ROUTE TABLE PRINCIPLE

PRESENTED BY-
SHIV MOHAN
ASTE/SIG
 Code of signalling elements used in the Route
Tables
Point PnnnX
Signal SnnnX

Virtual Signal VSnnnX

Track Circuit TnnnX

Crossing CnnnX

Overlap behind signal O_SnnnX

Overlap behind destination track (virtual VO_TnnnX

overlap)

1st digit = element denomination

2nd digit = line number
3rd + 4th digit = element number
5th digit = interlocking area
Definitions for points
point used in right position (seen from the tip of
the point)

point used in left position (seen from the tip of

the point
The route table for each interlocking area is divided into four sections:

• The first section [named Route components] contains the

information for the running route itself and comprises the data about
flank protection elements and areas
• The second section [named Overlap components] gives information
about the overlaps.
• The third section [named Signals] contains the signal elements
within the interlocking area and whether outdoor equipment is
required and the signals are used for reversing.
• The fourth section [named Points] provides information about the
normal position of the point
• The fifth section [named Sequence Mode] gives informations and
conditions about the reversing movements.

• All route tables will be validated by an independent assessor

 Route definition
• Routes are divided into running routes, shunting routes and routes
for reversing
• Running routes are leading between a signal and the next following
signal or a specified destination track section (in case of dead end
track, stabling area or shunting routes).

• Running routes which have their start and destination in different

interlocking areas are mentioned in the area where the start signal
is located.
In order to express the entrance exit principle all routes are
identified in route table by the start signal and the destination signal.
syntax: start signal_destination signal
Example: S301J_S303J
 Route supervision

• ATP proceed aspect (signal aspect violet)

• RM proceed aspect (signal aspect green)

 ATP proceed aspect
• The ATP proceed aspect is used to enable a signalised train movement for
ATP guided trains. In order to reach this aspect the route itself is set and
locked, the flank protection is given, but the route may not be completely
clear and the overlap is not considered.
• In the example these conditions are fulfilled. The running route itself is
established and completely secured. But there is a train within the route.
This train will hinder the start signal S1 to show a green signal aspect.
protection by red
signal aspect flank protection
ATP secured area clear
train movement S3
with full speed
P2
overlap not set
S4
P1

P3 S2
S1
running route overlap
 Effected columns for this proceed aspect in route table
• Route elements:
All route elements have to be set and locked.
• 2. Last element in route which is checked to
be clear at start:
All of these elements have to be indicated clear.
• 3. Flank protection elements:
Flank protection of all elements including the
flank protection area has to be available.
 RM proceed aspect
protection by red
signal aspect flank protection
Unequipped area clear
train movement S3
in RM-Mode
P2
overlap set
S4
P1

P3 S2
S1
running route overlap

• This level is required to fulfil the conditions of a proceed aspect even for non
equipped trains, so that the signal aspect designed for the route can be
signalised as required.
• RM driven trains will only be able to proceed if the signal shows the green
aspect and this aspect will only be given if the route itself is set and locked,
the flank protection is given, the route is completely clear and the overlap is
set, locked and clear
• In the example the train can enter the route with a speed of
25km/hr (RM). Additionally the reduced overlap (especially for RM
trains) has been set and can now be supervised in the start
signal. This start signal will show the green aspect (Restricted
Manual Mode).

• Route elements:
All route elements have to be set and locked.
• Route elements:
Additionally all of these elements have to be indicated clear.
• Flank protection elements:
Flank protection of all elements including the flank protection area
has to be available.
• Overlap:
The overlap elements have to be set and locked and the overlap
is supervised in the start signal aspect. (please also refer to the
overlap section of the route table).
• 5. Signal Aspect:
The green signal aspect will be shown for unequipped trains
 Interlocking overlap
• For routes which can cover several trains moving along, the
interlocking overlap will be set in two steps:
• A short overlap behind the destination signal will be set with the
route. This is one condition for the RM proceed aspect (green).
The overlap will only be available if the complete route together
with the overlap is indicated clear
• The extended overlap for ATP guided trains will be set later with
an approach indication. The approach indication for setting the
extended interlocking overlap results from the 'track occupied'
indication of a designated track circuit.
This track circuit is located ahead of the destination signal in such
a time distance so that the extended overlap is available for the
train controlled by ATP for an optimal entry into the destination
track. If it is not possible to set an extended overlap the stopping
point is set before. The delayed overlap is performed for
operational reasons in order to permit crossing routes within the
extended overlap for a longer period of time.
• On principle, the short overlap (first section behind of the destination
signal) will always be requested at route setting. The ATP-overlap is
set with occupation of a designed approach section. For short
routes the extended overlap will be set immediately.
• Interlocking overlaps are provided according to the following rules:
• All running routes on the main lines include an interlocking overlap.
• For running routes from the mainline into the depots overlaps are
not provided.
• Running routes from the depots into the mainline include an
interlocking overlap.
• The testlines will be treated like running routes on the main line and
will include an overlap as well.
 Release of overlap
• (a) by forward route setting: overlap shall be released
after the train passes over the point and the rear of the
train clears the track circuit of the overlap. If no route
controlling this overlap is set. In forward route setting,
the points are locked twice first locked by the overlap
and then by the forward route.
• (b) time release of overlaps: a timer is triggered when
the last track circuit of the route is occupied. When the
time set in the timer is elapsed, the overlap shall be
released if the track circuit associated with overlap is
clear.
 Flank protection

1. Flank protection by
point
P r o t e c t io n b y d iv e r g e n t p o in t
• Flank protection for the
running route is guaranteed if
point T1 as well as point T2
is in the left position.
• In this case point T2
T2
becomes a protection point T1

R o u te
 Flank protection by signal

• For the running route

according to Figure 5, where
the point T1 is in left position, P r o t e c t io n b y
signal H1 ensures flank r e d s ig n a l a s p e c t
protection.
H1

T1

R o u te
 Double protection point
D o u b le p r o t e c t io n p o i n t

H1 T1 T4 H3

H2 T2 T3
R o u te H4
• If the point T1 has to ensure flank protection for the points T2 and
T4 ,the point T1 becomes a double protection point.
Independent of the position of the double protection point it is not
possible to guarantee protection for both points in the running route.
Therefore the protection can only be guaranteed by the signal H1
with stop aspect behind the double protection point.
For other configurations, where signal H1 is not installed or flank
protection by signal shall not be granted , the flank protection could
be guaranteed also by the next point which is offering protection.
 Flank protection area
• the elements between the element which is requesting flank protection and
the element which is granting flank protection are considered as the flank
protection area. In this example the point T1 would be checked to be clear.
• In the Figure the flank protection area consists of two points (T1 and T2)
that are commonly insulated.
under these circumstances it is sufficient to check only one of these
elements to be clear, because both of them will have the same occupation
information from the track circuit.

H1 T1 F la n k p r o t e c t i o n a r e a

T2 T5 H3

H2 T3 T4
R o u te H4
 Approach section calculation
a p p r o a c h in d ic a t io n a r e a

1. Approach section for delayed route release

A route can be cancelled at any time.
As long as there is no train inside the approach indication
area ahead of the start signal the running route can be
cancelled without any delay. If a train is within the approach
indication area . it is not ensured whether the train is able to
stop in front of the start signal for the just cancelled route.
Therefore only the start signal is set to stop aspect
immediately. But the route itself is cancelled after a delay
time has elapsed. This time is long enough to stop the train
safely.
 Calculation
• the calculation of the reaction time TR the possible switching time for points
will not be considered:
• SDRR = SR + SB with
• SR = TR * V Interlocking system reaction distance
• The default value for the release time is always 30 seconds. This default
value can be designed if necessary.
• In order to stop the train in front of the start signal (at the
signal stopping point) the brake application point for the
maximum allowed speed should not have been passed
at the moment of receiving the route cancellation
request.
Therefore the first track circuit of this approach area is
the track circuit where the brake application point for the
maximum allowed speed is located.
 Approach section for overlap time
release

• To provide a safe section behind the destination signal an

interlocking overlap is provided for the running routes on the main
lines.
This interlocking overlap is located in the destination track and will
be normally released by train passage (train activated) by an
approach section.
As long as the train is not halted in front of the signal, the
interlocking overlap is needed. Therefore it is not released
immediately when the train reaches the approach section but with a
calculated time delay.
• A momentary loss of shunt on the track circuit giving approach
section will result in a repeated request for overlap time release.
However, if the check detects that the time release has already
started, the second request will be rejected.

• Calculation:
• The destination track is always designed as the approach section
for overlap time release. The default value for the release time is
always 30 seconds.
Even when breaking from max. speed a train can be stopped within
30 seconds without problems.
This default value can be designed if necessary.
•
 Approach section for setting of delayed
overlap

• Dealing with long running routes (e.g. multiple train

routes) or flexible operational concepts the interlocking
overlap is not set when setting the running route.
This would make train movements behind the destination
signal impossible and could cause problems especially
together with short headway times.
Therefore the overlap is set with an approach section.
 Sequence Mode
• The sequence mode is used to where reversing
movements are necessary subject to timetable or line
conditions. The mode is set by an operation to chose the
reversing track. For each reversing track, only one
sequence mode route is allowed to be activated.

entry route
S3
S1 T7
T1 T3 T5 P3 T9
P1
station S6 station
S7
S5 P2
P4

T2 T4 T6 T8 T10
S2
exit route reverse track
S4
sequencing siding
T10 switched on
• In the example in Figure the reversing track T10 is selected by an
operation. The following conditions have to be fulfilled for the entry
route (S1_S7):
• a. T3 is occupied;
b. No block against route setting for the route elements T5, P1, P4,
T10;
c. Points P1 and P4 not locked against throwing in left position;
d. The track circuits T5, P1, P4 and T10 (monitored track circuits)
are not claimed.
• This sequence mode can not be activated if the sequencing for the
reversal in T9 is already active. After a reversal time of 20 seconds
(T10 occupied and T8 clear) the exit route (S2_S4) will be initiated
with follow conditions:
• a. T10 is occupied;
b. No block against route setting for the route elements P4, P2, T6,
T4;
c. Point P2 not locked against throwing in right position and point P4
not locked against throwing in left position;
d. The track circuits P4, P2 and T6 (monitored track circuits) are not
claimed;
e. No opposing route set for T4, T2.
• Effected columns for this proceed aspect in route table
•

• . Approach Conditions:
The sequencing track is switched on and the approach section is
occupied.
• 2. Customised Conditions:
The sequencing track have to be indicated clear.
• 3. Route Setting Conditions (entry/exit):
All these conditions from the entry and the exit routes must be
fullfilled