Professional Documents
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M.P.White
Introduction
What is a relay?
According to the Oxford English dictionary, a relay is “an electrical device that
opens or closes a circuit in response to a current in another circuit.” It would
be more accurate to say that a relay opens or closes several circuits in response
to a current in another circuit. A relay is in essence an electro-mechanical
switch. By energising/de-energising one relay, several other relay circuits can
be controlled by contacts of that relay. When the relay coil is energised, this
creates an electromagnetic field that attracts the relay armature to the coil.
Attached to this armature is a mechanism for either opening or closing the relay
contacts that are electrically independent from the input voltage to the relay
coil. The relay can in turn control (or switch) other circuits. These other
circuits that are switched, may or may not be at the same voltage as the relay
coil whose contacts are doing the switching. In this way, complex functions
such as interlocking between points and signals can be performed by a relay
interlocking consisting of perhaps several thousand relays in the largest
installations. Relay circuitry can be configured to provide all logic functions
such as AND, OR, NAND, NOR and any combination of these.
Most relays have two types of contacts. One set of contacts are “made” or
closed when the relay is energised. These are known as “Front Contacts.”
Conversely these contacts are opened or broken when the relay is de-energised.
Back contacts of the relay on the other hand are “made” (closed) when the
relay is de-energised and broken (open) when the relay is energised.
Terms “Front” and “Back” contacts originate from the days of large “shelf”
type relays. In these, the terminals for connection to external circuits were
located on the top of the relay. On these relays the contacts that are closed
when the relay is energised are located at the front of the relay-Hence the term
“Front Contacts”. The contacts that are closed when the relay is de-energised
are located at the back of the relay-Hence the term “Back Contacts.”
Note however that physically, the front and back contacts are similar.
2
On a plug-in relay, such as BR930 series, the original derivation of the terms
“Front” and “Back” contacts is no longer relevant.
However, by convention, the terms remain to describe the contacts that are
closed when the relay is energised and de-energised respectively.
Different types of relays have different combinations of Front (F) and Back (B)
contacts, dependent on the main application of the relay. E.g. in the BR 930
series of relays, used on Singapore SMRT, the QN1 relay which is the basic
neutral relay in the series, is commonly available in either 12F 4B or 8F 8B
configuration, dependent on the contact requirements of the circuits in which
the relays are used. These relays are supplied by Westinghouse Rail Systems
in the UK.
Relay types
Note that techniques to change the relay operating times, such as addition of
diodes or capacitors across the relay coil, are not usually used in vital signalling
circuits, due to potential for wrong side failure. They can be used in non vital
circuits, where there are no safety implications if the relay timing reverts to that
of a neutral relay.
“Biased” relays are similar to neutral relays, except that they will operate only
if the voltage polarity is correct.
3
The above covers the main types of signalling relays. There are others for
special applications.
History
1830s-1870s
The only electrical equipment in the signal boxes of the mid 19th century were
the battery operated block instruments used to allow operators to communicate
by bell codes, to signal trains between each other. These block instruments
were similar to early telegraph instruments.
1870s
The first relays to be introduced into signalling systems were probably track
relays associated with track circuits. The track circuit was invented in the
United States in 1871 and introduced into UK a few years later. The track
circuit enables the position of trains to be detected within a defined area. A
track circuit relay is normally energised when there is no train present on a
given piece of track.
The track circuit relay is de-energised when a train is present, or there is any
failure in the circuit, such as a blown fuse or detached wire. i.e. a track circuit
actually proves the absence of a train in a defined area. In this way, the fail
safe principle of railway signalling is maintained. i.e. the failure of the track
circuit will revert the signalling system to its most restrictive state.
The first track circuits were used simply as reminders to the signal men
(operators) at key installations. i.e. there was initially no interlinking between
the track circuits and signalling controls.
1870s-1920s
The widespread adoption of the use of track circuits, after their invention in
1871 was initially slow. However this changed after of two particularly bad
railway accidents in UK at Hawes Junction on the Midland Railway in 1910
and at Quintinshill, just north of the Scottish border at Gretna in 1915.1
Both these accidents were due to simple error on the part of the signalmen, in
that a train was signalled into a stationary train whose presence had been
forgotten. In both cases, the accidents could have been avoided by the use of
track circuit controls. Following these accidents, more widespread use of track
circuits was introduced, including the interlinking between track circuits and
signal controls. Electric locks were introduced on the mechanical signal levers,
e.g. to prevent a signal clearing, or point moving, if a particular section of track
was occupied by a train. These locks would only be released if the relevant
track circuit was clear. Once track circuits were used to lock points, the
mechanical “depression bars” that had previously done this job, were no longer
needed.
However, the Signal Engineers of the day were conservative in nature and the
vital interlocking between points and signals remained mechanical, with the
relays acting an interface between track circuit and block controls and the
electro-mechanical locks. The number of relays was minimal in such
installations.
The introduction of track circuiting was a gradual process and at first was
restricted to mainline major stations and junctions. The majority of the railway
between adjacent interlockings/stations remained non-track circuited, with the
“Block system” ensuring the safe separation of trains. This was of course
heavily dependent on human vigilance. At this stage, the majority of signals
and points remained mechanically operated.
It was only with the gradual introduction of electric colour light signals and
electrically operated points that more relays were introduced into signalling
systems. In the UK, the main areas where this first happened were the busy
commuter routes south of London and the London Underground system. The
introduction of colour light signals in conjunction with track circuits enabled
signals to be automatically replaced to red, after the passage of a train. In
addition, on plain line, signals could be operated automatically, with no
operator intervention. Such features reduced the operator’s work load.
The next development was to replace the mechanical interlocking between the
miniature levers with all electric locking. This was first done in UK in 1929, at
North Kent East Junction, just south of London.3 Electric locks on the levers
prevented the reversal of that lever e.g. to clear a signal, unless the relevant
conditions such as track circuits clear and points correctly detected and locked
were satisfied. The adoption of all electric locking on miniature lever frames
enabled larger areas to be controlled from one interlocking.
7
Another advantage of all electric locking on miniature lever frames was that at
large installations, the lever frame could be split into two sections.
The Crewe North Junction installation was an example of this with the lever
frame split into two back to back sections, with one used for control of up
direction trains and the other for down direction trains.
Of course the circuitry that was introduced to interface between the lever locks
used additional relays, compared with the previous mechanically interlocked
systems.
1930s
A fair number of all electric miniature lever frame signalling installations were
built in the 1930s in UK. These were designed and installed mainly by
Westinghouse Brake and Signal Company. (Style L frame), Siemens and
General Electric Company (SGE) and General Railway Signal Company (GRS).
Despite the advances described above, the majority of the world’s railways
remained mechanically signalled.
8
The Welwyn control prevented a signalman giving a “Line Clear” release to the
signal box in rear, until the previous train had arrived and occupied and cleared
the “berth” track circuit, and the “Home” signal had been replaced to danger.
An earlier system to interlink signals with block controls was the “Sykes Lock
and Block” system, patented around 1875. This was used extensively on the
former Southern Region of British Railways. Before the widespread adoption
of track circuits, lineside electromechanical treadles were used in this system
to detect trains. However the Sykes Lock and Block system wasn’t fool-proof,
as was demonstrated at the serious crash between Purley Oaks/South Croydon,
south of London in 1947, when the system was incorrectly overridden by the
signalman.
Other improvements introduced around the 1930s time were the introduction of
colour light “Distant” signals on high speed main lines. (These were signals
that gave advance warning to a train driver of the status of the stop signals at
the next signal box).
By converting these signals to colour light operation, even when operated from
a mechanical signal box, they could be located further away from the
controlling signal box. The introduction of colour light distant signals reduced
the manual effort required by the signalman. (The effort to operate a distant
lever controlling a mechanical signal up to 1000m away could be considerable).
The colour light distant signals were still operated from the same lever that had
originally operated a mechanical semaphore signal, but the lever was fitted
with a circuit controller that in turn energised a relay to operate the distant
signal.
9
The adoption of colour light distant signals was an important factor that
enabled line speeds to be raised on busy main lines such as West Coast Main
Line and East Coast main line in the 1930s.
So yet more relays were being introduced into what was still predominantly a
mechanical signalling system. At the same time, the productivity was being
increased, by the abolition of the intermediate signal boxes. Note that in
exceptional cases, mechanical intermediate block signals were introduced, but
these were the exception.
An example of mechanical Intermediate Block signals, could be found at
Standish Junction, north of Wigan on the West Main Line in UK. These were
abolished in 1972, when the West Coast Main Line was re-signalled using
multiple aspect colour light signals and continuous track circuiting.
Beyond all electric miniature lever frames, the next major development was the
introduction of all relay interlockings.
In these the miniature levers operating the signals and points were replaced by
control panels fitted with buttons or switches to control the system.
Various methods of operation were developed, including “One Control
Switch,” “Individual Switch” and “Entrance-Exit” working. Due to it’s
simplicity of operation and compactness of control panels, the “Entrance-Exit”
system was widely adopted from the early 1960’s onwards. The local control
panels situated in Passenger Service Centres on NS-EW lines in Singapore use
the “Entrance-Exit” method of operation.
10
In addition the three depots on NS-EW lines use this system, first developed in
the United States and introduced into the UK in the 1930s.
The main advantage of the “Entrance-Exit” method of route setting, is that only
two operator actions are required to set any route, regardless of it’s complexity.
This compares favourably with some “state of the art” systems introduced more
recently in which up to six operator actions are required to set a route!
The adoption of all relay interlocking, operated from route setting panels
enabled larger areas to be controlled from one signal box. Such relay
interlockings introduced in the UK in the late 1930s form the basis of modern
interlocking practice. (Although of course the interlocking controls have been
refined over the years).
The move to all relay interlocking, introduced even more relays into the system.
For these installations, the points were operated electrically, but via circuit
controllers on levers on a full sized mechanical frame. The signals however
were operated from minature switches located in the correct geographical
position on the signal box illuminated diagram. The interlocking between the
points and signals was relay based. Electric locks on the point levers driven
from relay interlocking circuits, ensured the points could not be moved unless
safe to do so.
The installations at Wigan were designed and installed by SGE (Siemens and
General Electric Company). These “hybrid” installations were not widely
adopted. This was probably because greater economies could be made by
adoption of a full relay based system rather than a hybrid mechanical/relay
system, that still had the expense of the mechanical lever frame to operate
points.
This in turn has recently been replaced by a relay interlocking, operated from a
conventional Entrance-Exit panel.
1950s
In the 1950s, all three technologies described above existed side by side. The
majority of UK railways remained mechanically operated, with the safeguards
such as interlinking between signal/point levers and track circuit controls and
block controls added on the majority of mainline installations.
On lightly used branch lines or goods only lines, it was quite common for the
signal boxes to have none of these safeguards.
Principal stations in large cities were usually signalled from signal boxes
equipped with large route setting panels (e.g. York and Newcastle) or miniature
lever frames e.g. Crewe North Junction, Crewe South Junction and Waterloo
and Victoria stations in London.
The design of the relays used in all of these installations hadn’t changed to any
great extent in 40-50 years. The largest of these were very cumbersome
devices, with the nick-name “fish-tank” or shelf type relays, because they were
the size of a Fish Tank, that were usually installed on a shelf. It was realised
that with the more extensive use of relay interlockings in the future, the large
size of existing designs of relays would be a limiting factor, due to the amount
of room space that would be required to house the racks of relay interlocking
equipment for the larger interlockings.
12
Photo 4-Westinghouse Shelf type relay in Crewe North Junction relay room
1960s
In the early 1960s several large resignalling schemes were in the planning stage
in the UK. (e.g. London-Manchester & Liverpool).
In these schemes, large numbers of mechanical signal boxes sometimes dating
from 1880s were to be abolished.
A useful feature introduced in the 1960s was the “Auto Working” feature on
selected controlled signals.
The operation of this feature eliminated the need to cancel and reset the route,
when successive trains were taking the same route. This greatly reduced the
operators work load, and wear on the control panel buttons.
The result of this was the production of the BR 930 specification for miniature
“plug-in” relays. Westinghouse produced their Q style relays to meet the BR
930 specification.
The predecessor companies to the present Alstom Company also produced
relays meeting the BR 930 specification in UK. The relays typically operate at
50V DC, though 24V DC versions are available for specific applications.
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The initial signalling schemes of the early 1960s utilized miniature plug in
relays that were the immediate predecessors to the BR 930 style relays. (eg
Westinghouse P and R Style relays).
Eventually by the mid 1960s, the BR930 style relay became the standard for
new schemes in UK and in other countries supplied by UK manufacturers.
It is a tribute to the original design that the BR 930 series of relays haven’t
changed substantially after more than 40 years. It should also be noted that the
BR930 signalling relays are extremely reliable devices, with a Mean Time
Between Failures (MTBF) of approximately 550 years.6
The Mean Time Between Wrong Side Failures (MTBWSF) for BR 930 Q
relays is estimated by Westinghouse Rail Systems to be 6.89 x 109 hours.10
Several thousand of the Westinghouse Q style of relay to the BR 930 spec have
been installed on the existing SMRT NS-EW lines in Singapore.
They will also be installed on the future Boon Lay Extension line, currently
under construction. In total, well over two million Q relays have been made so
far and are in service in many countries world-wide.
1970s
Major resignalling schemes covering large geographical areas, using all relay
based “Geographic” interlockings, operated from large push button “Entrance-
Exit” panels were introduced.
These included the northern section of the West Coast mainline, (from Weaver
Junction to Glasgow, via Warrington, Preston, Carlisle), London Bridge, East
Coast Main line (Doncaster, Peterborough and Kings Cross). The London
Bridge scheme, designed and installed by Westinghouse Brake and Signal
Company was commissioned in 1975. It was at the time the world’s largest
largest geographical interlocking, containing some 13,000 relays.8 Relay
interlocking probably reached its full potential in terms of development in mid
to late 1970s.
15
The majority of the schemes described above are still in operation. The
adoption of high speed TDM links enabled the area controlled from one signal
box to be greatly increased compared to the earlier schemes of the 1960s.
Train Operated Route Release (TORR) was introduced for the first time in UK
on some schemes. This greatly reduced operator workload and wear and tear
on the panel push buttons.
Further a field, in Hong Kong, the MTR (Mass Rapid Transit Railway) was
signalled using full ATP fixed block system. This used BR930 style relays for
interlocking and switching of ATP speed codes. (Equivalent to aspect
sequence circuits on a conventionally signalled railway).
1980s
The last large all relay based schemes such as Three Bridges on Brighton Line
south of London were commissioned.
The main development in signalling in the 1980s was the development of Solid
State and Computer based interlockings, with the first installation in UK going
into service in 1985.
In these systems, the interlocking functions that had previously been done
using hard-wired relay circuitry were replaced by logic within the computer or
processor.
Before SSI was fully adopted, there were a number of “hybrid” schemes in the
mid 1980s that used various techniques to reduced the number of relays used in
relay based installations.
These included ERSE (Electronic Route Setting equipment) adopted by the
former Southern Region of BR at Waterloo in London, Brockenhurst, Dover
Priory and Salisbury. (The electronics of these ERSE systems were in the
process of being replaced in 2006).
In Singapore, the first stage of the MRT opened in 1987 from Yishun to Toa
Payoh. This included several upgrades in technology compared with the Hong
Kong MTR opened less than 10 years earlier. However, BR930 relays were
still used for interlocking and ATP code switching.
The SSI system that was adopted in UK around the same time, was initially
developed to be a very BR specific system and no modules were available at
that time for switching of ATP speed codes. In addition, significant
development would be required to adopt SSI to a metro application. SSI was
eventually introduced on the Eastern Harbour crossing extension of Hong Kong
MTR.
This used SSI for interlocking between points and signals, but with the ATP
fixed block system, being driven from vital relay circuitry interfacing with the
SSI.
Instead of multiple aspect signals along the lineside, the trains receive ATP
speed codes that are injected into the running rails. Each ATP speed code takes
the form of a specific signal frequency.
This is decoded by ATP equipment on the train, to instruct the train to drive at
a particular speed. This can be without operator intervention, pathing the way
for driverless operation.
17
1990s
With the introduction of IECC operator workload was further reduced with
such features as Automatic Route Setting (ARS) and Train Operated Route
Release. (TORR). (However it should be noted that TORR had previously
been incorporated into the previous generation of relay interlocked systems,
operated from conventional push button control panels. ARS previously had
been adopted on a limited trial on the Three Bridges resignalling scheme,
commissioned in 1983).
21st century
Whilst there is no doubt as to the reliability and safety of SSI and CBI systems,
it is interesting to note that all such systems presently on the market are slower
than an all relay based interlocking. This isn’t usually a problem.
However certain timing problems can occur where a signalled route crosses the
boundary of two interlocking areas. These problems that were identified
during the early days of SSI and CBI systems have now been resolved.
All other new lines in future will utilise Computer Based Interlockings. In
addition, with the latest technology, solid state switching of ATP codes is
possible, eliminating the need for relay based switching of ATP codes.
In the UK, examples of schemes recently carried out using relay interlockings
instead of CBI were at Longsight, South of Manchester. In this case relays that
had been in operation since early 1960s were replaced with new relays, rather
than convert to SSI. In this particular case, relay interlockings were maintained
to reduce work associated with interfacing to existing control centre and
trackside equipment that are relatively new.
Further South at Stockport, several mechanical signal boxes some dating from
1880s have been refurbished, and interfacing circuitry rewired to new BR930
style relays. The decision to refurbish the existing signal boxes using a mixture
of mechanical and relay technology at Stockport was taken after delays in the
development/delivery of a European CBI system.
Such cases are the exception, but it shows that in particular cases, there is still a
demand for traditional technology.
It should be noted that whilst the interlocking function is no longer carried out
by relays in Computer based interlockings, there remains a requirement for
relays to perform an interfacing role.
This can be for example between the CBI and trackside equipment such as
point machines and track circuits.
(Note that in the CBI system used on NEL and CCL in Singapore, the track
circuit receivers interface directly with the interlocking, without the use of
interface Track relays)
Relay interfaces also provide a very good electrical isolation between the
delicate electronics of a Computer Based System and the harsh external
environment.
In SSI, specific modules drive signals and points directly without interface
relays. However this system was primarily designed for the UK market.
(Though it was later adapted for use elsewhere). Most other CBI systems
developed for world wide application, tend to use more interface relays.
This enables one design of module to be used to drive a wide range of different
types of trackside equipment.
On these systems, cabinets housing a range of FS90 style relays are provided to
interface to the CBI system. These relays typically operate at 24V DC. They
are made in Bologna, Italy by Alstom at the former SASIB factory.
Relays of similar design are used extensively in Italy in large relay
interlockings (Milan Central being a good example). These relays continue to
be produced and are used in the latest CBI installations in Italy and other
countries in Europe, notable the Netherlands.
Similar relays of the PN150 series are used extensively in the United States and
Canada. In the US and Canada, signalling relays typically operate at 10 or 12
Volts DC. Interestingly, some railroads in the United States were relatively
slow to make the transition from “Fish Tank” to plug in relays.
In Malaysia, north of Kuala Lumpur, the line from Rwang to Ipoh is currently
being re-signalled, in conjunction with track doubling and electrification.
Microlok Interlocking, supplied by Union Switch and Signal in Australia is
being supplied.
Conclusion
At the transition from one main type of signalling to the next generation, a
number of “hybrid” schemes of relatively limited application were introduced.
It will be seen that in UK, the most common type of interlocking is still relay
based. These probably overtook mechanical interlockings, as being the most
common type around late 1970s. However, it is interesting to note that despite
introduction of major re-signalling schemes in UK over the last 40 years, there
are still a large number of mechanical interlockings in existence. At the start of
the 21st century, the number of Computer based interlockings still remain the
lowest of all types. A great many relay based interlockings (particularly those
commissioned in the 1960s to 1980s) are now reaching the end of their lives.
However due to the large number of relay based schemes in operation, it will
probably be many years until the majority of interlockings in UK are computer
based.
This is despite the fact that most new signalling schemes in UK now use
computer based interlockings. This is largely as a result of an investment
backlog that has built up in recent years.
The introduction of each new phase has brought about reductions in the initial
cost of the signalling systems, and benefits for the operators mainly in terms of
reduced workload and increased productivity.
Balanced against this, the life span of the new signalling systems are less than
the previous relay systems. The relay based systems in turn have a shorter
lifespan than the previous generation of mechanical systems. The real long
term costs of adopting the latest technology remain to be seen.
The greatest step forward from an operating viewpoint, was probably the
transition from mechanical to relay based systems, particularly when combined
with the introduction of track circuit block and train describers that removed
the need for the operation of manual block system.
The change from relay based to SSI/CBI systems, whilst a great technological
leap, was almost invisible to the operator, as the new systems basically emulate
a relay based system. Indeed many of the operational features of the latest
SSI/CBI interlockings, can be traced back to the early relay interlockings
introduced in the 1930s.
Since then the widespread adoption of Solid State and Computer based
interlockings has steadily reduced the demand for signalling relays, however it
is interesting to note that a new BR930 relay was developed as an interface
relay to SSI. This operates at 110V AC.
STS –Signals manufacture relays to the same designs that were originally
manufactured by Tyers, Field and Grant and GEC General Signal Limited.
(Later Alstom UK).
Relays will be required for the foreseeable future, mainly for interfacing
purposes on SSI/CBI systems and where short extensions of existing relay
based systems are being carried out.
23
In addition, there is a steady demand for supply of relays for replacement of life
expired relays in existing relay based systems.
From time to time, owing to particular circumstances, relay interlockings are
retained and upgraded with relay based systems, rather than SSI/CBI.
In Singapore, the existing NS-EW line continues to use relays for interlocking
and ATP code switching.
This will continue for the foreseeable future, though it should be noted that
trials are currently underway at Bishan Depot to confirm feasibility of
switching ATP codes by Computer Based Interlocking. All future schemes in
Singapore will use CBI with interface relays where appropriate.
Note :
mpwhite@pacific.net.sg
2) Full details (in the form of formal accident reports) for most of the
railway accidents referred to in this article can be accessed at
www.railwaysarchive.co.uk
5 IRSE Paper “Sustainable Interlocking for the 21st Century”. Kenneth Vine and Philip Hingley 2003
6 IRSE Paper “Design for Signalling System Performance.” P.W. Stanley 1980
7 IRSE Paper “Dutch Signalling Developments” Maarten van der Werff 2007
8 Article in IET Computing and Control Magazine titled “Signalling Technology for today’s railway.”
Mark Glover 2007.
9 A Hundred Years of Speed with Safety. O.S.Nock 1981. Published 2006, edited by Stuart Angill,
John Francis, Mark Glover, Michael Stone. Published by The Hobnob Press.