Train stop

A signal with associated train stop in the raised position to the right

Part of a railway signalling system, a train stop or trip stop (sometimes called a tripper) is a train protection device that automatically stops a train if it attempts to pass a signal when the signal aspect and operating rules prohibit such movement, or (in some applications) if it attempts to pass at an excessive speed.

Basic operation

Train-mounted trip cock, located on the leading bogie of the train

The train stop system consists of two basic components: the trip stop mechanism, mounted on the ground adjacent to the rail, which basically consists of a spring-loaded trip arm and an electric motor or pneumatic cylinder in electro-pneumatic systems; and the train-mounted trip cock that is connected directly or electrically to the train's braking system.

The trip arm is up whenever the train should be automatically stopped. When it is safe for the train to proceed, the trip arm is lowered. This is a vital fail-safe system. The motor drives the trip arm down only when the signalling system determines it is safe for the train to proceed; the spring ensures that the trip arm is raised in all other situations (stop). If a train attempts to pass the signal with the trip arm in the raised position, the trip arm makes mechanical contact with the trip cock on the train, causing the train's brakes to be automatically applied and the train comes to a stop.

Wayside trip arms are adjusted so that the trip arm rises to a point approximately 2½ inches (about 6 centimetres) above the top of the running rail when in the stop position, and lowers to approximately 1 inch (2.5 centimetres) below the top of the running rail when clear. Operating time is approximately two seconds.

Types of train stops

There are three types of train stops:

• Trip stop - stops train trying to pass red signal
• Timed train stop - stops train moving too fast
• Fixed train stop - prevents any trains from passing a point

Trip stops

The trip arm is up whenever the signal is not displaying a proceed aspect. If the train tries to pass the signal, the train stop remains raised and trips the train to a stop. When the signal indicates it is safe to proceed (clear or caution), the trip arm is lowered, and the train is able to proceed without further hindrance. In some cases, train stops will not be lowered when the signals to which they apply are exhibiting proceed indications, e.g. when subsidiary signals are cleared, forcing trains to trip before proceeding, as a means of ensuring movements are conducted at safe speeds.

Timed train stops

With a timed train stop, the train stop stays raised until the approaching train has shunted a track circuit on the approach for a period of time corresponding to a set speed. If the train approaches at a speed higher than the set speed, the train stop remains raised and trips the train to a stop. If the train approaches at a speed equal or lower than the set speed, the train stop lowers before the train arrives, and the train is able to proceed without further hindrance.

Some timed train stops require the driver to acknowledge a stimulus before being lowered on a yellow signal.

For small fixed speed limit (15–20 km/h) simpler construction is also used. The trip arm rotates freely on a horizontal axis with counterbalance attached to its lower end. If train speed is low the arm will be rotated by the trip cock with small force without braking. But if its speed is high force will be large due to counterbalance inertia, causing braking.

Fixed train stops

Fixed train stops are a type of stop that is immovable. They are positioned before a dead end track to stop a train before it reaches the end. They may also be used at the end of tracks where normal service trains should not pass such as the end of electrified territory (Hamilton, NSW) , and to test the automatic brake and tripgear of trains departing certain locations, e.g. storage sidings.

A fixed train stop that is the last trainstop on a running line in the reverse direction may, despite its name, be suppressed, as is the case with the associated "Fixed Signals" at Macarthur, Turella, East Hills, Emu Plains, Chatswood, Hornsby, Glenfield, Homebush, etc. on the CityRail (Sydney) network. Suppression is needed because in Sydney, the rear triparm is always lowered, while in Melbourne, suppression is not needed as the rear triparm is raised.

Installations

In 1901 Union Switch and Signal Company developed the first automatic train stop system for the Boston Elevated Railway. This system was soon adopted by the New York City Subway and other transit systems in the United States. Similar systems were installed around this time on the London Underground system.

Because of its mechanical nature, the train stop has certain limitations in application. Severe snow and ice conditions, for example, could interfere with operation of the wayside trip arm. Its widest application, therefore, is on underground rapid transit lines, where conditions that might interfere with proper operation are readily controlled. The Toronto Transit Commission Subway is another system where train stops are used.

Train stops on London Underground lines are gradually being phased out in favour of ATP and distance-to-go signalling. They are standard equipment on all RailCorp metropolitan passenger lines in New South Wales and are also used in Melbourne, Australia.

Trackside installation

Train stop of Berlin S-Bahn

• Berlin S-Bahn rapid transit uses a metal bar at the height of the first bogie where the trip cock is placed. The metal bar (also named "Streckenanschlag" / track stop collar) folds away to allow passing.
• Berlin U-Bahn small profile underground uses a metal stick hanging over track horizontally like a semaphore. The trip cock is on the roof of the first wagon (near the first door) almost looking like a lightning rod.
• Berlin U-Bahn large profile underground uses a mushroom-shaped swivel next to the right rail that blocks by extending into the structure gauge. The trip cock is mounted on the first bogie.
• New York City Subway uses a T-shaped metal bar rising from the floor on the right side of the track for lines on the former IRT and the left side for the former BMT/IND. To allow passing it pivots down. A trip cock is mounted on the corner of the truck of each car. Placement depends on the division the train runs on; some rolling stock is equipped on both sides.
• London Underground uses a square-shaped metal plate that functions similar to the New York Subway system.
• Sydney now uses the London Underground type J trainstop called the JA, except that it is mirror-image mounted on the left hand side of the track instead of the right hand side.

Reverse direction

When trains operate in the reverse direction, they may "back trip" on train stops applying to the normal direction, which is a nuisance. This may be avoided in one of three ways:

1. In Melbourne, the rear trip is raised, but this runs the risk of runaways from terminal stations at high elevation;
2. In Sydney, the rear trip is lowered, and train stops in the opposite direction are "suppressed" so that they do not engage the rear trip. Trips on intermediate cars, if any, are always raised.
3. In New York, when the signalling system clears motion in one direction (on bi-directional track or through an interlocking), it will automatically drive the stops which apply to the other direction. This is necessary because trip-cocks are located along the entire length of trains in New York, not just the lead car.

See also

• Automatic train protection (ATP)
• Automatic Warning System - does not enforce a stop at a red signal.
• Cab signalling
• Catch points
• Dead man's switch
• Indusi or PZB - German ATP
• Moorgate control
• Railway signal
• Train Protection & Warning System

References

• Richey, Albert S. (1915). "Automatic Train Stop". Electric Railway Handbook. New York: McGraw-Hill. pp. 813–815. http://books.google.com/books?id=23hIAAAAMAAJ&dq=%22automatic%20train%20stop%22&pg=PA813#v=onepage&q=%22automatic%20train%20stop%22&f=false. 
• General Railway Signal Co. (June 1979). Elements of Railway Signaling