An Insight into

Railway Signalling

Tailoring
g Signalling
g g
to
T i Operations
Train O ti

Presented by
Trevor Moore
 Overview of Sessions
Why Have Signalling
The Purpose of Signalling
Tailoring to Train Operations
Signalling
g g Equipment
q p

Signalling Safety Requirements

Signalling Aspects
Signalling Lifecycle
Operational Requirements

Design
g Designing the System

Reading a Signalling Plan

Glossary of Terms
Installation
Constructing the System
O
Operation
ti
Testing and Commissioning
Maintenance
Train Operations ?

z How do they vary from one railway to another ?

z How do they vary from one section of railway
to another?
Main Variations

Train Operations
p vary
y in the following
g areas:

z Types off Trains

T T i
z Traffic Levels
z Special Rail Operations
z Out of Course Rail Operations
Types of Trains
z EMU electric passenger trains
z DMU passenger trains
z Heavy haul coal trains
z Heavy Haul ore trains
z Intermodal freight trains
z General freight trains
z S
Special
i l ffreight
i ht ttrains
i e.g. cementt
z Grain trains
Train Differences
z Speed of the train
z Braking distance for the train
z Types of brakes (air brakes or ECP)
z Axle load for the train
z Substances carried on the train
Intermodal Freight Train
Coal Train
Coal Train Unloaded
High Speed Passenger
Medium Speed Passenger
Rail Traffic Levels
Rail Traffic Varies
z Line to Line number of trains

z Future traffic levels

z Train
T i Speed
S d on th
the liline
z Seasonal variations

z Day variations

z Day of week variations

z Direction variations
Special Rail Operations
z Main
M i Li
Line R
Running
i
z Stopping
pp g Passenger g trains
z Shunting of sidings
z Stabling of trains
z Continuous loading or Unloading
z Crew Change or Brake Inspection
z Loco Refuelling
z Depart from main line to siding
Out of Course Rail Operations
z Alternatives for broken down trains
z Alternatives for defective rail infrastructure
z Routine track maintenance requirements
z Hi-Rail vehicle inspections
Resultant Signalling
z From all of the above define the requirements
of the signalling.
z Typically the worst braked train defines the
minimum spacing between the signals
signals.
z The number of signals (maximum spacing) is
based on the number of trains per hour.
z This is often referred to as the signalling
Headway.
Signalling Headway
z Headway is the time for a signal to return to a
full clear aspect (green) after the nose of the
train passes the signal.
z It represents the trains being able to pass
multiple signals at line speed and is the best
measure off line
li capacity.
it
z Headway is not necessarily consistent along
a section of line
Tailoring the Signalling
z Signalling may be designed to cater for 1
train a day up to 1 train every 90 seconds.
z The amount of equipment will vary
accordingly.
gy
z Thus signalling infrastructure requirements
are set to match the economic requirements
for the line and its traffic.
z T k infrastructure
Track i f t t can only
l tailor
t il
maintenance levels to traffic levels.
Low Rail Traffic levels
z Ordinary Train Staff
z Electric Train Staff
z Train Order Working
z Computerised Train Authority working
z Communications Based Train Authorities
Moderate Traffic Levels
z Single line with crossing loops
z Remote control from Control Centre
z Driver activated operation of points
z Train Authorities
z Indication of position of points
Medium Traffic Levels
z Detection of train position
z Signals and motor points
z Centralised control by Signaller/Controller
z Readily up to 5 minute headway
High Traffic Levels
z As per Medium Traffic levels
z More signals and more aspects between full
clear and stop
z E f
Enforcement t off train
t i stopping
t i att red
d signal
i l
Tailoring of Signalling
Conclusion
z The amount of signalling infrastructure can
be tailored to suit the traffic levels and types
of rail traffic
traffic.
z The cost for design/installation and on-going
maintenance is then commensurate with the
level of traffic – hence economically
consistent.
Achieving the Outcome
z Not all railway organisations can readily
adapt to the differences in requirements
z Overall there is a need to correctly define the
Train Operating Requirements before
defining the Signalling Functional
R
Requirements
i t
z See attached example from Union Pacific
(USA)