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Why are multiple aspect signalling systems used? What was wrong with the older systems which had two aspects?

14-07-2019

Multiple aspect signals, by providing several intermediate speed stages between 'clear' and 'on', allow high-speed trains sufficient time to brake safely if required. This becomes very important as train speeds rise. Without multiple-aspect signals, the stop signals have to be placed very far apart to allow sufficient braking distance, and this reduces track utilization. At the same time, slower trains can also be run closer together on track with multiple aspect signals. Source -

What are modified non-interlocked (MNI) stations?

July 16, 2019

Modified non-interlocked stations are those where setting and locking the points releases a key which has to be used to pull off a signal; however, the block instruments are operated independently. So there is some minimal amount of a safety lock between the points and the signals, but it does not qualify as full-fledged interlocking. Source -

How are non-interlocked (NI) stations operated?

July 16, 2019

Non-interlocked stations are what their name implies: there is no interlocking of any kind. The points have to be set appropriately and locked manually before pulling off a signal. The station master is personally responsible for ensuring that this is done and is supposed to have the keys to unlock the points with him or under his control. Trains

What are the different levels or standards of interlocking that IR specifies for stations?

July 16, 2019

A Standard I interlocked station has mechanical interlocking. It also usually has just one running line and a loop line (and perhaps a couple of sidings). 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. Key locking (see

What’s ‘interlocking’?

July 16, 2019

In order to ensure that the signalling system never provides unsafe (conflicting) signals and the points are not set for more than one train that might end up proceeding on to the same section of track and hence suffering a collision, various schemes have been developed to coordinate the settings of the points and the signals within the region

What are the last-vehicle indications that IR uses?

July 16, 2019

The last vehicle of a train is supposed to carry a red lamp at the rear. Earlier, the requirement was for merely an oil lamp, which was often missing or very feeble. In recent years provision of an electric lamp has become more common (it is mandated in the rules). Last vehicle indications are of different types. A large 'X' is often seen painted

What’s the ‘clearing point’ or ‘fouling point’ or ‘fouling mark’? What is ‘overlap’?

July 16, 2019

The clearing point is the point ahead of a stop signal up to which the track must be kept clear of obstructions in order for a train to be accepted from the rear of the signal. In most cases this is with reference to home or outer home signals guarding entrance to station limits from a block section. The distance from the stop signal to the

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Why are multiple aspect signalling systems used? What was wrong with the older systems which had two aspects?

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