFF)
Interlocking - Methods
Mechanical Interlocking
Principle of interlocking
The movement of tappet A also causes the movement
of tappet F, which moves into the notch of plunger
connected to lever 3 thus locking it in position
To adjust the track for branch line
Putting back lever 1 in normal position will allow
tappet A to enter notch on plunger connected to lever
1.

Interlocking - Methods
Mechanical Interlocking
Principle of interlocking
Now lever 3 is pulled to set points for the loop line.
This will cause tappet E to move back and lock lever
4 and tappet F to move out of notch on plunger of
lever 3. this will lock lever 1 due to moving of tappet A
in notch on plunger of lever 1.
Now lever 2 is pulled causing movement of tappet C
in notch and bringing signal to OFF position.
Interlocking - Methods
Electrically operated interlocking
In the more advanced electrical or electronic
interlocking schemes, the points and signals are
worked from one integrated mechanism in a signal
cabin which features a display of the entire track
layout with indications of sections that are occupied,
free, set for reception or dispatch, etc.
The interlocking is accomplished not by mechanical
devices but by electrical circuitry -- relays and
switches in older electrical or electro-pneumatic
systems, and computerized circuits in the newer
electronic systems.
Interlocking - Methods
Panel Interlocking (PI) is the system used in most
medium-sized stations on IR. In this, the points and
signals are worked by individual switches that
control them.
Route Relay Interlocking (RRI) is the system used
in large and busy stations that have to handle high
volumes of train movements. In this, an entire route
through the station can be selected and all the
associated points and signals along the route can
be set at once by a switch for receiving, holding,
blocking, or dispatching trains.
Interlocking - Methods
In recent years interlocking accomplished by
modern integrated electronic circuitry instead of
electromechanical relay systems has come into
use (Solid State Interlocking ('SSI').

By year 2001, SSI was in place at 14 stations in
India. SSI equipment is manufactured by RDSO.
247 stations now have RRI installations and the
number of stations with Panel Interlocking has
risen to 2,426. (Year 2003)
Interlocking
Mechanical Devices for Interlocking
Purposes
Ensure that the route is set, proper signal is taken
OFF and route cannot be changed after the signal
is OFF.
Hold the route properly at a diverging point.
Ensure that the route cannot be changed while the
train is on the point
Ensure correct routing, setting and avoiding
conflicting movements.
Interlocking - Devices
Mechanical Devices for Interlocking
Detectors
It at once detect any defect or failure in the
connection between switches and the lever or an
obstruction between stock and tongue rail
The signal remains at danger position and cannot
be taken to OFF position until the defect is set
right.
Detectors are used on all points over which signal
controls the train movement.
Interlocking - Devices
Mechanical Devices for Interlocking
Stretcher Bar
The two tongue rail are connected to each other by
means of two stretchers known as William Patent
stretchers
The front stretcher extends under the stock rail to
prevent jumping at switches.

Point Lock
It ensures that each switch is correctly set
It is placed in the middle of the track, a little in front
of the toe of tongue rail.
Interlocking - Devices
Mechanical Devices for Interlocking
Point Lock
It consists of two stretcher blades, a plunger, plunger
casing, and a three way crank
The different types are
A bolt and cotter, each individually fitted to switch rail and
padlock or clamp, and a padlock for locking switch rail to
stock rail. (If V < 16 km ph)
Key of approved design for locking each rail independently
(if V > 16 km ph and < 48 km ph)
A plunger type of facing lock (if V > 48 km ph)
Interlocking - Devices
Mechanical Devices for Interlocking
Lock Bar
Its purpose is to ensure that the point is not
operated while the train in on it.
Therefore, it is little longer that the longest wheel
base of any vehicle.
It is provided near and parallel to the inner side of
rail.
When the point lock is worked from the signal
cabin, the lock bar rises slightly above the rail level
and then comes down.
Interlocking - Devices
Mechanical Devices for Interlocking
TEMPERATURE
COMPENSATOR
Interlocking - Devices
Mechanical Devices for Interlocking
Tappet Locking

Slotting of Signals
It is an arrangement in which the lever operating a
signal is in one cabin but the actual taking OFF of
the signal requires releasing of a control from
another cabin.
Both of these cabins can unilaterally put back the
signal to danger position.
The arrangement of slotting is done either
electrically or mechanically
Interlocking
Mechanical Devices for Interlocking
Connecting devices
Usually consist of 3.8 cm diameter pipe or solid rod
These move on rollers in frames fixed in concrete at 2m
to 3m intervals.
The distance between a cabin to points or signals
should not exceed 275 meters.

Temperature Compensator
Used to neutralize the effect of expansion or contraction
of rods due to variation in temperature
It consist of a pair of cranks (one of acute angle and
another of obtuse angle) connected by a pipe.
Construction of Track
Three stages:
Earth Work
Formation and consolidation
Plate laying
Laying of railway track
Laying of ballast on the track

Construction of Track
Earth Work
Formation
Formation up in embankment is always preferred to a
formation in cutting
Height of embankment above highest water level in the
area should be at least 60 cm.
The economical limit of moving the earth in longitudinal
direction is decided by Mass Haul curve.
Cost of earth work is related to three factors
The type of soil used, Hauling distance, Lift required
Construction of Track
Earth Work
Consolidation
Required to pack the track so that larger quantities of
stone ballast are not lost by sinking into loose earth
formation
Addition of admixtures
Compaction using vibratory or impact methods
Small earthen walls 15 cm high are built at an interval of
3 to 4.5 m
Rain water so collected helps in further consolidation
Embankment should be left open for two monsoons
before proceeding to second stage of construction
Construction of Track
Plate Laying
The operation of laying out sleepers and rails over the
ready formation is known as plate laying
Placing of ballast is not included here. It ois placed
after two-three monsoon of plate laying
The point from where the laying of the track starts is
known as the base
The point up to which the new track is carried out is
known as the rail head
Construction of Track
Methods of Plate Laying
Tramline method or side method
Telescopic method
American method
Construction of Track
Methods of Plate Laying
Tramline method or side method
The name is derived from the temporary tramline laid by
the side of proposed track for carrying out the material
Economical where existing single line track is to be
converted to double line track
Sometimes a road parallel to the proposed track is
constructed for transporting the material at site.
This method is usually adopted in flat terrain
Progress of work is slow, not more than 1.6 km per day
Construction of Track
Methods of Plate Laying
Telescopic method
Extensively used in India
Material is transported in material trains to the
farthest point of new track, unloaded and carried to
rail head
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Collections and preparation of material at depot
Transportation of material from depot to work site
Unloading of material at worksite and carrying them
to the rail head
Fixing the rails to the sleepers and joining the two
rails with fish-plates
Packing of track for correct level and alignment
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Collections and preparation of material at depot
If due to distance the material train is unable to make
a round trip on the same day then a second depot
near rail head is established
Preparation of materials like adzing of wooden
sleepers etc is done at the depot.
Transporting material to the rail head
Initially when lead does not exceed 1.6 km, the
material is transported in trolleys
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Transporting material to the rail head
When lead exceeds 1.6 km, the material is
transported by trains
Minimum two sets of wagons and one locomotive is
used for quick and efficient transportation
Unloading of material at the site
Labour known as Material Gang is used for this
purpose.
They unload the material and supplies it to rail head.
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Unloading of material at the site
Linking Gang fixes the rails to the sleepers and joins
the rails with fish-plates
16 labourers are required to carry one rail
Use of Anderson rail carrier saves this labour and
time
Depot should be as near as possible to the rail head,
supply should be regular, on-site transportation
should be quick
Around 37.5 percent of total labour force should be for
material gang
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Fixing and joining of rails
Center line of track is marked by pegs and a string is
stretched along that
Sleepers are then placed below string at appropriate
spacing
Rail is either marked with chalk or marked rod for
sleeper spacing is used
Suitable chairs or bearing plates are provided below
rails to attain specified cant
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Fixing and joining of rails
Rails on both the sides of the sleeper are fixed one after
the other to maintain gauge. Rail gauge is used to check it
Fixing of rails to the sleepers is continuous
Liners or shims (pieces of metal plates, 1 mm to 4 mm
thick) are used to provide expansion joint between the two
rails. Thickness is controlled by day temperature.
Fish-plates are then placed in position and tightened
Labour force of 37.5% to total labour should be employed
as linking gang
Construction of Track
Methods of Plate Laying
Telescopic method: Operations
Packing of ballast
Packing gang is employed for this.
They first straighten the newly laid track
Track is brought to required gradient by packing or
removing earth or ballast under each newly laid
sleeper
If there are chances of consolidation, then level of
track is kept higher by a few millimeters than the
actual track level desired
Construction of Track
Methods of Plate Laying
American method: Operations
Machines are used for track laying
Truck mounted, projecting arm or jib
Used for laying the material received at rail head
Wagon mounted, cantilevered arm or jib
Assembled panels of two rails and sleepers required
are prepared in workshop; delivered to rail head;
unloaded by special machine; linked with rail head, till
the required length of track is laid
Construction of Track
Methods of Plate Laying
American method: Operations
Laying of ballast on track
Ballast is transported by ballast train and unloaded
into a number of heaps at suitable intervals
Packing of ballast to get firm foundation is done using
shovels
It can also be done directly by ballast train using a
brake van. When train moves slowly the ballast is
spread uniformly through openings of wagon floors
Plough is used to spread the ballast uniformly