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Code of Practice
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Issue One Date June 1996

Track Circuit Requirements for D.C. Traction

Synopsis

This document gives the requirements for track circuit equipment operating in d.c. electrified areas.
Signatures removed from electronic version Submitted by: Nominated Responsible Manager

Submitted by

Authorised by: Chairman, Train Control and Communications Subject Committee

This document is the property of Railtrack PLC. It shall not be reproduced in whole or in part without the written permission of the Controller, Safety Standards,
Published by Safety & Standards Directorate Railtrack PLC Fitzroy House, 355 Euston Road London NW1 3AG
Copyright 1996 Railtrack

Jim Harper Nominated Responsible Manager

Authorised by

Philip Wiltshire Chairman, Train Control and Communications Subject Committee

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Code of Practice
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Track Circuit Requirements for D.C. Traction Contents

Section Description Part A

Issue One Date June 1996 Page 1 of 2

Page A1 A1 A1 A1 B1 B1 B1 B1 B2 B3 B5 B5 C1 C1 C1 C2 C3 C4 C5 C5 C5 C5 C6 D1 E1 E1 E3

Issue record Distribution Health and Safety Responsibilities Supply Purpose Scope Glossary Introduction Conductor Rail System Principles Provision of Track Circuits in DC Traction Areas Impedance Bonds Effect of Traction Current Imbalance
Planning and Design

Part B

1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11

Part C

Introduction Responsibilities for Bonding Design Plans Bonding Configurations Impedance Bond Siting Track Circuit Immunity Requirements Boundary with Non-Electrified Line Abutting/Overlapping D.C./A.C. Traction Systems Sidings Protection Boarding Traction Voltage Warning Labels
Components and Installation

Part D Part E

1 Introduction

1 Introduction 2 Double Millivoltmeter 3 DC Clamp Ammeter

Instrumentation Description & Use

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Track Circuit Requirements for D.C. Traction

1 Track Circuits 2 Bonding 3 Protection Boarding
Maintenance Testing & Commissioning F1 F1 F1 G1 G1 G1

Part G

1 General 2 Safety 3 Impedance Bonds Associated with Substations, TP Huts and Track Impedance Relay Installations 1 2 3 4 5 6 Introduction Single Rail Track Circuit Faults Due to DC Electric Traction Double Rail Track Circuit Faults Due to DC Electric Traction High Resistance Rail Faults Bonding Impedance Bonds Associated with Substations, TP Huts and Spur Feeds 7 Rail Current Balance Test - Double Rail Track Circuits 8 Rail Joint Test

Part H Fault Finding

H1 H1 H1 H2 H4 H7 H10 H11 Ref 1

References

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Track Circuit Requirements for D.C. Traction Part A

Issue record

Issue One Date June 1996 Page A1 of 1

This Code of Practice will be updated when necessary by distribution of a replacement Part A and such other parts as are amended. Amended or additional parts of revised pages will be marked by a vertical black line in the adjacent margin.
Part

Part A Part B Part C Part D Part E Part F Part G Part H References

Distribution

One One One One One One One One One

Issue

June 1996 June 1996 June 1996 June 1996 June 1996 June 1996 June 1996 June 1996 June 1996

Date

Comments

Original document. Original document. Original document. Original document. Original document. Original document. Original document. Original document. Original document.

Controlled copies of this Code of Practice shall be made available to all personnel who are responsible for the design, installation, maintenance and faulting of signalling systems. In issuing this Code of Practice, Railtrack PLC makes no warranties, express or implied, that compliance with all or any of Railway Group Standards or Codes of Practice is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of its own responsibilities to ensure health and safety at work and its individual duties under health and safety legislation. Controlled and uncontrolled copies of this Code of Practice must be obtained from The Catalogue Secretary, Railtrack Safety & Standards Directorate, Floor 2, Fitzroy House, 355 Euston Road, London, NW1 3AG. Telephone: 00 35903 or 0171 830 5903 (BT) Facsimile: 00 35776 or 0171 830 5776(BT)

Health and Safety Responsibilities

Supply

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2=HJ *
1 Purpose 2 Scope

Issue One Date June 1996 Page B1 of 6

This Code of Practice defines the functional requirements for track circuits operating in d.c. traction areas. This standard covers those requirements considered to be specific to d.c. traction areas. The more general requirements can be found in GK/RC0752. The information provided in this section of the Track Circuit Handbook applies under normal levels of traction current only. It does not apply to fault currents. Traction current conditions shall be as specified in GK/RC0752. The definitions of terms used by signal engineers vary depending on the location in which they were trained. A full list of terms is given in GK/RC0752, Part B. Prior to the 1950s, direct current was the only form of electrical energy used for traction purposes in the UK. It was implemented on major networks, such as London Underground, and other smaller systems, such as Liverpool (Merseyrail), Euston Watford and the North London Lines, using a 650V d.c. third rail system. Similarly, on the former Southern Region d.c. lines a 660/750V d.c. third rail system was installed, where the voltage at each substation along the line is progressively stepped up from 660V to 750V. The exposed nature of the conductor rails necessitated the voltage being relatively low. Therefore, very high currents were needed to provide the required power requirements. However, this imposed severe limitations on three and four rail d.c. traction systems due to the voltage drop. The use of overhead catenary wires enabled the supply voltage to be increased to 1500V, and a number of these systems were introduced in the 1930s & 1940s, eg. Manchester and Sheffield. However, the necessary size of the overhead conductor and the structures to support it proved very expensive. With the introduction of 25kV ac electrification schemes in the 1950s, the current requirements and the resultant volt drop were dramatically reduced for similar power levels, resulting in a reduction in size of overhead conductor and supporting structures. The supply substations could now be sited at much greater distances apart, reducing the overall costs. All overhead 1500V d.c. systems in the UK have now been converted to 25kV ac and only conductor rail d.c. systems remain. These conductor rail d.c. systems continue to provide valuable service and will do so in the future on account of the vast investment which would be needed to change to 25kV ac electrification. Trains with induction motor drives are therefore subject to special assessment and authorisation on a route specific basis via individual Safety Case arrangements.

3 Glossary 4 Introduction

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5 Conductor Rail System Principles

Track Circuit Requirements for D.C. Traction

5.1 Third Rail

With reference to Figure B1, the positive conductor rail is supplied from lineside substations and current passes to the traction motors by way of the collector shoes. After passing through the motors, the current returns to the substation through the wheels and axles of the train and through one or both running rails. It should be noted that substations are connected in parallel to the conductor rail system and a train may be drawing current from more than one substation. As the distance from the nearest working substation increases, the resistance of both the conductor and return rail paths increases. Therefore, the voltage across the traction motor decreases. Additional IRJs are provided in both rails at the boundary between electrified and nonelectrified lines in order to minimise traction current returning to the substation via undesirable paths, causing interference and electrolytic corrosion.
Substation Positive Conductor Rail Collector Shoe

Running Rails

Traction Motors

Figure B1 5.2 Fourth Rail

London Underground Limited (LUL) uses a system that allows the traction current to return to the substation through a collector shoe to a negative conductor rail laid in the centre of the fourfoot. This rail is insulated from the running rails, which are therefore free from traction return current. Where LUL trains run over Railtrack lines equipped with the third rail system, eg. Richmond Gunnersbury, Putney Bridge Wimbledon and Queens Park Harrow & Wealdstone, a fourth rail is installed and bonded to whichever of the running rails is used for traction return current, to allow the return current to flow when LUL trains are running. LUL trains are fitted with third and fourth rail shoes, whilst others only use the third rail system.

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5.3 Fourth Rail (NonContact Return Reinforcement)

In areas of high traction return currents (currently where class 92, 373 and 465 units run) an additional rail is sometimes provided in the fourfoot or on the sleeper ends to reduce the resistance of the return path to the substation. This rail has no physical

connection with the train, but is electrically bonded to the traction return rail in single rail track circuit areas or the crossbonding connection of an impedance bond in double rail track circuit areas. be used in place of a fourth rail. In other areas, large negative conductor cables may

5.4 Track Paralleling (TP) Huts

Track Paralleling Huts are usually located approximately midway between traction substations. They enable the paralleling of conductor rails through circuit breakers to reduce the resistance between the substation and the train, thereby improving the voltage seen by the train. The effect can be used either to run longer trains by

increasing circuit breaker overload settings or to allow substations to be positioned further apart. The paralleling of of the the conductor parallelism rail can is be done through in the circuit event breakers of so that or

disconnections maintenance.

made

emergency

5.5 Track Alive Relays

On parts of the former Southern Region, where regenerative braking is used, some single end fed branch lines have Track Alive Relays installed (one per running line). These relays give a remote indication to the Electrical Control Room that the track is live. This track condition can arise even when the circuit breaker is opened due to

current being fed back into the system from a regenerating train. If the negative lead is disconnected from the track, it can result in the negative lead rising to traction potential.

6 Provision of Track Circuits in D.C. Traction Areas

In d.c. traction areas, the Electric Traction Engineer normally requires both running rails for traction return currents. rail track circuits. This limits the Signal Engineer to installing double In S&C areas, it is not normally possible to bond the track in double Also in S&C areas,

rail form, therefore single rail track circuits have to be installed.

the Electric Traction Engineer may reinforce the traction return paths by additional negative return cables and cross bonding to other lines. All track circuits in d.c. electric traction areas and for 800m beyond the limits of the traction area defined by the IRJs must be immune from d.c. traction interference. See GK/RC0752 Part D Section 4.

6.1 Single Rail Track Circuits

Figure B2 shows the general arrangement of a single rail track circuit. of the traction return current I length. T The major part flows in the return rail, creating a volt drop along its

A proportion of traction return current I , typically less than 1%, also flows in P

the insulated rail. A wheelset across the rails at the feed end causes the volt drop to be applied to the relay end equipment, whilst a wheelset at the relay end causes its application to the feed equipment. It can be seen that the worst case interfering voltage is proportional

to the maximum traction current and the length of the track circuit.

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Track Circuit Requirements for D.C. Traction

D.C. immune track circuits need to operate safely and reliably in the presence of these voltages and are therefore restricted to a maximum length. See GK/RC0754 Part C .

Volt Drop D.C. Traction Current IT

Track Feed

IP = < 1% IT TR TQ

Figure B2 6.2 Double Rail Track Circuits

Since double rail track circuits allow both rails to be used for traction return currents, they are preferred by the Electric Traction Engineer. Where jointed track circuits are used, to allow the traction currents to flow past the insulated rail joints, impedance bonds are required at both ends of the track circuit. Figure B3 shows the general arrangement of a double rail track circuit.

IRJ

Traction Current

IRJ

Traction Current IRJ Cross Bond Track Transmitter Track Receiver IRJ Cross Bond

Figure B3

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7 Impedance Bonds

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8 Effect of Traction Current Imbalance

High traction return currents associated with low voltage d.c. traction systems require a very low impedance path back to the substation if voltage drop is to be kept within sensible limits for reliable train operation. This is achieved by using both running rails for traction return wherever possible, as well as cross bonding between parallel tracks, thereby reducing the overall return path impedance. This requirement causes two main problems for track circuit operation: Where jointed track circuits are used, traction return current needs to pass freely between adjacent track circuits, bypassing the IRJs. Cross bonding to parallel tracks must be achieved without providing a substantial connection from one track circuit feed to another track circuit receiver (or relay). These problems are solved by the use of impedance bonds. An operational explanation can be found in GK/RC0752 Part B. Provided that each rail is perfectly bonded and of equal resistance, the traction current will be equally divided and the impedance bonds will be perfectly balanced with no direct current flux in the cores. However, imperfect bonding or disparity of resistance will unbalance the bond, lowering its permeability and decreasing the impedance presented to the ac track circuit current. An imbalance of more than 5% can cause distortion of the track circuit current waveform, resulting in possible malfunction of the track circuit. Where such imbalance is sufficient to saturate the iron core, its impedance collapses and fails the track circuit. In order to improve the bonds tolerance to d.c. imbalance, an air gap is provided in the iron circuit, although this reduces the impedance presented to the ac track circuit current. The unbalanced traction return currents usually result from defective bonding but can also occur on long curves where the low rail is shorter and therefore offers less resistance. The effect is particularly aggravated by the presence of a check rail. The usual remedy is the provision of transposition joints and bonding as shown in Figure B4.

.ECKHA *"

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Track Circuit Requirements for D.C. Traction

The position of these joints is determined within any individual track circuit and between any two impedance bonds by measuring the total length of check rail in each running rail and positioning the transposition joints so that the length of check rail in each leg of the track circuit is equal, as depicted in Figure B5.

300m A 150m A 450m C

150m

.ECKHA *# The position of the transposition joints (AA) is 150m from bond B. Therefore, the length of the check rail is 300m in each leg of the track circuit.

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Part C Planning and design

1 Introduction
This Part describes the planning and design constraints applying to the use of track circuits in or close to dc traction areas. It should be read in association with GK/RC0752 which describes the other generalised design constraints on such track circuits.

2 Responsibilities for Bonding Design

Trains with induction motor drives are subject to special assessment and authorisation on a route specific basis via individual Safety Case arrangements.

The arrangements for dc traction systems described are those presently used on the former Southern Region but will also apply to other dc traction systems. Bonding for track circuits and dc traction return currents must be planned and designed to operate together without interference. This requires cooperation between the Signal Engineer and the Electric Traction Engineer in compliance with instructions GM/TT 0126, GM/TT 0127, GM/TT 0128 and GM/TT 0129. The various plans which are produced as part of the design process will vary on account of the above procedures and instructions. The arrangements for dc traction systems on parts of the former Southern Region are that the Signalling and Electrification functions produce separate but complementary bonding plans to GM/TT 0129. On all other areas, dc traction bonding is dealt with in a similar manner to ac traction bonding, where a common bonding plan, incorporating both signalling and traction requirements, is produced to GM/TT 0126.

3 Plans

3.1 Bonding Plans

The impedance bond rail connections and the bond to bond connections must be shown on bonding plans. Cross bond connections are the responsibility of the Electric Traction Engineer and need not be shown on track plans for the former Southern Division of Network South East, but are required on bonding plans for dc traction systems elsewhere. The style or type of impedance bond is not required to be shown, unless a specific type is required, eg. BR863 type 3 at substations on lines where high current trains run (presently classes 92, 373 and 465).

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Track Circuit Requirements for D.C. Traction

Traction return bonding essential to the operation of track circuits must be shown on bonding plans (see Figure C1). For symbols, see GK/RC0752 Part C.
R BB X BB AA R AA F Y F

Notes:

Bonds shown thick are traction return bonds Rails shown thick are signal rails (insulated

Figure C1

Traction return cross bonding between lines is not required to be shown on track plans for the former Southern Division of Network South East, but is required on bonding plans for dc traction systems elsewhere. The following rail connections shall be shown and identified by a note:

Rail connections requiring warning labels. Rail connections for cathodic protection. Remotely Controlled Traction Current Isolators (CTIs) and the associated rail connections.

4 Bonding Configurations

The Electric Traction Engineer normally requires both running rails to be fully bonded to provide the lowest possible resistance for the traction return current; this would be provided as a matter of course in nontrack circuited territory. In track circuited areas, double rail track circuits should be provided so that both running rails can be used for the traction return path. Careful attention should be given to double rail track circuits to assure traction current balance by equalising rail resistance in cases of curves and check rails (see GK/RC0754 Part B). There are, however, a number of situations where double rail traction return paths are either not practical, unnecessary or unduly expensive. On plain line, track circuits are normally provided in a double rail configuration, although on lightly loaded lines, single rail may be permitted. All track circuits less than 100m long should be designed as single rail due to the adjustment difficulties with short double rail track circuits. On plain line, single rail track circuits must not exceed 200m unless written agreement is obtained from the Electric Traction Engineer and the Signal Engineer. In terminal platforms, single rail track circuits are acceptable, subject to a maximum length of 300m. The Electric Traction Engineer must provide duplicate rail to rail bonds at all joints in the traction return rail. The traction return rails in adjacent terminal platforms must also be bonded together at the buffer stop end or elsewhere.

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5 Impedance Bond Siting

Due to the problems of series bonding in S&C areas, single rail track circuits are provided. The Electric Traction Engineer will ensure maximum conductivity for the traction return currents by the parallel connection of adjacent lines and/or reinforcing conductors as necessary. Double rail track circuits are permitted in the running line portions of clipped and padlocked connections and those operated from an adjacent ground frame which are subject only to an emergency release. Additional bonds may be required for cathodic protection equipment (see GK/RC0755 Part B). To allow the traction return current to pass freely around the IRJs defining the limits of a jointed double rail track circuit, impedance bonds are connected across the rails, as shown in Figure C2. If impedance bonds are placed too close together within the same track circuit, they can upset each others operation, normally making it difficult or impossible to adjust the track circuit correctly. A minimum separation of 100m is required to overcome this. In deciding the position of impedance bonds and negative cross bonds, account must be taken of the necessity for providing them opposite substations and track paralleling (TP) huts, within 45m of the centre line of the building. In order to ensure a robust traction return system, the Electric Traction Engineer requires that the return rails be periodically cross bonded between adjacent lines. To achieve such cross bonding in double rail track circuit territory, it is usually necessary to provide extra intermediate impedance bonds, in addition to the track circuit end bonds, connected across the rails as shown in Figure C2. The centre connections of the intermediate bonds on adjacent lines are cross bonded together. The cross bonds should be as short as possible (approx. 46m max.). Note: Impedance bonds and rail connections at adjoining track circuit ends typically require ten clear sleeper bays for fitting and care should be taken to ensure the space is available in S&C areas.

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Track Circuit Requirements for D.C. Traction

Substation S S S S S T.P. Hut S S Substation S

From 1957 to 1962

Most schemes designed to this specification have now been reconfigured to the design below.

Substation S S S S

T.P. Hut S S S S

Substation

From 1962

Figure C2 Arrangement of Cross Bonds on Plain Line with Track Circuits Notes: 1 Distance (S) must not exceed 1100m nor be less than 100m. The average distance (S) must not exceed 825m.

One set of cross bonds to be installed at each substation and TP Hut.

3 A substation section is the distance between adjacent substations and usually includes one set each of substation and TP Hut cross bonds. 4
Substation section Number of sets of bonds to be installed (including 3 above) 6 8 10

Up to 4800m 4801m to 6500m Above 6500m

5 No more than two adjacent intermediate bonds per track circuit, with not less than 100m between adjacent bonds. 6 Red sleeve or tape to be attached to track end of substation/TP Hut negative bond to indicate cable must not be disconnected without permission of the Electric Traction Engineer, and warning labels must be attached (see Section 11).

6 Track Circuit Immunity Requirements

All track circuits in dc electrified areas and for 800m beyond the limits of the traction area must be immune from dc traction interference (see GK/RC0752 Part D Section 4).

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7 Boundary with Non Electrified Line

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Traction return bonding must be extended by the Electric Traction Engineer into track circuited nonelectrified lines and sidings for at least 120m beyond the end of the conductor rail, the tips of the points or as mutually agreed between the Signal Engineer and the Electric Traction Engineer Track circuits beyond this distance must be bonded DRDS to be fully isolated or the traction negative bonding must be continued for at least a further 335m. This ensures that an electric traction unit inadvertently entering a nonelectrified area will not lose its negative return whilst any shoe is still in contact with a conductor rail. If the line concerned connects with an electrified line at more than one point, it must have continuous traction bonding throughout in order to prevent traction return current passing through the couplings of a train which is bridging two traction bonded portions of a siding. To contain fully the dc return current, there shall be two fully isolated double IRJ arrangements separated by a distance greater than the longest train length and positioned such that they cannot be simultaneously bridged out by trains. This is usually applied by creating an 800 metre buffer zone beyond the first set of IRJs and ensuring that all track circuits impinging on that zone are themselves bonded DRDS and dc immune. On nontrack circuited lines the above still applies.

8 Abutting/Overlapping DC/AC Traction Systems 9 Sidings

See GK/RC0752 Part D and GK/RC0753 Part C. Where sidings are electrified, the Electric Traction Engineer will require adequate traction return paths, including jumpers adjacent to buffer stops. (This may also apply to nonelectrified sidings.) Double rail insulations, in the form of two sets of IRJs at a minimum of 18m apart, are to be provided beyond the last track circuit in private sidings, sidings leading to stores or depots containing flammable or explosive substances, and in other sidings where isolation from electric traction is required. Wherever possible, these IRJs should be on the railway side of the boundary for ease of maintenance.

10 Protection Boarding

With single rail track circuits, every effort must be made to keep the traction return rail adjacent to the conductor rail so that an emergency short circuiting bar can be properly applied, as described in GO/RT 3091. Designers must therefore ensure that the signal rail is placed on the side remote from the conductor rail, wherever possible. This design requirement should be applied using the minimum number of transpositions. The Electric Traction Engineer may also be prepared to assist in difficult cases by changing over the conductor rail. Where this is not possible, the Civil Engineer must provide and maintain single protection boarding between the conductor rail and the signal rail wherever these run adjacent or, alternatively, fit a plastic shroud around the foot of the conductor rail to prevent the application of a short circuiting bar at such locations. The requirement for either must be minimised at the design stage.

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Protection boarding shall be applied in the following instances: 1. Applied to the outside of the conductor rail (6 foot or cess side) to protect staff using an adjacent walkway or working on adjacent equipment, eg. clamp locks, shunt signals, etc. 2. Where located at level crossings, barrow crossings or in close proximity to equipment, protection boarding shall be applied to the inside and outside of the conductor rail at its end to contain any traction arc. Also used at stations an depots to protect train maintenance crews. 3. Applied to the inside of the conductor rail in single rail track circuit areas, where the signal rail is the rail nearest to the conductor rail, ie. between the conductor rail and the signal rail, to prevent the application of a short circuiting bar, which would cause electrical damage to signalling equipment. When the conductor rail projects into a single rail track circuit and is adjacent to the signal rail for the distance of the ramp only, protection boarding need not be fitted for this requirement.

11 Traction Voltage Warning Labels

A label with the legend TRACTION VOLTAGE - DO NOT REMOVE THIS LEAD (see GK/RC0752) must be attached to all impedance bond leads at substations and TP Huts. These leads may only be disconnected under an absolute electric traction isolation.

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Part D Components and Installation 1 Introduction

There are no special methods used solely for the installation of track circuits on dc electrified areas, and reference should be made to Code of Practice GK/RC0752. Where impedance bonds are required, the components and installation methods are described in GK/RC0752 and the relevant Codes of Practice within this handbook.

Caution must be observed to avoid trapping fingers when handling impedance bonds.

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Part E Instrumentation Description & Use

1 Introduction 2 Double Millivoltmeter
2.1 Description
Specialised testing instruments for testing track circuits in d.c. electrified areas are listed below.

Figure E1
Figure E1 shows the double millivoltmeter, which comprises the following:

A unit fitted with twin centrezero millivoltmeters controlled by a common selector switch for 5, 25 or 100mV ranges. Two pairs of 4m leads with sleeving bonds attached at m spacing to enable a 1m test length of rail to be measured when making balance tests. Four rail flange clamps, having upper and lower contact points (do not over tighten). Two test prods for checking cable, lug or bolt connections where clamps cannot be attached. Tests rely on the ratios between the two meters contained within the unit, therefore the instrument does not require calibration; it should, however, be checked in accordance with Railway Group Standard GK/RT0112. If a double millivoltmeter is not available, the tests may be carried out using a pair of identical digital multimeters (eg. Fluke 23) set to the d.c. mV range.

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2.2 Uses of the Millivoltmeter
Since the traction return system is connected to give the maximum number of parallel traction current return paths, the current passed by any rail or cable should rise and fall gradually when trains are running. By observing the millivoltmeters in relation to train positions and the location of substations or TP Huts, the meters should rise and fall when trains are under power. Consequently, faults can be monitored in traction return networks at locations remote from the one under test. A sharp rise or fall in traction return can be due to a train passing over a fault in the return system or one of the following:

The driver operating the train controller, ie. when the train starts away from stationary. The train becoming gapped, ie. when none of the trains positive pickup shoes are in contact with a conductor rail at any instant. Note: Electric locomotives are especially susceptible to this. The driver closing the train controller. (Usually accompanied by a loud pop from the main circuit breaker situated on the power coaches.) Thus, by observing two or three trains, a suspected traction return fault can be confirmed. It will be noticed that immediately in front of a moving electric train there is a wave of return current, which should be ignored.

2.3 Connections
The instrument can be connected in a number of ways, each dependent on the test being performed (see GK/RC0754 Part H). Figure E2 shows one example.

IRJ

IRJ

Figure E2

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2.4 Operation The equipment is designed to enable most tests to be made whilst standing clear of the track, with the leads passing under the rails. Possession of a track circuit is not required when using this instrument. When connecting to rail flanges, side leads or centre plates, it is essential to clear rust, corrosion or dirt from the contact area. Before making any connections, ensure the selector switch is set to the highest range. Insert the leads into the instrument first and then connect to the test prods or rail clamps. This reduces the risk of interchanging the leads, which would result in failure of the track circuit and damage to the instrument. Never connect the instrument across either the traction or auxiliary coils of impedance bonds or allow the connecting leads to come in contact with the conductor rail, as this will result in serious damage to the instrument. Do not connect the instrument where a check rail is present, as some current will be carried in the check rail, resulting in false readings. Transfer the test to a position where the check rail is discontinued or not present. Note: All tests must be made when traction current is flowing. 2.5 Traction Return Current Values in Running Rails An approximation of the value of traction return current flowing in running rails can be deduced from the millivoltmeter readings. Since the resistance of one metre of running rail is approximately 35 (microohms), dependent on rail type, temperature, wear etc., a traction current of 1000A will produce a volt drop of 35mV along one metre of rail. Therefore, the value of traction current for other values of millivolts will be as in Figure E3:

Millivoltmeter Readings
5mV 10mV 25mV 50mV 100mV

Traction Current
143A 286A 714A 1429A 2857A

Figure E3
It must be borne in mind that this will be the current flowing in one rail only; for a total value of current flowing in a double rail track circuit, the summation of both rail currents must be used.

3 D.C. Clamp Ammeter

This instrument is used for current measurement without disconnection of the cable; it can be used for d.c. traction current measurement. The instrument clips around the cable and the current measurement read directly from the meter.

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Part F Testing & Commissioning

1 Track Circuits
Reference shall be made to GK/RT0752 Part G for the general requirements. There are no additional commissioning tests required to be done by the Signalling Engineer before the energisation of track circuits in dc electric traction areas. Track circuits shall not be brought into use until all impedance bonds and negative return current connections are securely fitted according to bonding plans. All warning labels as required by the bonding plan and other safety labelling as described in this handbook shall be fitted before the commissioning of the traction system. Protection boarding or conductor rail shrouds in accordance with GK/RC0754 Part C shall be fitted by the Civil Engineer before the commissioning of the traction system.

2 Bonding

3 Protection Boarding

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Track Circuit Requirements for D.C. Traction

Part G Maintenance
1 General

Issue One Date June 1996 Page G1 of 1

The following information is additional to those examinations and tests outlined in GK/RC0752 Part H and as described for the specific track circuits in the relevant Codes of Practice in this handbook. High voltages and currents may be present on the terminals of impedance bonds and other associated track equipment used on d.c. electric traction areas. Therefore, extreme care must be taken when working on this equipment.

2 Safety

3 Impedance Bonds Associated with Substations, TP Huts and Track Impedance Relay Installations

Servicing and overhaul of impedance bonds shall be in accordance with GK/RC0752 Part H. The substation, TP Hut or Track Impedance Relay (TIR) site negative bonding cables terminated on aluminium plates of all impedance bonds shall be regularly checked and attended to as specified in GM/TT0127 or GM/TT0128 as applicable. Ensure the TRACTION VOLTAGE - DO NOT REMOVE THIS LEAD labels attached to impedance bond leads at substations, TP huts and TIR sites are kept clean and positioned where they can easily be seen.

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Track Circuit Requirements for D.C. Traction

Part H Fault Finding
1 Introduction

Issue One Date June 1996 Page H1 of 11

This Part gives procedures for identifying faults on d.c. electric traction return connections, a large proportion of which will be found to be intermittent. Most of the tests given in this section will require the use of a doublemillivoltmeter; general instructions for its use are given in GK/RC0754 Part E.

2 Single Rail Track Circuit Faults Due To D.C. Electric Traction

Common Rail

Volt Drop D.C. Traction Current 61

1p=<1%16 Signal Rail

Track Feed

TR TQ Local Supply

Figure H1
As can be seen from Figure H1, which shows a typical 50Hz a.c.track circuit, the signal rail provides a parallel path for traction return current IP via the relay control winding, earth leakage and/or train axles; the magnitude of which is determined by the traction load and resistance of the common rail. The 300Hz or 600Hz ripple on the traction system will cause mechanical vibration of the track relay and accelerated wear of the movement, whilst the level of direct current can be sufficient to saturate the iron circuit of the control winding, causing the relays to deenergise. Any weakness in the bonding of the common rail will therefore direct more current via the signal rail and aggravate these conditions.

3 Double Rail Track Circuit Faults Due To D.C. Electric Traction

The following examples show faults, eg. rail to rail bonding or broken rails, which can be identified using the tests given later. The symptoms below can help to identify the problem.

3.1 RightSide Failure with No Train in Immediate Vicinity This type of fault can be due to imbalance of traction return currents. Tests given in GK/RC0754 Part H Section 6 should be carried out to determine the cause. It should be noted that even with no train in the immediate vicinity, a certain amount of traction current will be flowing through the rails and impedance bonds, returning to the substation.

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Track Circuit Requirements for D.C. Traction

3.2 Track Circuit Failure with Trains Passing on Another Line

With reference to Figure H2, track circuit A is out of balance and track circuit W has a high resistance fault at point X. Therefore, when a train travels along track circuit W to point X, a portion of traction return current will return to the substation via track circuit A. Since track circuit A is out of balance, the extra current now flowing may fail the track circuit. The fault will appear as the train passes point Y and disappear as the train passes point Z.
Substation

TC A Out of Balance Point X TC TC W'

Train Point Y"

High Resistance Fault

Figure H2

Point Z"

3.3 Track Relay Drops Before the Track Circuit is Occupied

When the track relay drops before the track circuit is occupied or the track relay remains down after a train has passed, multiple faults will usually be found on the same line. With reference to Figure H3, track circuit S is out of balance and a high resistance fault is present at point R. Therefore, when a train drawing traction current travels towards point P, a high proportion of the current wil be returned to the substation via track circuit S. Since track circuit S is out of balance, the extra current now flowing may fail the track circuit. The fault wil appear as the train passes point R and disappear as the train passes point P.
T.P. Hut

Sub Station

TC S' Out of Balance Point P"

Train High Resistance Fault Point R"

Figure H3

4 High Resistance Rail Faults

It will also be seen that the rail to rail track circuit voltage or signal will be suppressed as the traction current rises on a track circuit which is out of balance. A double rail impedance bonded track circuit will not necessarily fail should one or more open circuits or high resistance faults occur in the rails on one side of the track circuit. This is because an alternative path is available via the centre connections of the bonds and the negative bonding of adjacent lines, allowing a reduced track circuit voltage or signal to reach the relay or receiver.
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Track Circuit Requirements for D.C. Traction

Issue One Date June 1996 Page H3 of 11

The practice, prior to 1952, of connecting track circuit leads to impedance bond traction coil lugs instead of directly to the rails, was abandoned for this reason, ie. a disconnection of the traction coil side lead would have the same effect as a rail to rail disconnection and allow the relay or receiver to be fed via the centre tap of the bond and adjacent lines.

4.1 Right Side Failures Referring to Figure H4, one open circuit or high resistance fault will still enable the track to shunt when occupied and the reduced rail to rail voltage or signal (up to 50% of normal) will give a correspondingly higher train shunt. A common phenomenon of this fault is a track circuit remaining occupied after the passage of a train.
High Resistance or Open Circuit Fault

VR1 2

VR1

VR2

VR2 2

Via Negative Bonding Adjacent Lines

Via Negative Bonding Adjacent Lines

Figure H4 4.2 Wrong Side Failures Referring to Figure H5, two or more open circuits or high resistance faults in one rail of a track circuit can cause a wrong side failure condition if they are sufficiently far apart for a vehicle or train to stand between them.
More Than One High High Resistance or Open Circuit Fault

VR1 2

VR1

VR2

VR2 2

Via Negative Bonding Adjacent Lines

Via Negative Bonding Adjacent Lines

. Figure H5

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5 Bonding

Track Circuit Requirements for D.C. Traction

5.1 Safety Voltages as high as 700Va.c.may appear on the auxiliary coil terminals of impedance bonds and other track circuit terminals. Extreme care must be taken when working on this equipment. 5.2 Testing of Impedance Bonds If a fault is suspected within an impedance bond the following testing procedure should be adopted: 5.2.1 Physical Condition The impedance bond shall be examined as described in GK/RC0752 Part H. 5.2.2 Traction/Auxiliary Winding Ratio Ensuring the track circuit is unoccupied and the feed or transmitter is functioning correctly, measure the a.c.voltage across the traction and auxiliary coils and check that the ratio between them corresponds to Figure H6. Bond Type Voltage Ratio Approx. D.C. Auxiliary Coil Resistance ()
3.3 3.0 3.4 3.0 2.5 5.5 4.0 (TO/T3) 3.48 (TO/T3) 5.5 5.0 5.0

WH3 (Howells) WH3 (WBS) MR S P3 DE M M2/5 DD B B (Kent Coast only)

56:1 56:1 56:1 56:1 45:1 40:1 42:1 42:1 42:1 45:1 66:1

Figure H6
If the ratio is lower by more than 10% than that stated above, the bond must be regarded as faulty and arrangements made for its replacement. Analysis of the results would indicate the following faults:

Voltage Ratio
Correct Wrong Wrong

Coil Resistance
Correct Correct Wrong

Possible Fault
None Traction Coil Auxiliary or both coils

Action
None Replace bond and retest Replace auxiliary coil or bond and retest

H4

Figure H7

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Track Circuit Requirements for D.C. Traction

5.2.3

Issue One Date June 1996 Page H5 of 11

Measure the a.c.voltage between each running rail and the centre connections of the bond. If these voltages are equal or within 5% of each other, the track circuit voltages are balanced. If the difference between the voltages is greater than 5%, then a fault exists in the bond or connecting leads on the side that has the higher voltage. Connect a double millivoltmeter, as shown in Figure H8, so that one meter measures the volt drop across a metre of unbroken rail and the other meter, with test prods fitted, measures the volt drop across the lug and plate connections. In each test, if the volt drop across the lug and plate connections is more than three times the unbroken rail reading, a faulty connection is indicated. Transfer all meter connections to the opposite rail and repeat the test.
CC AA

Track Circuit Voltage Balance Test

5.2.4 Impedance Bond Connections Test - Other than Intermediate Bonds

BB

1m
View at AA Side lead Connection (Busbar or Bond)

View at CC Busbar Bond Connection

View at BB Cable End Lug to Rail

Figure H8

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Track Circuit Requirements for D.C. Traction

5.2.5 Impedance Bond Connections Test - Intermediate Bonds Only

Fault finding at intermediate bonds is difficult because of the current flowing in the cross bonding cables. The following procedure, carried out immediately before or after the passage of a train so that maximum current is passing through the bond, should be followed: Complete the Rail Current Balance Test on both sides of the impedance bond (see GK/RC0754 Part H Section 6). Correct balance on one side and incorrect balance on the other indicates a fault at another bond within the track circuit in the direction of the incorrect balance. Having established correct balance on both sides of the intermediate bond, connect the double millivoltmeter as shown in Figure H9. The ratio of the difference of the readings indicates the value of current flowing in the cross bonding connection. If a second double millivoltmeter is available, readings can be taken on the impedance bond connections as given in GK/RC0754 Part H Section 5.2.4. The reference reading being the difference, either additive or subtractive, of the readings above.
88.88

1m

Cross Bonding

1m

Figure H9
Using a technicians multimeter, measure the two half bond a.c.voltages as shown above. The readings should be within 5% of each other. If the difference is greater than 5%, the impedance bond connections on the side with the higher reading should be investigated.

5.2.6

Heating Effect of Return Current

Since the heating effect of electric current is proportional to the resistance, hot or warm leads, connections or rail joints can be used as a good guide to locating faults, but not as a substitute for the previous tests. If, in a pair of side leads, one is hot and the other is cold, one lead is passing far more traction return current than the other and both leads must be renewed.

H6

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Track Circuit Requirements for D.C. Traction

Issue One Date June 1996 Page H7 of 11

If a rail joint is hot, the bonding around the joint is faulty. Hot leads at a TP Hut site may be caused by faulty negative return connections at an adjacent substation.

5.2.7

Insulation Test
Using a 1000V insulation tester, test as follows:

Disconnect the track circuit tail cable or remove any tuning capacitor and place a short circuit across the running rails.

Between the case and the auxiliary coil

Between the auxiliary and traction coils

The minimum acceptable insulation in the above tests is 1M

If lower insulation

values are found, the bond must be regarded as faulty and arrangements made for its replacement. Restore the tail cable or tuning capacitor and remove the short circuit.

5.2.8

Total Disconnection Tests

This test requires that the bond be totally disconnected and suitable arrangements made to ensure that the continuity of the negative traction return is maintained (see Section 6). Using a 1000V insulation tester, measure between the case and traction coils. reading must not be less than 1M been in service. Measure the resistance of the auxiliary coil using a technicians multimeter and The

for a new bond or 100k

for a bond which has

compare the result with Figure H6.

Note 1: Some
purposes.

bonds have the traction coil connected to the case, eg. for heatsink

Note 2: For
fitted).

M and M2/M5 bonds, the main cover must be removed and this test

carried out on the internal terminal block (unless a separate disconnection box is

5.3 Inspection by Electric Traction Testing Staff

If a traction return current fault is suspected within the Electric Traction Engineers return equipment or in the general return cable layout, the Signal Engineer may

request tests to be carried out by the Electric Traction Engineer to determine the fault.

6 Impedance Bonds Associated with Substations, TP Huts, and Spur Feeds

6.1 Introduction
The following instruction must be strictly adhered to when disconnecting any traction return leads associated with impedance bonds at Substations, TP Huts, and spur feeds. This is necessary because if all traction return connections are removed from

the rails, those cables will rise to conductor rail voltage. At substations and TP Huts this voltage rise occurs because certain circuit breakers are connected between the live conductor rail and the return lead. The full traction

voltage will therefore appear on the return lead when it is disconnected from the impedance bond. VOLTAGE Such leads are therefore fitted with a reminder label TRACTION

DO NOT REMOVE THIS LEAD.

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Track Circuit Requirements for D.C. Traction

Spur feeds occur where a section of line is fed from one substation only, as shown in Figure H10. Disconnection of all return connections at any intermediate point between the substation and the end of the line would result in loss of a return path. In these circumstances, any attempt to draw a traction load will raise the voltage of the return conductors towards that of the conductor rail.

Substation

Terminal Station

Figure H10
Spur feeds occur in all the following circumstances:

Any portion of line between a substation and a terminal station. Any terminal platform (bay) at a through station. Sidings fed from only one end.

6.2 Traction Return Disconnections

Before disturbing any impedance bond connections at a substation or TP Hut (with the exception of the connections to the auxiliary coil) the Electrical Control Room Operator must be advised of the exact details of the work to be undertaken and possession taken of the relevant track circuits. No further action may be taken until confirmation is received from the Electrical Control Room Operator that it is safe and in order for work to proceed. This is necessary because certain circuit breakers are connected between the conductor rail and the return lead, hence the full traction voltage will appear on the return lead when it is disconnected. A telephone is situated adjacent to all substations and TP Huts. Once confirmation is received, the side leads and/or aluminium plate may be disconnected from one bond only at any one time on the whole site. Under no circumstances may the negative bonding cables from a TP Hut be disconnected without an absolute electric traction isolation. A red sleeve or tape on a cable indicates that the cable must not be disconnected without the permission of the Electrical Control Room Operator. If more than one bond requires to be disconnected at any one time, an absolute electric traction isolation will be required. The Electrical Control Room Operator must be notified when the work has been completed, or the connections must be replaced as and when requested by the Electrical Control Room Operator.

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Track Circuit Requirements for D.C. Traction

Issue One Date June 1996 Page H9 of 11

6.3 Reporting of Return Bonding Faults Return bonding faults and deficiencies, which are the responsibility of the Electric Traction Engineer, must be reported to the Electrical Control Room Operator, who must ensure that the appropriate action is taken. Particular attention must be given to rail to rail cross bonding and jumpers in single rail track circuits. 6.4 Auxiliary Coil Faults Impedance bonds that are overhauled in workshops require precise tuning of their air gaps using complex test equipment to make them function correctly. Therefore, the following procedure for changing auxiliary coils cannot be guaranteed to produce a high quality bond. If the auxiliary coil of an impedance bond is faulty, consideration shall be given whether to change the complete bond or, as an interim measure, just to change the auxiliary coil. If an auxiliary coil is changed on a bond, arrangements must be made to replace the whole bond at the earliest opportunity. Note: If the impedance bond is Type WH3, MR or S the complete bond will have to be replaced or the track circuit taken out of use. (The auxiliary coil is sealed within the iron cores.) Carefully remove the impedance bond lid and remove the bolts holding the upper section of the iron core. Carefully remove the air gap packing and, keeping it as flat as possible, retain it in a safe place. Replace and reconnect the auxiliary coil. If a coil with multiple tappings is changed, the new coil must be connected to the same tappings as the original. Replace the air gap packing in exactly the same place from which it was removed. Replace the upper section of the iron core and tighten down, but be careful not to overtighten. On M and M2/5 bonds, the wing nuts must be secured with wire. Replace the impedance bond lid using sealing compound, as described in GK/RC0754 Part G. Carry out a full commissioning test on the track circuit, paying particular attention to the bond ratio (see Figure H6) and the correct phasing of the bond.

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7 Rail Current Balance Test Double Rail Track Circuits

Track Circuit Requirements for D.C. Traction

For correct operation of a double rail track circuit, the d.c. traction return currents in the running rails must be similar, ie. balanced. Currents unbalanced by more than 5% can have a serious effect on the efficient operation of a track circuit. It must be appreciated that where jointless track circuits exist, this test may have to be carried out on impedance bonds outside the boundaries of the track circuit(s) under test.

1m
IRJ

IRJ

1m

.ECKHA 0
Commencing at one end of the track circuit, connect a double millivoltmeter, as shown in Figure H11, across a one metre length of the current carrying portion of each running rail (ie. not between an impedance bond connection and an associated insulated rail joint). Observe the readings during the passage of preferably more than one train. The readings of the millivoltmeter must, at any instant, be within 5% of each other. For balanced loads (less than 5% unbalanced) the maximum current a bond can pass is well in excess of that capable of being measured by a double millivoltmeter before a track circuit will fail. Thus, an unbalanced figure of 5% or less should always be aimed for. The test should be repeated at intervals along the track circuit and especially on both sides of any intermediate bonds.

H10

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8 Rail Joint Test

Where the unbalance is greater than 5%, the following should be investigated: Continuity of rail joint bonding and, in the case of continuously welded rail, expansion switch bonds Impedance bond side lead connections Broken rails or welds Geographical layout of the track, eg. long curvature or the provision of check rails. Where this is the cause, the appropriate signalling design authority and Civil Engineer should be notified with a view to providing IRJ and transposition leads (see GK/RC0754 Part B Section 8). Connect the double millivoltmeter as shown in Figure H12. For a good rail joint, the ratio of the reading across the joint must not be more than three times the reading across the section of unbroken rail.

Rail Joint

1m

1m

.ECKHA 0

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Track Circuit Requirements for D.C. Traction References

BR863 GK/RC0752 GK/RC0753 GK/RC0755 GM/TT0126

Issue One Date June 1996 Page Ref 1 of 1

Impedance Bonds For Use With 50Hz Double Rail Track Circuits And Audio Frequency Track Circuits. General Information on Track Circuits. Requirements for A.C. Traction. D.C. Track Circuits. Production and Modifications of Bonding Plans and the Installation of Bonding on Electrified Lines, Except the SE, SC & SW Divisions of NSE. Inspection of Bonds on all Electrified Lines , Except the SC, SE & SW Divisions of NSE. Maintenance and Inspection of Bonding on the SC, SE & SW Divisions of NSE. Production of Drawings for and the Installation of Negative Bonding on the SC, SE & SW Divisions of NSE. D.C. Electrified Line Instructions.

GK/RT0112 (DRAFT) Calibration Of Signalling Equipment.

GM/TT0127 GM/TT0128 GM/TT0129 GO/RT3091

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