Basic Railway Signalling (Part 4)

Interlocking
Table of Contents
Interlocking

• Objectives 3
• Course Content 4
• Types of Signalling 6
• Absolute Block 17
• Permissive Block 27
• Track Circuit Block 33
• Interlocking 35
• Route Interlocking 48
• List of Routes 63

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Objectives

The aim of this course is

to provide engineers with
little or no knowledge of
railways with an
understanding of basic
railway signalling
principles.

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Course Content

1. THE DEVELOPMENT OF RAILWAY SIGNALLING

2. RAILWAY SYSTEMS – THE OVERVIEW
3. THE COMPONENTS OF A SIGNALLING SYSTEM
4. INTERLOCKING
5. HEADWAY CALCULATION
6. SCHEME PLAN DESIGN
7. FUTURE SIGNALLING – ETCS

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INTERLOCKING

 Types of signalling
• Absolute block
• Permissive block
• Track circuit block
 Interlocking
• Route interlocking
• Lists of routes

Railway Signalling  The Signal [Link]; 24:37 mins

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TYPES OF SIGNALLING
 There are a lot of different types of railway transportation.
Type Use Speed Distance No. of Service Competition
Passengers Freq.
People Mover Airports 30 kph Short Up to 30 3 min Walk
LRT In city, on roads 80 kph Short Up to 150 5 min Car, Bus & Taxi
Metro In city, elevated or 80 kph Short Up to 500 5 min Car, Bus & Taxi
underground
Suburban City to suburbs 140 kph Medium Up to 300 8 min Car & Bus
Freight All 40 kph All None 120 min Truck
Rural Medium distance 140 kph Medium Up to 500 30 min Car & Bus
High-Speed Long distance 200 kph Long Up to 1000 60 min Car, Bus & Plane

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From Department of Rail Transport; [Link]

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From Department of Rail Transport; [Link]

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Light Rail
< 20,000 passengers/hour

Heavy Rail
> 20,000 passengers/hour

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THE SIGNALLING SYSTEM COMPRICES:

 Signals: Give simple and clear indication to drivers.
 Track Circuits: Is used to prove the absence of a train.
 Points: Provide a facility for moving between tracks.
 Automatic Train Protection (ATP): ATP protects against driver error.
 Interlocking: Ensures safe passage of train from one block section to next.
 Control Centre: Enables trains to follow a fixed schedule.

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VEHICLE CHARACTERISTIC:
 The signalling system is dependant on
the distance required by a train,
travelling at maximum speed, to stop.
This depends on:
• Maximum speed
• Gradient of line
• Braking rate
• Loading
• State of braking equipment
• Drivers reaction time
• Environmental conditions
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TRAIN
SPEED

BRAKING CURVE

DISTANCE

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 Passenger ride comfort must

be taken into account.
 When calculating the distance
required by a train to stop, the
‘Service Braking Distance’
must be used. This is the
distance taken to give
passengers a comfortable ride.
 The worst case must always be
used, e.g. a fast, heavy train
with poor braking equipment.

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Q: How long does it take a train to brake?

A: Some typical service braking distances are:

SPEED (kph) GRADIENT BRAKING DISTANCE (m)

40 LEVEL 280
80 1.5% FALLING 1060
80 LEVEL 920
80 1.5% RISING 680
160 LEVEL 2040

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If we compare a Tram against a Rural Train:

PARAMETERS LRT Rural
Speed 60 kph 140 kph
Loading Light Heavy
Service Frequency 5 min 30 min
Headway’s 3 ½ min 10 min
Train Length. 60m 200m

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ABSOLUTE BLOCK
 Absolute Block maintains a safe separation distance between following
trains. Single lines must do the same, but additionally need to protect against
head-on collisions.

Page 17 Absolute Block.mp4 ; 4:16 mins

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 If a train is standing immediately in advance of a Block Section, and a

following train fails to brake sufficiently such that it runs past the protecting
home signal, a rear-end collision could occur.

Station limits Block section Station limits

A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up

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 An additional distance, typically 200-500 m, in advance of the Block Section

must also be proved clear.
 In block working, an additional overlap track circuit is provided, so only 1
home signal is needed.

Station limits Block section Station limits

A
B
WARNER HOME STARTER WARNER OUTER HOME INNER HOME STARTER

Up
OVERLAP

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 The Interstation Block can be defined as from the Starter Signal of one
Station to the Overlap of the Home Signal at the adjacent station.
 The diagram below depicts an Absolute Block.

STARTER SIGNAL -
HOME SIGNAL - EXIT
ENTRY

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 One Train Operation is the simplest method.

 A train cannot enter the single line section unless in possession of a ‘staff’ or
‘token’. Only one staff exists, therefore there can only ever be one train in
the section at a time.

Wooden Staff

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 Staff and Ticket allows following trains to enter without having to wait for the
first to return.
 All but the last train in the same direction are given a ticket, having been
shown the staff first. The last train carries the staff to the other end.
 Absolute Block working must still be used.
New Junction Railway
TRAIN STAFF TICKET
Class 1 train from Plymouth
To the engine driver
You are authorised, after seeing the
train staff, to PROCEED from
AFAN to BALLARD
And the train staff will follow
Date Signed .
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 Token Bag and Post

Thai Railway Signalling  [Link]

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(รับ-ส่ งห่ วงทางสะดวก ข.425 ที่บุ่งหวาย; 1:19 mins)
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 Tokenless Block does not require the driver to be in possession of a staff or

ticket to enter the single line section. Traditional fixed signals are provided
instead.
DOWN
1

3
UP 4

 The UP train has authority to enter the single line section as his Starter
Signal No 3 shows ‘proceed’. Interlocking ensures that Starter Signals 1,
2 and 4 show ‘stop’, they are inhibited from showing ‘proceed’.
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 Once it has been proved that the train has arrived at the other end, the block
is free and another train can enter.

DOWN
1

3
UP 4

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 A method of tokenless working in Thailand does not have interlocking

between end of line starter signals but relies on a strict operating procedure.

Thai Railway Signalling  [Link]

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(ขอ-คืน ทางสะดวก; 3:17 mins)
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PERMISSIVE BLOCK
 On freight lines and non-
passenger moves only, it can
sometimes be permitted to
have >1 train in a section.
 The first train enters as per
absolute block working.
Second and subsequent trains
enter under ‘drive-on-sight’.
They will be given a special
indication to warn them of this.

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 A ‘Permissive Block Instrument’

counts the number of trains in a
section.
 When all trains have left the
section, block status returns to
‘normal’.

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ABSOLUTE vs PERMISSIVE BLOCK

 An Absolute Block is where only ONE train is permitted to enter the section
between stations.
 It must exit at the receiving station completely before following train can
enter.

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 When the distance between Stations is sufficient, Intermediate Block

Signals are introduced to improve and increase Headway.
 This allows for more trains to operate in the same direction, therefore
generating increased revenue.
 The diagram below shows the introduction of Intermediate Block Signals.

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 A Permissive Block is where more than ONE Train is permitted to enter the
section between stations.
 This is characterized by having Intermediate Block Signals as shown below.
 The Intermediate Block conditions must be met for the 2nd train to enter.

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 Potential scenario shown below of “maximum” number of following trains

utilizing a Permissive Block.

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TRACK CIRCUIT BLOCK

 A track circuit is a device which proves the absence of a train.
 It was initially used to aid signalman, by reminding them that a train was
standing at their Home Signal.
Station limits Block section Station limits

A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up
BERTH TRACK CIRCUIT
Down

STARTER
STARTER HOME WARNER HOME WARNER

Station limits Block section Station limits

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 It was soon realised that a track circuit could be used to prove that the
whole of a block section was clear.
 Signalman ‘A’ does not now require ‘Line Clear’ authority from Signalman ‘B’
for a train to enter the block section, as the track circuit was used to prove it
clear instead. Station limits Block section Station limits

A
WARNER HOME
B
STARTER WARNER HOME STARTER

Up
SECTION TRACK CIRCUIT
Down

STARTER
STARTER HOME WARNER HOME WARNER

Station limits Block section Station limits

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INTERLOCKING (see more details from ARTC-SCP06 Ver.3.0)

Nomenclature Meaning of Letters (Description Term – Prefix Letter)
A. Approach: Automatic B. Block: Bolt
C. Checking or Proving: Coding D. Clear (green): Decoding
E. Light: Heat (externally applied) F. Fog
Emergency: Earth
G. Signal H. Caution
HD. Medium or Lower Yellow I. -
J. Time (delayed action) K. Indicating or detecting
L. Locking: Left M. Marker: Magnetic
N. Normal O. Retarder
P. Repeating Q. Treadle or bar
ARTC Website, [Link]
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Nomenclature Meaning of Letters (Description Term – Prefix Letter) cont.

R. Reverse: Right: Danger (red) S. Stick
T. Track Circuit U. Route (aspect displayed to be shown in
brackets indicating)
V. Train stop W. Points
X. Audible indicator (such as bell, buzzer, Y. Slotting or disengaging
horn): Level or highway crossing
Z. Special (to be explained on plan) Up. Up (direction of traffic)
Dn. Down (direction of traffic)

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Nomenclature Meaning of Letters (Apparatus – Last Letter)

A. - B. Block instrument
C. Contact D. -
E. Electric lamp (illuminating): Earth F. Fogging apparatus (e.g. detonator placer)
G. Signal apparatus, including light signals H. Capacitor
I. Inductor J. Rectifier
K. Indicator (visual) L. lock
M. Motor N. Release: Hand operated switch, push-
button or key
O. Resistor P. Lever latch or trigger contact
Q. Local coil of double element relay

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Nomenclature Meaning of Letters (Apparatus – Last Letter) cont.

R. Relay or contractor (line or track) element S. -
of double element relay)
T. Transformer: Transmitter t. Terminal
U. Train description apparatus (for route) V. Train stop apparatus
W. Points operating apparatus X. Audible indicator (such as bell, buzzer,
horn)
Y. Disengaging apparatus Z. Special unit (to be explained on plan)

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Examples of Common Names in Use

A: Approach
• 27 ALSR, approach locking stick relay for 27 signal
B: Block, Battery positive
• BR, block relay
• B50, positive 50 volt DC
• BX110, positive 110 volt AC
C: Contactor, Checking, Control
• C(M), 240 volt contactor for mains supply
• 27ECR, 27 (signal) lamp checking relay
• HSFCR, High Street flasher control relay
• 102UECR, 102 route lamp checking relay

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Examples of Common Names in Use

D: Down, Clear (Green)
• (DN) BR, down block relay
• 27 DGE, 27 (signal) clear (green) signal lamp
• 27 DGKE, 27 (signal) clear signal indication lamp
E: Lamp, Entrance, Exit
• 27 DGE, 27 signal clear signal lamp
• ENR, entrance relay, EXR and exit relay
• ELD, earth leakage detector

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Examples of Common Names in Use

F: Flashing, Traffic
• (UP) FSR, Up traffic stick relay
• FCR, flashing control (checking) relay
• 27 (F)HR, 27 flashing caution relay
G: Signal, Gate
• 43 GSR, 43 (shunt) signal stick relay
• 14GKE, 14 signal indication lamp
• HSFGR, High Street flasher gate (boom control) relay
H: Caution
• 14HR,14 (signal) caution relay
• 14HHR, 14 (signal) preliminary (double) caution relay

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Examples of Common Names in Use

J: Time, Timer
• 27AJR, 27A track timing relay
• 14AJUSR, 14A (route) timed route stick relay
• EF(UP)JULSR, EF track (UP) time route lock stick relay
K: Indication
• 15RGKR, 15 signal reverse signal indication relay
L: Lock, Lever
• 7LR, 7 points locking relay
• 102/103/105 LSR, 102, 103 and 105 signals lock stick relay
• 9NLPR, 9 normal lever repeat relay

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Examples of Common Names in Use

M: Motor
• 7WM, 7 points motor
N: Normal, Negative battery
• 7NLR, 7 (points) normal lock relay
• 7NKR, 7 (points) normal indication (detection) relay
• N50, Negative 50 volts dc
• NX110, Negative 110 volts ac
• 550NWLR, 550 normal point lock relay

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Examples of Common Names in Use

O: Outer
• HSDOAR: high street down outer approach relay
P: Repeat, Power
• 27TP, 27 track relay repeat
• 23PB, 23 (signal) push button
• POJR, power off timing relay

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Examples of Common Names in Use

R: Red, Relay
• 27RGE, 27 red signal lamp
• RB, relay positive: RN, relay negative
• 27RECR, 27 (signal) red lamp checking relay
S: Stick
• 27TSR, 27 track stick relay
T: Track
• 14ATR, 14A track relay
• TB, track positive: TN, track negative

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Examples of Common Names in Use

U: Route
• RUR, Reverse route relay
• UAUR, Up approach route relay
• 102AUGE, 102A signal route, route signal lamp
V: Train stop
• 27V, 27 signal train stop motor
W: Point
• 101WJR, 101 points timing relay
• 101WM, 101 points motor

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Examples of Common Names in Use

X: Crossing
• XMR, boom gate crossing motor relay
• XASR, crossing approach stick relay
Y: Reverser
• 7Y, 7 signal reverser coil
Z: Special
• HSDAOZR, High Street down outer approach special relay

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ROUTE INTERLOCKING
 To Set a Route:
• All points correctly set OR free to move
• No conflicting routes set
 To Clear a Controlled Signal for a main route:
• Route set
• All points detected and locked in position – or free to move for swinging
overlap
• All track circuits clear – including overlap
• Route approach released if applicable
• Signal ahead lit.

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 Route Setting Process

15

BA

17 19
201
AA AB AC 202 AD AE AF

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When a valid route request is received, the

Route Availability interlocking first checks the availability of each
set of points involved in the route and overlap.

Interlocking would first check!

Is there physical route between 17 as an
entrance and 19 as an exit?
Both 201 and 202 are in correct position, aren’t
15
they?

BA Route is not AVAILABLE.

17 19
201
AA AB AC 202 AD AE AF

enter exit

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AB, AC, AD, AE and AF is locked.

201 is in normal position.
202 is in normal position.
15
Of cause, AC will lock 201 point and AD
will lock 202.
BA

17 19
exit
201
AA AB AC 202 AD AE AF

enter
A method of releasing a route after the
passage of a train without further action
Train Operated Route Release (TORR) form the signalman.
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Approach Locking
Route is cancelled!
And the another train is coming.
Second train send request to
travel from ‘15’ to ‘19’
enter
If everything is OK!!
15
BA
(route available)

Train is exit
coming! 19
17
201
AA AB AC 202 AD AE AF

enter Route
Locking!
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Approach Locking
This problem is solved by
keeping the route locked for a
period of time.
It is possible for the system to
‘LOOK BACK’ to see if train is
15 approaching or not.

BA

17 19
201
AA AB AC 202 AD AE AF

enter exit

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Route Releasing Once the route has been cancelled

the locking is removed track by
track behind the train.
Taking track AD as an example, its
locking can only be removed if the
locking has already been removed
15
from previous track, AC, and if AD
track itself is clear.
BA

17 19
201
AA AB AC 202 AD AE AF

enter exit

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Approach Control

 The object of approach control is to force the driver of a train to reduce speed
to a safe level for this divergence. The train consequently approaches 15 at
Red and will be slowed to stop appropriately by driver.

15

BA BB

17 19
201
AA AB AC 202 AD AE 21 AF

BC BD BE

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Approach Control

 However, when BA track is occupied the route arm and signal will clear. Even if
the driver then accelerates at the maximum possible rate, the speed of the
train will not be excessive over the reverse points.

15

BA BB

17 19
201
AA AB AC 202 AD AE 21 AF

BC BD BE

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Main Aspect Approach Controlled from Red (MAR)

 The train needs to reduce its speed from 90 M/hr down to 20 M/hr over the
point so “Main Aspect Approach Controlled from Red (MAR)” will be used.

17 19

AA AB AC 200 AD AE 21 AF

BA BB

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Main Aspect Approach Controlled from Red (MAR)

 Signal 17 will not display a proceed aspect for 17B(M) route until the train
which is braking down to the signal has occupied AA track circuit for time. This
is denoted in the Scheme Plan Route Box with the presence of “MAR” in the
special notes section in the last box.

17 Route A 19

AA AB AC 200 AD AE 21 AF

BA BB
Route B

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Main Aspect Approach Controlled from Red (MAR)

AB occ

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Free Yellow (ZY)

 The line speed is 65 M/hr and the turnout speed is 45 M/hr. The train is not
required to slow down as much, so we give the train driver a Yellow Aspect on
17 signal with the junction indicator alight at position 4.

15 17 19

AA AB AC AD 200 AE AF 21 AG

BA BB

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Free Yellow (ZY)

 The junction signal will show a Yellow Aspect with the JI alight until the train
arrives on the berth track circuit AC, when it can clear to a Green aspect if 21
signal is displaying a Yellow or Green. The route box for 17B(M) will show “ZY”
in the “special notes” column at the end to denote a “Free Yellow”.

15 17 19

AA AB AC AD 200 AE AF 21 AG

BA BB

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 Approach Locking
• The electrical locking of a route to prevent a route being released in front
of an approaching train
 Approach Release
• The maintaining of a signal at Red, preventing the signal clearing until it
is proved that a train has sufficiently braked for an approaching junction.

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LIST OF ROUTES
 Depending on the layout
there will be a number of
different routes from each
signal.
 Sometimes these are listed
on the scheme plan.
 If not a separate ‘List of
Routes’ will be produced.

Page 63 The Signalling [Link]; 24:37 mins

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 Letters or numbers identify each route from the same signal, ‘A’ or ‘1’ being
the most left-hand route, then ‘B’ or ‘2’ in a clockwise direction.
 Letters in brackets identify the type of route e.g.,
• Main (M) – Main signal, route clear, full overlap available.
• Warning (W) – Main signal, route clear, full overlap not available.
• Call-on (C) – Position light (or equivalent), route occupied, no overlap
required.
• Shunt (S) – Position light (or equivalent), for shunting purposes.
• PoSA (P) – Flashing position light aspect for degraded situation –
Proceed on Sight Authority (i.e. flashing red = call-on).
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Route Indicator
From Signal Route Number To Signal Platform
Position
1-5 A(M) or 1(M) 15 UP MAIN -
1-5 A(C) or 1(C) 15 UP MAIN -
1-5 B(M) or 2(M) 17 DN MAIN 4
1-5 B(C) or 2(C) 17 DN MAIN -
1-5 C(M) or 3(M) 19 DN LOOP 4
1-5 C(C) or 3(C) 19 DN LOOP -
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Route Indicator
From Signal Route Number To Signal Platform
Position
1-5 A(M) or 1(M) 15 UP MAIN -
1-5 A(C) or 1(C) 15 UP MAIN -
1-5 B(M) or 2(M) 17 DN MAIN 4
1-5 B(C) or 2(C) 17 DN MAIN -
1-5 C(M) or 3(M) 19 DN LOOP 4
1-5 C(C) or 3(C) 19 DN LOOP -
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Route Indicator
From Signal Route Number To Signal Platform
Position
3-5 A(M) or 1(M) 17 DN MAIN -
3-5 A(C) or 1(C) 17 DN MAIN -
3-5 B(M) or 2(M) 19 DN LOOP 4
3-5 B(C) or 2(C) 19 DN LOOP -

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Route Indicator
From Signal Route Number To Signal Platform
Position
3-5 A(M) or 1(M) 17 DN MAIN -
3-5 A(C) or 1(C) 17 DN MAIN -
3-5 B(M) or 2(M) 19 DN LOOP 4
3-5 B(C) or 2(C) 19 DN LOOP -

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Signal Route Platform To Signal RI Position Signal Route Platform To Signal RI Position
1-5 1(M) UP LOOP 31 1 3-5 1(M) UP LOOP 31 1
1(C) UP LOOP 31 - 1(C) UP LOOP 31 -
2(M) UP MAIN 15 - 2(M) UP MAIN 15 1
2(C) UP MAIN 15 - 2(C) UP MAIN 15 -
3(M) DN MAIN 17 -
3(C) DN MAIN 17 -
4(M) DN LOOP 19 4
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Signal Route Platform To Signal RI Position Signal Route Platform To Signal RI Position
1-5 1(M) UP LOOP 31 1 3-5 1(M) UP LOOP 31 1
1(C) UP LOOP 31 - 1(C) UP LOOP 31 -
2(M) UP MAIN 15 - 2(M) UP MAIN 15 1
2(C) UP MAIN 15 - 2(C) UP MAIN 15 -
3(M) DN MAIN 17 -
3(C) DN MAIN 17 -
4(M) DN LOOP 19 4
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CONTROL TABLE

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Signal Route Platform To Signal RI Position Signal Route Platform To Signal RI Position
2-6 1(M) UP MAIN 16 - 4-6 1(M) DN LOOP 20 1
1(C) UP MAIN 16 - 1(C) DN LOOP 20 -
2(M) UP LOOP 32 4 2(M) DN MAIN 18 -
2(C) UP LOOP 32 - 2(C) DN MAIN 18 -
3(M) UP MAIN 16 4
3(C) UP MAIN 16 -
4(M) UP LOOP 32 4
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List of Routes

Signal Route Platform To Signal RI Position Signal Route Platform To Signal RI Position
2-6 1(M) UP MAIN 16 - 4-6 1(M) DN LOOP 20 1
1(C) UP MAIN 16 - 1(C) DN LOOP 20 -
2(M) UP LOOP 32 4 2(M) DN MAIN 18 -
2(C) UP LOOP 32 - 2(C) DN MAIN 18 -
3(M) UP MAIN 16 4
3(C) UP MAIN 16 -
4(M) UP LOOP 32 4
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CONTROL TABLE

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Failsafe

 Signalling Equipment is designed so that any failure will result in signals being
set at their most restrictive aspect.

Signal Box Signal Box

Wire Broken wire

R R

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Damaged Wire

Location Signal Box Location Signal Box

R R

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Failsafe

Q: Are these circuits failsafe?

AB TR
AB TF

AB

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Failsafe

A: NO! Example: A power failure to AB TR would cause AB TR to DROP. The back contact in the
DR circuit would open and the DR would PICK. The result is that the signal would revert back to
GREEN even though the line ahead was not clear of trains. This is NOT FAILSAFE.
AB TR
AB TF

AXLE

AB

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Failsafe

A: NO! Example: A power failure to AB TR has caused AB TR to DROP. The back contact in the
DR circuit has opened and the DR has PICKED. The result is that the signal has reverted back to
GREEN even though the line ahead is not clear of trains. This is NOT FAILSAFE.
AB TR
AB TF

AXLE
CABLE FAILURE

AB

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Failsafe

 Failsafe track circuits don’t prove the presence of a train, they prove the
“ABSENCE of a Train”.
AB TR
AB TF

AB

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Wrong Side Failure

 A failure that leads to, or could lead to, an accident resulting in injury or
damage.
• Example: A false proceed aspect is shown on a signal due to a failure i.e. a
green or yellow rather than red.

Right Side Failure

 A failure that cannot direct lead to an unsafe situation.

• Example: A track circuit should show itself to be occupied under failure
conditions, This causes the signalling system to revert to a more restrictive
state – stops the passage of trains.
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Safety Systems Terminology

 Vital
• Attribute of equipment or systems
• Incorrect operation may lead to:
 Personal injury
 Damage to property or equipment
 Non vital
• Attribute of equipment or systems
• Incorrect operation cannot lead to:
 Personal injury
 Damage to property or equipment

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Safety Systems Terminology

 Verification (have we done things right)
• Proof that design complies with specification
 Example: function testing an interlocking according to the control
tables and track plan
 Validation (have we done the right thing)
• Proof that a specification complies with the established requirements
of a system
 Example: testing to first principles by an independent party that the
system always operates safely

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Safety Integrity Level - SIL

Level Required Example PFH: Probability

Integrity of of Failure per
Safety Hour
4 Very high Interlocking 10-8 -10-9
3 High 10-7 -10-8
2 Medium Train description VDU
10-6 -10-7
based control system
1 Low 10-5 -10-6
0 Non safety related Management Non safety related
information systems
Thai Railway Signalling  [Link]
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(ระบบอาณัติสัญญาณ (Siemens) สถานีรถไฟหลวงจิตรลดา; 6.01 mins)
Basic Railway Signalling
Interlocking

SUMMARY
 A signalling system comprises track circuits, signals, points, control centre and
possibly an automatic braking system.
 Service Braking Distance is the distance taken to stop for a train travelling at
maximum speed, with passengers.
 Single Line Working ensures only 1 train in a section, common types are One
Train Operation, Staff and Ticket, Electric Token Block and Tokenless Block.
 Permissive Block allows >1 non-passenger train to enter a block section.
 Track Circuit Block uses track circuits to prove a block section clear.
 Overlaps protect against a vehicle over-running a stop signal.

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SUMMARY (Cont.)
 Controlled Signals are usually plated as Non-Passable (Stop).
 Automatic Signals are usually Passable (Proceed).
 Vital, Incorrect operation may lead to personal injury or damage to property or
equipment
 Non vital, Incorrect operation cannot lead to personal injury or damage to
property or equipment

Thai Railway Signalling  [Link]

(สถานี รถไฟแห่ งแรก และเพียงแห่ งเดียว ในประเทศลาว; 20:39 mins)
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