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French railway signalling
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French railway signalling
The current French railway signalling system is in force on the Réseau Ferré de France (now SNCF Réseau) since 1930, when the code Verlant was applied.
Historically, each private railway company designed and used its own signals. However, during the First World War the interpenetration of trains between networks had increased, so that it became necessary to create a new unified signals specification. A commission was set up in May 1926, directed by Eugène Verlant of the PLM.
The Verlant commission submitted its report at the end of 1927. The new code of signals received the approval of the Ministry of Public Labour on 1 August 1930. Conversion to the Verlant code was completed only at the end of 1936, except on the network of Alsace-Lorraine where it was completed later, because of the unusual pre-existing signalling.
The Verlant code was very innovative, based on simple principles:
Signals are normally placed on the side of the line: on the left if the trains run on the left. However, in the Départements of Bas-Rhin, Haut-Rhin and Moselle, trains normally run on the right and so signals are placed on the right. This area was part of Germany from 1870 to 1918; trains run on the right in Germany and the railways were built during that period. When the area became French again in 1918, the railway network was almost complete, and trains ran 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 local layout requires 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 "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). Similarly, a counter-track exit board (TSCS) indicates the return to normal running, with signals placed on the normal side.
Where trains run 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 relevant track. If there is a platform by the track, they can be presented on the side of the platform.
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French railway signalling
The current French railway signalling system is in force on the Réseau Ferré de France (now SNCF Réseau) since 1930, when the code Verlant was applied.
Historically, each private railway company designed and used its own signals. However, during the First World War the interpenetration of trains between networks had increased, so that it became necessary to create a new unified signals specification. A commission was set up in May 1926, directed by Eugène Verlant of the PLM.
The Verlant commission submitted its report at the end of 1927. The new code of signals received the approval of the Ministry of Public Labour on 1 August 1930. Conversion to the Verlant code was completed only at the end of 1936, except on the network of Alsace-Lorraine where it was completed later, because of the unusual pre-existing signalling.
The Verlant code was very innovative, based on simple principles:
Signals are normally placed on the side of the line: on the left if the trains run on the left. However, in the Départements of Bas-Rhin, Haut-Rhin and Moselle, trains normally run on the right and so signals are placed on the right. This area was part of Germany from 1870 to 1918; trains run on the right in Germany and the railways were built during that period. When the area became French again in 1918, the railway network was almost complete, and trains ran 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 local layout requires 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 "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). Similarly, a counter-track exit board (TSCS) indicates the return to normal running, with signals placed on the normal side.
Where trains run 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 relevant track. If there is a platform by the track, they can be presented on the side of the platform.