French railway signalling.html



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The current French railway signalling system is in force on the Réseau Ferré de France since 1930, when the code Verlant was applied.

History

Historically, each private railway company designed and used its own signals. However, during the First World War the interpenetrations of trains between networks had been multiplied. It thus became necessary to create a new unified signals. A commission has thus been created in May 1926, directed by Eugène Verlant of the PLM.

The Verlant commission returns its report at the end of 1927. The new code of signals received the approval of the Ministry of public labour August 1th, 1930. Conversion to the Verlant code was effective only at the end of 1936, except on the network of Alsace-Lorraine where it was completed later, because of the very particular character of pre=existing signalling.

The Verlant code was very innovative, based on simple principles:

• large place given to luminous signalling, which thereafter simplified the installation of the automatic block;
• light signals based on three colors: red (stop), yellow (to announce stop or limited speed), green (clear). This code of colors were applied by many foreign companies. It was also applied for the road signals;
• simplification of the signals: is presented only the most imperative indication (except in several cases).

Placement of the signals

Placement of signals is made normally on the side of the trafic: on the left if the trains circulate on the left. However, in Alsace (Bas-Rhin and Haut-Rhin) like in the Département of Moselle, signal placement is made on the right and normal circulation is done on the right. In fact, this area was attached to Germany from 1870 to 1918. The trains run on the right in Germany and the Alsatian and Mosellan network were built in that period. After this zone became French again, the establishment of the network was almost complete, with circulation on the right. Reversing the direction would be too expensive, in particular for interlocking, so circulation and signals remained on the right.

In several stations and on several line sections, when the place layout imposes it, signals can be set on the right. They are then equipped with a white arrow indicating the way to which they are addressed.

On some double-track line sections equipped with a permanent counter-track installations (IPCS), signals are placed normally on the right for counter-track circulations. No white arrows are used. In fact, entering the wrong way is confirmed by a luminous counter-track entrance board (TECS), which, when lit, indicates that the following signals are placed on the right (on the left for Alsace and Moselle). In the same way, a counter-track exit board (TSCS) indicates the return to circulation on the normal way, with signals placed on the normal side.

Where the circulation of the trains is done on the left, the hand-held stop signals (red flag, stop marker or lantern with red light) are presented on the left or at the center of the concerned track. When there is a platform by the track, they can be presented on the side of the platform.

Wayside signals

Here are some examples of signals used on the French network.

Some signals and aspects		Example: Approach, shown on an automatic block signal.	Example: Absolute stop, shown on a protection signal with extended shape.	Some signs
	Protection signal showing: Stop then proceed. Block occupied. The driver must stop, then he is allowed to proceed at restricted speed only if a "F" plate is shown ("Franchissable" or "Passable"). "NF" (Non-Franchissable) is a protecting signal and red is absolute stop.				Approach speed limit. The driver must decrease speed to indicated in km/h before the announced speed limit sign.
	Block signal showing: Clear. Track clear. The driver can proceed at prescribed speed.				Speed limit. The driver must not exceed the speed announced by the approach speed limit sign.
	Approach signal showing: Approach diverging 30 km/h. Next signal cleared to diverging track. The driver must pass the points (switches) protected by the next signal not exceeding 30 km/h.				Siding. This board indicates that the train is directed to a siding.
	Protection signal showing: Shunt ahead. Signal cleared for shunting movement. The driver must proceed at restricted speed.				Limit of shunt. This board indicates a limit not to pass when shunting.

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External links

• French signalling
• The European Railway Signalling Server