Professional Documents
Culture Documents
Compiled by
Gangaraju P
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Contents
1. RAIL TRANSPORT SYSTEM .................................................................................................................... 8
1.1 Main features of a Transport system are............................................................................................ 8
1.2 Priorities of a Transport organization .................................................................................................. 8
1.3 History of Railway .................................................................................................................................. 8
1.4 Development of Railway System ......................................................................................................... 9
1.5 Present Global Scenario ..................................................................................................................... 12
1.6 Technical developments: .................................................................................................................... 13
1.7 Consoling factors.................................................................................................................................. 13
2. PERMANENT WAY ................................................................................................................................... 14
2.1 Permanent way includes ..................................................................................................................... 14
2.2 Point assembly ................................................................................................................................... 19
2.3 Parameters of P.Way related to Signalling ...................................................................................... 21
2.4 Infringements: ....................................................................................................................................... 22
3. RULES OF OPERATION FOR SAFE WORKING OF TRAINS .......................................................... 23
3.1 Possible risk factors in train working ....................................................................................................... 23
3.2 There are many Secondary risks associated with the interface of the following systems ..................... 23
3.3 Role of Signaling in working of trains............................................................................................. 24
3.4 RAMS................................................................................................................................................... 24
4. SIGNALING ................................................................................................................................................. 25
4.1 Development of Signaling Systems - important milestones ........................................................ 25
4.2 Role of signaling in train working ....................................................................................................... 27
4.3 Signal Spacing:..................................................................................................................................... 28
4.4 Efficiency ............................................................................................................................................... 31
5. BASIC CONCEPTS OF SIGNALING ...................................................................................................... 33
5.1 Definitions ........................................................................................................................................ 33
5.2 Signal Aspects ...................................................................................................................................... 34
5.3 Symbols and Nomenclatures ............................................................................................................ 34
6. CONTROLLING DEVICES ...................................................................................................................... 40
6.1 Lever Frames ............................................................................................................................................ 40
6.2 Control Centres .................................................................................................................................... 42
6.3 VDUs ...................................................................................................................................................... 43
6.4 Ergonomics used in the design of Control Centres. ..................................................................... 45
7. CONTROLLED DEVICES........................................................................................................................ 46
7.1 Signals ................................................................................................................................................... 46
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7.2 POINTS ................................................................................................................................................. 59
8. RELAYS ....................................................................................................................................................... 74
8.1 Construction .......................................................................................................................................... 74
8.2 Working characteristics of a Relay .................................................................................................... 74
8.3 Classification of Relays: ...................................................................................................................... 76
8.4 Track relays: ......................................................................................................................................... 76
8.5 Line Relay: ............................................................................................................................................ 77
9. TRAIN DETECTION............................................................................................................................. 84
9.1 Track Circuits ........................................................................................................................................ 84
9.1.2 High Voltage Impulse (HVI) Track Circuits ................................................................................... 87
9.2 AXLE COUNTERS: ............................................................................................................................ 96
10. INTERLOCKING ................................................................................................................................... 103
10.1 Safety principle: ................................................................................................................................ 103
10.3 Essentials of Interlocking as defined by Indian Railway Signalling: ...................................... 104
11. SYSTEMS OF WORKING ............................................................................................................................. 122
11.1 Mechanical Interlocking: ................................................................................................................. 122
11.2 Interlocking in Electro Mechanical signalling: ..................................................................................... 123
11.3 Relay Based Interlocking...................................................................................................................... 123
11.5 Communication Based Train Control systems:.................................................................................... 126
12. SIGNALLING CIRCUITS .................................................................................................................... 127
12.1 Design Precautions: ............................................................................................................................. 127
12.2 Occupational Safety:............................................................................................................................ 127
12.4 Internal circuits: ............................................................................................................................... 130
12.5 Lineside circuits: .............................................................................................................................. 130
12.6 Different types of circuit arrangements ...................................................................................... 130
12.8 Electrical Locking arrangement on Mechanical Levers ................................................................... 137
12.9 TRACKSIDE POINT CONTROL AND DETECTION CIRCUITS .......................... Error! Bookmark not defined.
13. ROUTE RELAY INTERLOCKING. ................................................................................................................... 139
13.1 Buttons and Knobs .............................................................................................................................. 139
13.2 Following circuits are involved in Route setting, Signal clearance and Route releasing process: ..... 141
13.3 Releasing of Route Locking: ................................................................................................................. 158
14. MONITORING............................................................................................................................................ 165
14.1 Display Panels for Mechanical Signalling: ........................................................................................... 165
14.2 Display Panels for Relay Interlocking ................................................................................................. 165
15. TRANSMISSION .......................................................................................................................................... 166
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15.1 Cables: ................................................................................................................................................. 167
15.2 Structure & configuration of Signalling cables: .................................................................................. 168
15.3 Screened cables: ................................................................................................................................. 168
15.4 Categorization of Signaling Cables: .................................................................................................... 169
15.5 Power cables: ..................................................................................................................................... 169
15.6 Size of conductors: .............................................................................................................................. 169
15.7 Cross talk and attenuation: ................................................................................................................. 170
15.8 Quad cable usage & configuration: .................................................................................................... 170
15.9 Optical Fibre Cable (OFC): ................................................................................................................... 171
15.10 Cable selection: ............................................................................................................................... 172
15.11 Laying of cables: ................................................................................................................................ 172
15.12 Plug couplers, Pre-formed terminations: .......................................................................................... 174
16. ELECTRONIC INTERLOCKING - INTRODUCTION ......................................................................................... 175
16.1 Advantages of Electronic Interlocking over Relay Interlocking ........................................................... 175
16.2 Different System Architectures: .......................................................................................................... 175
16.3 Electronic Interlocking consists ........................................................................................................... 176
16.4 Systems ................................................................................................................................................ 177
17. SOLID STATE INTERLOCKING .................................................................................................................... 179
17.1 System features: .................................................................................................................................. 179
17.2 Principle of Majority Voting................................................................................................................. 179
17.3 Different makes of SSI are in use. Some are given below. ................................................................. 180
17.4 SSI-Application program ...................................................................................................................... 181
17.5. Data Link ............................................................................................................................................. 185
17.6 Trackside Function Modules................................................................................................................ 187
17.7 Anti- Bobbing Protection ..................................................................................................................... 190
17.8 Central Interlocking (CI) ....................................................................................................................... 191
17.9 Data Transmission and bit allocation .................................................................................................. 192
17.10 Interlocking Minor Cycle & Major Cycle ............................................................................................ 193
17.11 SSI Design of Work Station ................................................................................................................ 193
17.12 Connection of SSI to IECC .................................................................................................................. 193
17.13 Constraints/Problems of Electronic Interlocking .............................................................................. 194
18. EVENT LOGGER ........................................................................................................................................ 195
8.1 Event Logger consists ............................................................................................................................ 195
18.2 Important features .............................................................................................................................. 195
18.3 CPU Card .............................................................................................................................................. 196
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18.4 Power supply ....................................................................................................................................... 196
18.5 Network Management of Data loggers (NMDL) functions: ................................................................ 196
18.6 Network is connected with two types of 4-wire modems: ................................................................. 197
19. LEVEL CROSSING ........................................................................................................................................ 198
19.1 Classification of a Level Crossing ......................................................................................................... 198
19.2 Types of Level crossing gates .............................................................................................................. 198
19.3 Interlocking of Level Crossing gates: ................................................................................................... 198
19.4 Rules for passing an Interlocked Gate signal: ...................................................................................... 199
20. OTHER SAFETY DEVICES ............................................................................................................................ 201
20.1 Automatic Warning System (AWS) ...................................................................................................... 201
20.2 Train Protection and Warning System (TPWS) .................................................................................... 202
20.3 Automatic Train Protection system (ATP) ........................................................................................... 202
21. BLOCK WORKING ...................................................................................................................................... 206
21.1 Fixed block system............................................................................................................................... 206
21.2 Moving block system ........................................................................................................................... 206
21.3 Definitions related to Block working ................................................................................................... 206
21.4 Running of trains under Absolute Block System ................................................................................. 207
21.5 Essential features of a Block instrument ............................................................................................. 207
21.6 Block Instruments ................................................................................................................................ 207
21.6.2 Double line Block Instrument: .......................................................................................................... 210
21.7 Precautions .......................................................................................................................................... 211
21.8 Splitting of the block section for increasing section capacity ............................................................. 211
21.9 Automatic Block signalling system ...................................................................................................... 212
21.10 Moving block: .................................................................................................................................... 216
22. POWER SUPPLLIES ..................................................................................................................................... 217
22.1 Power Source....................................................................................................................................... 217
22.2 Competency......................................................................................................................................... 217
22.3 Protective measures ............................................................................................................................ 218
22.4 Supplies generally used in signaling. ................................................................................................... 218
22.5 Precautions .......................................................................................................................................... 218
22.6 Cables used for signalling power supply ............................................................................................. 220
22.7 Earths ................................................................................................................................................. 220
22.8 Earth value measurement ................................................................................................................... 220
22.9 Batteries .............................................................................................................................................. 222
22.10 Power Feeder calculations............................................................................................................... 222
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22.11 Power from Solar cells ....................................................................................................................... 223
22.12 UNINTERRUPTED POWER SUPPLY(UPS) ............................................................................................ 224
22.13 UPS DESIGN ...................................................................................................................................... 224
22.15 Integrated Power Supply (IPS) ........................................................................................................... 225
23. COMMUNICATION BASED TRAIN CONTROL SYSTEM (METRO) ................................................................ 229
23.1 Trackside Components ........................................................................................................................ 229
23.2 Norming Points .................................................................................................................................... 230
23.3 SPIs (Switch Position Indicator) ........................................................................................................... 230
23.4 WNRA (Wayside Radio Network Assembly) ........................................................................................ 231
23.5 ESPs and CESB...................................................................................................................................... 233
24. METRO SIGNALLING WITH FIXED BLOCK WORKING: ................................................................................ 236
24.1 BMRC System Overview ...................................................................................................................... 236
24.2 Track Circuits: ...................................................................................................................................... 236
24.3 SYSTEM ARCHITECTURE ...................................................................................................................... 237
24.4 SAFETY STANDARDS ............................................................................................................................ 237
24.5 Automatic Train Control System is Continuous type........................................................................... 238
24.5 ASCV subsystem .................................................................................................................................. 242
24.7 SDTC subsystem................................................................................................................................... 243
24.8 Trackside Equipment ........................................................................................................................... 243
24.9 LINE SIDE SIGNALS ............................................................................................................................... 244
24.10 Track circuit coding............................................................................................................................ 244
24.11 COMPUTER BASED INTERLOCKING (CBI): .................................................................................... 245
24.12 Control Terminal with VDU Display .................................................................................................. 246
24.13 ELECTRIC POINT MACHINES .............................................................................................................. 246
24.14 DEPOTS .............................................................................................................................................. 247
24.15 TRAIN RADIO SYSTEM: ...................................................................................................................... 247
25. ELECTRICAL TRACTION............................................................................................................................... 248
25.1 DC Traction .................................................................................................................................. 248
25.2 Electrification - Advantages vs Disadvantages .................................................................................... 248
25.3 Traction Power supply ......................................................................................................................... 249
25.4 Electrical traction arrangement........................................................................................................... 249
25.5 Overhead Line equipment (OLE) includes ........................................................................................... 251
25.6 Bonds ................................................................................................................................................... 254
25.7 Effects of A C Traction on Signalling & Telecommunication systems. ................................................ 256
25.8 Objectives of Signaling are as under: .................................................................................................. 258
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25.8 Rail reduction factor ............................................................................................................................ 258
26. DOCUMENTATION IN SIGNALING............................................................................................................. 270
26.1 PLANS: ................................................................................................................................................. 270
26.2 Diagrams/Designs ................................................................................................................................ 273
26.3 Documents .......................................................................................................................................... 276
26.4 Design Methodology of UK Rlys. ......................................................................................................... 277
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1. RAIL TRANSPORT SYSTEM
1.1 Main features of a Transport system are
• Mode of transport and it’s network: It includes any type of Transport Network
that is being used to transport humans, animals, goods etc.- e.g. Roadways,
Railways, Airways, Waterways etc.
• Infrastructure: Support system of the Transport Network like Bus stations, Rail
stations, Airports, Seaports, Maintenance units, Communication Network,
Workforce etc.
• Control of Operations – Control of Network, Contingency readiness, Planning and
Policies.
Preferences of Railways
• Most energy efficient. A train needs 50-70% less energy to transport a given
tonnage of freight (or given number of passengers), than by road transport
• Small frontal area in relation to the load, which cuts down the air resistance and
thus the use of energy.
• One of the safest modes of transport. Its accident rate is very low in comparison
with the amount of traffic it deals.
• More comfortable than most other forms of transport.
• Makes highly efficient use of space and time: a double-tracked rail line can carry
more passengers or freight in a given amount of time than a four-laned road.
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• 1729- Iron wheels were introduced.
• 1788- Edgeworth proposed wagons to spread the load. He suggested rollers for
wagon axles to reduce friction. He projected drawing of wagons by chains along
the track, moved by stationary engines.
• 1806 - a horse-drawn Railway was built between Swansea and Mumbles,
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1.4.2 Tramways
• Wagonways in mines may have provided the original idea for the Railway System.
• 1790 - Canal age Tramway of horse-drawn trains on cast-iron plate rails that was
the immediate ancestor of the steam railway really goes back no farther than
about.
• Tramway is specially constructed hard road for vehicles and guiding the vehicles.
Area of bearing surface is reduced to a minimum. This permitted the operation of
trains or row of vehicles. The employment of metal road with metal wheels reduced
the friction and wear was minimum.
• Amount of fall and rise of the track(Gradient) was significant factor in the design of
tracks.
• Tracks were made with a width of 4 yards for a single line and 7 yards for a double
and laid on Level bed of gravel.
• Sleepers were placed to maintain the track gauge. Stone sleepers 8-12 inch thick and
weighing about 150-200 pounds with Tram plates on the top were used.
• Gravel was placed around the sleepers and firmly packed. Wooden plugs are
hammered into the sleepers and drilled to suit the spikes to fasten the plates.
1.4.3 Wheels
• Initially wooden wheels were turned on wrought iron axles. Axle holes were square,
so the axles turned in. Treads were case- hardened [chilled] to resist wear.
• Around 1729- Iron wheels were introduced. The newer edgeways used cast-iron
wheels with conical treads 4"wide and ledges (flanges) 1" deep.
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• The original Liverpool and Manchester line still operates today as a secondary line
between the two cities.
• 1830 - Baltimore and Ohio was opened, it evolved into major Railway system.
• After its introduction in the 1830‘s, rail transport has dominated motorised land
transport for nearly a century.
• By the summer of 1831 the Railway was carrying tens of thousands by special
trains to Newton Races.
• 1888 - The use of overhead wires conducting electricity invented, which led to the
development of electrified railways.
• 1892 - The first electric train was operated at Coney Island (USA).
Indian Railways
• The first railway in India (the first in Asia, too) was the Great Indian Peninsular.
After the failure of the American crop in 1846, there was heavy moment of cotton
from India to UK textile industry.
• Railway was started primarily to improve the transport of cotton to the coast for
shipping.
• The first public train ran on April 16th, 1853 between Bori-Bunder and Thane. It
was first Railway in Asia too.
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• In 1951 the different railway systems in India were nationalised as one unit.
• It is one of the world's largest railway networks comprising 115,000 km (71,000 mi)
of track over a route of 67,312 km (41,826 mi) with 7,112 stations.
• As per 2014-15 statistics, IR has carried 8.397 billion passengers annually ie, more
than 23 million passengers a day (roughly half of whom were suburban
passengers) and 1058.81 million tons of freight.
• During 2014–2015 Indian Railways had revenues of ₹1,634.50 billion (US$24
billion) which consists of ₹1,069.27 billion (US$16 billion) from freight and ₹402.80
billion (US$6.0 billion) from passengers tickets.
• A total of 12,617 passenger trains and 7,421 freight trains are run daily.
• As of 31 March 2016, 27,999 km (17,398 mi) (41.59% of the total 67,312 km route
length) was electrified. Since 1960, most of the ectrified sections on IR use 25,000
Volt AC traction.
• As in 2013, total employees on IR are 2.376 million.
• World’s Top 5 longest Rail Networks are-
USA - 2,50,000 Km
CHINA - 1,21,000 Km
RUSSIA - 86,000 Km
INDIA - 67,312 Km
CANADA - 46,552 Km
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• An important precondition for the integration of local trains/light rails with bus
connections ( "feeder buses") and through ticketing system (common ticket for
bus, metro and train in urban areas).
• With the introduction of high speed trains like (Japanese Shinkansen and the
French "Train à Grande Vitesse“ TGV), rail can be the strongest competitor up to
distances of 600 km. E.g. between Paris and Brussels (310 km distance) the
market share of rail is 10 times higher than the share of air traffic.
• There is a significant potential exists to improve energy efficiency in Rail travel,
through both vehicle design, and new Traction Technology.
• In the inter-city transport, high speed trains have shown their competitiveness.
Present transport range is between 300 to 600 km.
• To promote Rail freight, political decisions should support climate friendly technologies
(light rail) are essential.
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2. PERMANENT WAY
• 1825 – First British Railway Track was laid between Stockton and Darlington
• Since 1845 –gauge is standardized as 1435mm. Most of world Railways use the
Standard Gauge.
• Gauge is measured from center of one rail to the center of other rail
• On UK Railways the Area inside the two rails is called 4 foot area and the area
between two adjacent tracks is called 6 foot area.
2.1.1 Rails
• Rails are made of steel. Chemical composition of steel is -
Iron -
Carbon - 0.45 - 0.60 %
Silicon - 0.05 - 0.35 %
Manganese - 0.95 – 1.25 % (resists the formation of FeS)
Phosphorous - 0.040 % max
Sulphur - 0.040%
Other impurities - Nitrogen and hydrogen
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• Since 1948 – Flat bottomed rails are in use. They reduce lateral distortion and
permit high speeds, less maintenance
• Rails are available in various lengths and weightages
• Available Lengths are 9.144m, 12.720m, 13.860m and 18.280m(Std). It may vary
from country to country.
• Weightages of rails – 35 lbs, 42 lbs, 50 lbs, 60 lbs, 75lbs, 17.36 kg, 24.8 kg, 37.20
kg. were used.
• Since 1968 - 54kg and 56kg flat bottomed Rails are standardized.
2.1.2 Sleepers
• Sleepers are provided to hold both the rails firmly to prevent spreading of gauge.
• Spacing of sleepers depends on the speed and traffic density of the section.
• Wooden sleepers are in use since 17th century. Their life is about 35 years. Soft
wood is having less life. Presently the use of wooden sleepers is prohibited to
prevent deforestation.
• Steel sleepers are also in use with Corrosion protection.
• Since 1920 Pre-Stressed Concrete sleepers(PSC) are being used. Use of Iron and
concrete combination is permitting better ride and higher speeds in train running.
Wear and tear of rails is less, thereby increases the life of rails by 1/3rd. Number
of rail breakages are minimized. Maintenance cost is also reduced with the
increased sleeper life.
• Steel Fasteners are used to hold the rails with the sleepers. Steel spikes are used
with wooden sleepers and Pandarol clips are used with PSC sleepers.
• Rubber pads are provided between the rail bottom and the sleeper top which
provides cushion and also avoid damage to the sleepers. In track circuited areas,
these rubber pads provide electrical insulation between sleeper and rail. They are
manufactured with thermoplastic or synthetic rubber material.
• To maintain the firm grip metal strips are provided below the pandarol clips where it
touches rail. In track circuited areas, insulating strips (of thermoplastic) are
provided.
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PANDAROL CLIP
FISHPLATES
GLUED JOINT
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OVERLAP JOINT
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2.1.5 Gauge
• Track gauge is measured between the inside faces of two rails. There are four
types of Gauges in use all over the world.
Broad Gauge – 5ft 6in.(mostly used in India, Pakistan,
Bangladesh, Sri Lanka)
Standard Gauge – 4ft 8 ½ in.(1435mm) (mostly used by all
Railways)
Meter Gauge 1 meter (used by some countries)
Narrow Gauge - 2ft 6in ( mostly used in hilly terrains)
POINT LAYOUT
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AMS CROSSING
SWITCH HOUSING
DIAMOND CROSSING
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VARIOUS TYPES OF POINTS AND CROSSINGS
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• Lateral movements of track due to vehicle instability are also to be taken into
account.
• Bridges and Level Crossings
• Curvature and Versine
• Drainage system
2.4 Infringements:
• All trackside signaling equipment shall be installed without infringing with the train
movements. All P.W. parameters shall be taken into consideration while fixing the
signals.
• Guidelines specified by Schedule of Infringing dimensions shall be followed.
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3. RULES OF OPERATION FOR SAFE WORKING OF TRAINS
Railway has a segregated Right of Way. Driver has no choice. He has to follow the
route set. Railway track is divided into multiple sections to allow more number of
trains.
Several risks are involved in train working. When the train starts moving there will be
initial inertia due to its weight. Once the train starts moving after overcoming the initial
inertia, the rollability between the wheel and rail increases due to smooth metal
surfaces. This results in train gaining a large momentum as the speed increases. With
this, controlling the speed of the train and stopping it becomes very critical. It depends
on the judiciousness and experience of the driver.
‘Safe Distance’ should be ensured between successive trains travelling in the same
direction and also prevents any conflicting movements from the adjacent tracks that
may endanger the safety.
3.2 There are many Secondary risks associated with the interface of the
following systems
• Remote control of system and data transmission
• Power supplies to the signaling system
• Control and display systems
• Fringe interlocking systems or sub systems
• Trackside signalling equipment
• Imported Electro-Magnetic interferences (EMI)
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• These risks shall be identified and controlled to maintain the Safety Integrity of the
System.
• Train detection where provided should be continuous and reliable as far as
possible.
3.4 RAMS
A Signaling System should be designed to comply with RAMS specification.
3.4.1 RELIABILITY
Ability of a system to perform a required function under given conditions, over a given
time interval.
3.4.2 AVAILABILITY
Ability of a system to be in a state to perform a required function under given
conditions, at a given instant of time, (assuming that the required external resources
are provided).
3.4.3 MAINTAINABILITY
Ability of a system to be retained in, or restored to, a state in which it can perform a
required function. Definition includes: given conditions of use, maintenance could be
performed under given conditions using stated procedures/resources.
3.4.4 SAFETY
Measure of the ability of the system to operate without appreciable risk. Risk is a
measure of the extent of potential harm to people, equipment or environment, being
the product of the chance of the event and the resulting consequences.
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4. SIGNALING
The signalling system is an essential part of the Train working. It’s principal task is to
ensure that trains are run safely, i.e one train must not run into the back of another, or
two trains must not collide when both are from opposite directions. Though evolved
primarily for safe working of trains, signaling plays an important role in increasing the
Line Capacity with minimum investment.
Railway vehicles move on steel rails. Engines, wagons and coaches are provided
with flanged steel wheels. The rolling of steel wheels on the steel rail has the least
friction and therefore, it is the most efficient means of locomotion.
Unlike road vehicles, trains have no capacity to steer away from the given path. They
have to follow a fixed path, as guided by the rails. They are required to follow one
another.
Precedence and crossings can be arranged only at stations. Driver of a locomotive
has control only over the speed of the train, he can start and stop. Communication to
the driver (to proceed or stop) is only through signals.
During 1841 first “Semaphore” Signals were first introduced. Subsequently sevaral
modifications were made to signals.
Two aspect Lower quadrant signalling and Multiple aspect Upper quadrant signals
were standardised.
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STOP ASPECT CAUTION ASPECT PROCEED ASPECT
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4.2 Role of signaling in train working
• The priority of signaling is to achieve safety in train working.
• Due to low friction between the Wheels and Rails, train gains a large momentum
while running. Train running at Sectional permissible speed requires a long
distance to stop the train safely.
• A minimum distance shall be maintained between the following trains so as to stop
a train safely from its permissible section speed using the normal braking technics.
This distance is called Braking Distance.
• So the First safety requirement in train working is to maintain a minimum Braking
distance between the following trains by placing the signals suitably.
• But it is also essential to give an advance information to the driver about the Red
signal ahead, so that he will be able control speed of the train and bring his train to
a stop at the Red signal without overshooting it.
• To achieve this safety requirement, every Red signal should be preceded by a
warning signal which should be located at the minimum Braking Distance in rear
from the Red signal.
• Braking Distance depends on the Permissible Speed and the Gradients in the
approach of the Red Signal where the train is required to stop.
• Permissible speeds for each section of track are specified by P.Way depending on
the fitness of the track.
• Sometimes the required minimum braking distance may not be achievable using
the permissible speed. In such cases use of Attainable Speed which is lesser can
be considered with the permission of Competent Authority. It should be ensured
that permissible speed is not achievable at that location.
Attainable Speed
• It is the maximum speed a train is able to achieve at a location due to geographical
conditions like gradients or
• Driver may be reducing the speed to meet the speed restrictions in the approach of
signal or
• While breaking the speed to bring the train to a stand at a stop signal.
• Attainable speed is derived from acceleration data which has been produced and
validated by a Vehicle Acceptance Body. Rising or Falling gradients in the
approach of signal shall also be considered, for calculating the Attainable speed.
Examples:
• In tunnels or on viaducts
• Part way along platforms
• In the limits of OHNS
• Over or immediately after a point in the route.
Differential Speeds
• Differential speeds are those applicable in the same area for different types of
trains, depending on the Brake Power of trains operating in the section.
• Various factors are to be considered for increasing the permissible speed of a
particular section.
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• P.Way decides the permissible Speed for each portion of track depending
on the fitness of the track.
• Coaches should be fit enough to run at higher speeds.
• Locomotive should be capable of running at higher speeds with sufficient
brake power.
• All Risks associated with the Higher speeds should be assessed and
addressed by signaling.
Gradient Profile
Sig-2
Sig-1 Sig-3
1 in 1 in 0 1 in 1 in Gradi
150 1200 500 200 ent
Direction of Train
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4.3.1 Acceptable variations in Signal Spacing:
• Lesser Braking Distance is not permitted.
• If the required Braking Distance could not be achieved, a lower permissible speed
shall be imposed on the approach to the first cautionary signal.
• To much excess Braking distance is also undesirable, due to incidental risks
involved. But it may become necessary to continue with the existing excess
braking distances in certain locations.
• Up to 33% of Excess BD is permitted without risk assessment.
• On lines where minimum signal spacing is 500m or greater, 34% to 100% excess
signal spacing is permitted subject to risk assessment
• On lines where minimum signal spacing is less than 500m, a maximum signal
spacing of 1000m is permitted, subject to risk assessment.
• Over braking other than the above requires derogation. A note to this effect shall
be added on the Scheme Plan
Standard Graph and Table to derive Braking Distance are given below.
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Appendix C - Spacing for trains with enhanced brake power 9%
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4.4 Efficiency
• Role of Signalling is not confined to Safety. It contributes for the efficiency of Train
working also.
• Efficiency means running more number of trains at the permissible speeds.
• Line Capacity of a section depends on the Permissible Speed and HEADWAY of
the section.
• Headway is the minimum spacing between a train and the train following it, so that
both trains can maintain identical permissible speeds.
• Shorter the Headway, more the number of trains that can be run in a section.
• Headway can be said in terms of time also.(interval between two successive
trains).
• In Absolute Block system the Headway is fixed depending on the Geographical
location of stations.
• If the Headway to be improved, new stations are to be opened in between. But this
can be done either due to absolute operating reasons or due to public demand.
• In case of Automatic Block Signaling, the Headway can be reduced by reducing the
spacing between the signals and using the multi aspect signals.
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HEADWAY IN 2 ASPECT SIGNALLING
• Normally a red signal requires a warning signal in the rear to warn the driver of
approaching train.
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5. BASIC CONCEPTS OF SIGNALING
Basic concepts of any Signalling system all over the world is same. Certain definitions
are universal. Symbols, Nomenclatures are developed to codify the functions for easy
reference and use. Some of the important Definitions, Symbols, Nomenclatures are
furnished below.
5.1 Definitions
• Adequate Distance means the distance sufficient to ensure safety.
• Overlap means the safety distance provided in advance of a stop signal, which
must be kept clear, for clearing the stop signal immediately in rear or for the
purpose of granting permission to approach.
• Braking distance is the distance required to stop the train from running at the
maximum permissible speed of the line, applying normal deceleration methods.
• Station means any place on a Railway line at which traffic is dealt with, or at which
an authority to proceed is given under the system of working.
• Block station are those at which Driver must obtain an authority to proceed under
the system of working to enter the Block section with his train.
• Block section means that portion of the running line between two Block stations
on to which no running train may enter until Line Clear has been received by the
train sending Block station from the Block station in advance to leave the former
and reach the latter.
• Classification of stations under Absolute Block System stations are `A', `B', `C' .
Non Block stations are those where trains may stop for commercial purposes and
no signaling is provided.
• Authority to proceed means the authority given to the Driver of a train, under the
system of working, to enter the Block section with his train.
• Multiple aspect signalling is the Signalling arrangement in which more than 2
aspects are used, to convey a better information to the driver about the status of
advance section/signal
• Last stop signal means the fixed Stop Signal of a station controlling the entry of
trains into the Block section.
• In rear of a signal means the portion of track in the approach of the signal.
• In advance of a signal: it refers to the territory beyond the signal.
• Main line means the line ordinarily used for running trains through and between
stations.
• Isolation means an arrangement, secured by the setting of points or other
approved means, to protect the line so isolated from the danger of obstruction from
other connected line or lines.
• Shunting means the movement of a vehicle or vehicles with or without an engine
or of any engine or any other self-propelled vehicle for the purpose of attaching,
detaching or transfer or for any other purpose
• Line capacity of a section means the maximum number of trains that can be run at
the same time.
• LEVEL CROSSING means the intersection of Road with Railway track at the same
level
33
• Centralised traffic control means a system by which the working of trains over a
route, to which the system applies, is governed by fixed signals remotely controlled
from a designated Control Centre.
34
5.3.1Symbols used on Plans
35
5.3.2 Route list on Signaling Plans
36
5.3.3 Symbols used in circuits
37
5.3.4 Nomenclatures
A – Approach (ASR/ALSR)
B – Positive terminal (B24)
C – Checking/proving (ECR), Common
D – Green (DR, DECR)
E – Lamp (ECR), Emergency (EGGNR),
G – Signal (HGKE/HG)
H – Yellow or Caution
J – Timer function
K – Indication or Detection (NWKR, RWKR)
L – Locking (CHLR, WLR)
M – Main (MECR)
N – Normal (NWKR), negative (N12)
O – Overlap (OVSR)
P – Repeater, permissive
R – Reverse, Red or Relay
S – Stick (TSR)
T – Track
U – Route
W – Point
Y – Slot, yellow
Z – Zone or Special function
38
5.3.6 Working of Signalling System
• A signaling system comprises mainly seven vital activities connected with following.
POINTS
INTERLOCKING
CONTROLLING
DEVICE
SIGNAL
DISPLAY
TRAIN
POWER DETECTION
OTHER
INTERFACES
TRANSMISION
• Additional Protection methods are employed where required to improve the safety.
39
6. CONTROLLING DEVICES
• Different Signaling systems are in use. Main systems are –
Mechanical,
Electro-Mechanical,
Electrical (Panel and Route Relay Interlocking with Automatic Route setting)
Electronic Interlocking.
• To control the trackside Signaling functions, any one of the following controlling
devices can be employed. Controlling device depends on the type of System in
working.
• Each system uses a different type of controlling device. One of the following
controlling devices can be used depending on the system in use.
1. Lever Frames
2. Control Panels
3. Work stations
4. Hybrid installations
40
MECHANICAL LEVER FRAME
41
DOUBLE WIRE LEVER FRAME
42
• Additionally points are provided with 3 position switches to operate the points
individually in case automatic route setting fails. Normally the knob remains in the
Centre position when auto route setting process is in working. The status of points
at site is indicated as by the side of the knob.
• All track sections are provided with indications. Route set condition is indicated with
row of white lights on the route. Track occupied status is indicated with red lights
for each Track section.
• Additional Buttons or Switches are provided for various other controls like Slotting
to the fringe areas, Emergency Replacement of signals, All signals normal,
Cancellation buttons, Power acknowledgement etc.,
• Various alarms like power off, are provided to alert the operator.
6.3 VDUs
• VDU is an electronic screen showing a graphical and/or text image generated by a
computer.
• A ‘Workstation’ comprises a Console Desk. A Key Board or Tracker & Ball is
provided to enable the layout to be controlled by the signaller in the seated
position.
• It can display the layout, all signals, Track sections, Points, controlled from the
VDU. It can be scrolled to see the selected portion of layout.
• The VDU should be of minimum 20 inches screen with controls to adjust
brightness, contrast and degaussing.
• Additionally separate screen is provided to display overview of the layout and
status of trackside functions. .
• SMs key control is provided to lock Control panels and VDUs, to prevent
unauthorized operations.
• Present Metro Signalling uses Communication Based Train Control System for
Interlocking. The system is controlled through VDUs and large Display Panels are
provided.
43
VDU CONTROL WITH DISPLAY SCREEN
44
6.4 Ergonomics used in the design of Control Centres.
• It is the science of human performance at work, studying factors and developing
tools to reduce error, increase the productivity, improve safety and enhance
comfort to the operator.
• Working environment should be designed from the point of view of operator’s role
in controlling the train movements and communicating with the drivers.
• Ergonomic techniques are used to optimise operators performance in carrying out
his duties. This process will involve design of the working environment, the work
station, the interface and any associated technology.
• Physical Ergonomics - The efficient control of layout will aim at ease of operation.
This process should result in optimum comfort and minimum potential for
discomfort.
• Consideration is given to divide the duties between the operators to minimise the
risk of operator error.
• Assessment of the control room shall include the adequacy of lighting to enable the
signaller to operate efficiently and safely.
• Operator’s workload is assessed for designing of Control and Display Panels. The
following factors are taken into consideration.
Number of train movements controlled in a specified period.
Time and effort needed to enable each train movement
The degree of operational automation provided
Distractions from other duties or comm. with other staff or public
Situational awareness of the operator.
Time and effort needed to deal with possible disruptions.
45
7. CONTROLLED DEVICES
Equipment operated include Trackside equipment like Signals, Points, Level crossings
etc.,
7.1 Signals
A "Signal is a medium to convey information about the condition of route ahead.
Various methods of signaling are in use to convey the information in a non-verbal form
as being adopted by Scouts, Policemen, road signs, Navy and Air Traffic Control,
Railways etc.,
Signal
Visual Audible
Fixed Signal
Flare Signal Whistle
Movable Detonator Voice
flag Signal
.
Running Subsidiary
PERMISSIVE SIGNALS:
47
REPEATERS SIGNALS:
48
SIGNALS NOT IN USE
49
ROUTE INDICATORS
• OFF indicators are provided where starting signal is not visible to the driver due to
obstructions. When starting signal is taken OFF, it exhibits the legend OFF’
• Closed Door Indicators are provided to indicate that the train doors are closed.
• Buffer Stop Indicators show two Red lights to indicate the termination of track.
• SPAD Indicators are provided at critical places, to alert the driver that he has
passed a Stop signal which is showing Red.
MARKERS
50
51
CO- ACTING SIGNAL
52
7.1.4 Aspect Sequence
• It is the sequence of aspects displayed by successive signals.
• First OFF aspect of a controlled signal is controlled by the Interlocking. Other
higher aspects depends on the aspect of the signal in advance
• In certain cases it becomes necessary to control the speed of approaching train by
delaying the display of ‘OFF’ signal aspect. Signal route is set as usual, but the
signal does not change to off. It changes to OFF only Aspect gets released only
when the approaching train reaches a predetermined point in the approach of
signal.This is called Delayed Clearance or Main Aspect Approach Released(MAR).
53
4 ASPECT SIGNAL SEQUENCE WITH FLASHING YELLOWS
(FOR DIVERSION ROUTE)
54
7.1.5 Visibility of Signals
• Visibility of signals plays vital role in safe running of trains
• As a practice signals are located on the left hand side of the track.
• Better visibility helps the driver in better control of the train.
• Proposed signal locations are visited by a Sighting committee to check the signal
visibility conditions and accepts the proposals if the locations are suitable. They
may make recommendations for improving the visibility. One more visit is made
after the signals are erected.
• Visibility of signals is periodically checked and adjusted if required.
• Generally all Main signals are adjusted for long range visibility.
• But sometimes, long range visibility may lead to misreading of signal aspects which
may lead to an unsafe condition.
• To avoid this confusion, such signals are identified and adjusted for short range
visibility.
• Visibility of all subsidiary signals and indicators shall be for short range.
• Depending on the visibility requirement, Signals and Indicators are classified into
four categories 1, 2, 3 & 4.
55
• Hazard: Visibility of Signal is affected due to contrast in luminance between signal
light and its surrounding lights.
• Impact: Driver may not be able to identify the aspect clearly
• Control measures: - Matt blackboard behind the signal to shield against bright
sky or illuminated cityscape backgrounds can be provided.
• Hazard: Signal gets obscured by other lights in the surrounding area like Depot
lights, Station lights, Street lighting causing distraction to the driver.
• Impact: Driver will have confusion in identifying the signal light and may not be
able to distinguish the signal aspect correctly.
• Control measures: - Measures should be taken to focus the external lights, away
from the line of signal aspect focusing. If it is not possible, at least dim the external
lights.
• Hazard: Most Color Light Signals have got a narrow light beam..
• Impact: Ability of human eye to distinguish the colors decreases rapidly as image
is moved away from axis.
• Control measures: - Position and alignment of signal is very important. Most
restrictive aspect should be placed at 5.03m above rail level.
• Focusing of an Aspect: Centre beam should align towards a point 3m above left
hand running rail at a distance of 183m from the signal.
• Hazard: Signal is in a different position or having different configuration from the
previous signals in the section...
• Impact: Missing the signal, Misreading of signal, Delayed response by the driver
• Control measures: - Following problems are to be studied to address the risk.
57
7.1.9 Rules related to signals
• Sighting committee checks signal location before it is installed and recommends
the measures for better visibility of signal.
• Generally Signals are fixed on the Left hand side of the track. But sometimes they
are placed on right side of track or on a gantry due to constraints of space or for
visibility reasons.
• Driver should not pass a Stop signal displaying a Red aspect. In case of a failure,
operator gives an authority to the driver to pass the signal at Red.
• ‘Signal no light’ condition is considered as signal is at its ‘ON’ position.
• Subsidiary signal can be fixed either below the main signal on the same post or it
may be fixed on a separate post by itself.
• All Main signals are generally provided with First Wheel Replacement feature. First
wheel replacement means a signal automatically replaced to ‘ON’ with the first
pair of wheels occupying the track circuit/Axle counter in advance of the signal.
• Subsidiary signals are provided with Last Wheel Replacement. Last wheel
replacement means the signal changes to ON only when the last pair of wheels
occupy the track circuit/Axle counter in advance of the signal and the berthing track
is clear. Some times last wheel replacement is provided for main signal also, if
there is a possibility of driver seeing the signal aspect changing to ON.
58
7.2 POINTS
59
POINT LAYOUT
• By looking from the facing direction the points may be called ‘Left Hand turnout’ or
‘Right Hand turnout’
60
7.2.2 Identifying the points position
• In case of parallel lines, movements may take place from one line to the other.
Points are provided on each line and connected. The Combination of both points
which are involved in a train movement is called “Crossover”. Generally both end
points are worked through a single control. But sometimes they may be controlled
separately.
• To allow all possible movements between two parallel lines, normally two separate
cross overs are provided. Sometimes due to space constraints it may not be
possible to provide them separately. In such cases they are laid crossing each
other. This arrangement is called “ Scissors Crossovers”
61
7.2.4 Various Points Crossings
When two crossovers are crossing each other, the center potion is called “Diamond
Crossing”
• It would be equally possible to insert two more switches in the upper portion. This
arrangement allows diversion movements at both ends. This arrangement is called
“Double Slip”.
62
• The term `Isolation' means, isolating a more important line from the rest of the
adjacent lines, so that movements on the adjacent lines do not interfere with the
movements of the isolated line and does not cause an accident.
• Where points are provided only for the purpose of isolation, it is not necessary to
provide a complete point assembly with two switch rails. It is enough to cut one of
the rails and provide a switch. Normally position of switch is open condition, so
that any vehicle moving in the direction shown by arrow, will derail and cannot
move further. But when a train movement is to be made, the switch is closed with
the stock rail which allows the train to pass over the point safely. This arrangement
is called “Trap Point” or “Trap Switch”.
Operation, locking and interlocking arrangements are similar to a full point.
TRAP SWITCH
7.2.5.1 Mechanical:
• In Mechanical Signalling, points may be operated locally with a separate lever or
from a lever frame through MS rodding connecting the points.
• Generally Operation and Mechanical locking of points are done by separate levers.
• By using a Switch Lock Mechanism, both operation and locking can be achieved
with a single lever operation.
63
• In Double wire signalling also, the operation and locking is done by a single lever
using Double wire Point Mechanism.
• In SSI, Clamp Lock Point machine can be directly operated by Point TFM .
65
• Ampang Metro uses Contec made ‘Unistar HR’Electro/ Hydraulic Hybrid Switch
machines. The motor driving the Hydraulic compressor is worked with DC120V.
67
7.2.6 Locking of Points
Locking of points is effected in two phases -
• Mechanical locking – Point switches are to be locked physical physically to
prevent disturbance of their setting, during the passage of train over them. This
locking is a must for all movements in the Facing direction.
In Mechanical signalling point Locking is done by a separate lever. Mechanical
Locking is provided at the centre of the point layout. In case of Electrical point
machine, this locking is arranged within the point machine.
• Electrical locking when applied, electrical controls for point operation get
disabled. It is provided in case of Electrical or Electronic signalling. Electrical
Locking is applied under different conditions. Each locking is named suitably.
Track locking is applied when the point portion of track circuit is occupied by a
vehicle. Track locking gets effective even under track circuit failure condition.
Route locking is applied when the signal protecting the point, is taken Off.
Approach locking is applied when the train is in the approach of signal and
driver has sited(conveyed) the Off aspect.
If the train has passed the signal and travelling over the route, the route is back
locked.
POINT LOCKING IN MECHANICAL SIGNALLING
68
7.2.7 Electrical Detection
Detection of points: Correct setting of points should be detected and proved in the
signal control.
• Points detection can be Mechanical or Electrical or by means of Electronic
Sensors
• Mechanical detection is used in Semaphore signalling.
• Electrical signalling uses electrical detection.
• Elec. Detection arrangement may be part of Electrical Point Machine or provided
separately.
• Electrical Detection unit consists an Electrical Contact Box with two sets of
contacts. One set is made when the point is set to Normal and locked. The other
set is made when point is set to Reverse and locked. These contacts are used to
complete the respective point detection circuit.
• Detection contact assembly is actuated by the M.S.rods connected to switches at
the toe. Adjustment of detection contacts is possible and should be accurate, so
that a set of contacts should make only when -
- The point is set to the corresponding position with the gap between stock rail
and the closed switch is less than 3mm and the gap on the open switch side is
around 100mm.
- Point is locked mechanically.
- Heavy duty contactor Relays used for point operation are de-energised.
• Point Operation and Detection circuits can be of 2 wire, 3 wire or 4 wire type.
69
ELECTRICAL DETECTION ARRANGEMENT
• Klang Valley project uses machines supplied by Bombardier worked with AC 380V
3 phase motor. Two types of point machines are available.
- Non-Trailable Point Machine (JEA73)
- Trailable Point Machine (JEA72)
• Bangalore Metro uses Jeumont make MJ 81 Non Trailable point machine which
works on 380V AC 3 phase supply. It is a Clamp Lock type with built-in Electrical
detection.
Parameters of Jeumont make MJ 81
• In some sections of Malaysia, AC 380V 3 phase point machines of AZD Prabha are
in use.
• Parameters of AZD Prabha make
Motor Voltage 3x380V AC
Rated Current 2.4 A
Peak Current 4.8 A
Frequency 50 Hz ±10%
Mechanical power output 480 W
Operation Time 3-5 sec
Operation Force 3.5-10 kN (Standard = 5 kN)
Trailing Resistance Approx. 2 times of Operation Force
Contact material Hardened beryllium bronze
Weight 175 kg
71
• Existing point machines on Ampang line of Malaysia are of Siemens worked with
DC 120V. Siemens circuitry uses superimposed detection with motro coil in series.
• On Indian Railways. Siemens and High thrust type machines of DC 120V are
much in use.
72
VOSSLOH POINT MACHINE USED IN SERAMBAN AREA
73
8. RELAYS
• Relays are extensively used in Signalling to convey an information from one
function to another and also to operate the functions. Their role is indispensable
even in Electronic Signalling.
• A relay is an electromagnetic device with a set of contacts operated by its
armature. When energized it makes front contacts. De-energised contacts are
called back contacts. Status of a function is conveyed through these contacts.
8.1 Construction
• Each relay is provided with one or two coils with a CORE at the center of the coil.
• Core is of good quality iron or steel with high permeability and low retentive
properties. It provides high conductivity to magnetic flux and at the same time
having low retentivity for the residual magnetism. If two coils are provided, they are
provided with a separate cores, but connected.
• Bottom of the core is provided with a pole piece(face) made of steel or iron.
• Armature is provided below the pole piece which is hinged on one side and the
other end actuates an adjustment card which in turn operated by the armature.
• To avoid the effect of residual magnetism, residual pin of non-magnetic material is
fixed on the armature. This prevents the armature from coming into direct contact
with the pole face. Certain air gap is maintained.
• In case of plug in type relays additionally a helical spring is provided over the
armature to move it away from the core when the feed to the coil is withdrawn.
• Yoke is provided connecting both core and armature. Magnetic flux produced
passes through the core, yoke, air gap and armature.
• Relays can be either Shelf type or Plug in type. In case of shelf type relays, two
coils are provided. Both cores are connected at the top and armature connects
them at the bottom. Flux produced by the two coils aid each other and flow through
both the cores and armature.
• Contact springs are of phosphor bronze. They are provided either with a silver tip
or a carbon tip or combination of both.
• Additionally a helical spring is provided over the armature to move it away from the
core when the feed to the coil is withdrawn.
74
Force of attraction is given by formula:
F ἀ B² a where F- is force of attraction
B - is density of flux
a - is cross sectional area
This square relationship has its own advantage especially in case of DC Track
relays.
Relay Working:
• When voltage is applied to coils, magnetic flux starts building up in the core which
circulates through core, yoke, armature and the air gap. As the current steadily
increasing, flux also develops steadily.
• When sufficient flux is developed, the armature gets attracted. As the armature is
moving towards core, the air gap reduces, which increases the flux suddenly. After
the armature is attracted the flux further builds up, until the full current is available.
• While energizing the flux required to attract the armature is greater due to presence
of air gap between the pole face and the armature and weight of armature. Once
the armature is attracted, the flux required to maintain it is much less. The extra
flux created after the armature is attracted, provides the extra force required to
provide a good contact pressure.
• Air gap plays an important role for effective functioning of a relay.
• Hysteresis is a magnetic property by which the flux produced lags behind the
current while building up or withdrawn. The paths of flux while increasing and while
decreasing are different .
• When the flux is sufficiently reduced the armature releases. As the armature
falling, the air gap increases which in turn reduces the flux quickly.
• Due to hysteresis effect, there is a pick up time lag while energizing. Similarly a
release time lag while de-energising
75
Residual magnetism:
• When the supply is withdrawn, flux in the magnetic circuit does not reduce to zero,
but certain amount of residual magnetism gets retained in the core.
• There is a possibility that this residual magnetism may not allow the armature to
release even after the supply is withdrawn.
• To overcome this problem, it is essential to maintain an air gap between the core
and the armature, even in energized condition. For this a residual pin of non -
magnetic material is provided on the armature.
• While the flux is produced, it produces a back EMF which opposes the voltage
applied and retards the growth of current.
• The growth and decay of flux are decided by the relationship between the
inductance and the resistance in the circuit which is known as time constant.
• The value of inductance is not constant in case of DC Neutral relays. It is less
when the relay is de-energised and more when energised. So the magnitude of
flux established is different in both the cases.
• Depending on the supply, relays can be classified as DC Relays, AC Relays and
Electronic Relays:
• ELECTRO MAGNET
• ARMATURE
• RESIDUAL PIN
• ARM SPRING
• FRONT CONTACT
• BACK CONTACT
• CONTACT CHAMBER
• CONTACT TERMINALS
• COIL TERMINALS
• YOKE
77
• Plug in type DC Line Relays work on DC 24V or 50V or 60V. Two types of relays
are in use. ‘Q’ type with metal to carbon contacts and K50 with metal to metal
contacts. Most Railways use ‘Q’ type relays. India uses 24V type and UK uses
60V type. Siemens uses K50 relays work with 50V DC.
78
‘Q’ RELAY PLUG BOARD
1) Relay base
2) Electro-magnet
3) Armature
4) Pusher spring
5) Fixed front contacts
6) movable arm contact
7) Fixed back contact
8) Operating arm
9) Adjustment card
10) Residual pin
11) Transparent cover
12) handle
13) Heel piece
79
‘Q’ RELAYS FIXING ARRANGEMENT IN LOCATIONS
• By their usage in the circuits, they are classified as Vital and Non-Vital Relays
• Vital Relays: are those used in controlling circuits such as signal, point, controls,
track detection etc.
• Non vital Relays: Relays which are used only to aid the controls and accessories
like warning buzzers, Indications etc.
• Depending on their reliability and functionality, they are classified as Proved and
Non proved Relays.
• Proved type: If metal to metal contacts are used, they are likely get fused due to
arching during operation. This may prevent the releasing of front contact and
cause an unsafe condition. If such a relay is used in safety critical functions, it may
prove fatal in train working. To avoid this, their back contacts are proved in the
conflicting function circuits.
• Non proved type: Relays need not be down proved. It is assumed they are
normalized after each operation as their contacts have at least one non fusible
contact (carbon contact).
• AC immunity level of a DC Neutral Line Relays is 300V AC
8.5.2 K 50 Relays
These Relays are Manufactured by M/S. Siemens.
• They are miniature in size, compared to ‘Q’ type relays. Relays are used in
prewired groups. They are also available as mini groups with two relays.
• They are with metal to metal contacts which reduces the contact resistance
considerably.
81
• Contact assembly consists, both dependent and independent contacts..
• But due to metal to metal contacts, welding of contacts is possible. So they are
considered as proved type.
• All safety critical signaling circuits are required to be designed with Double
cutting. Hence the number of contacts used in a circuit increases.
• Welding of contacts is reduced by using ‘Double break Double make contacts’.
Breaking and Making takes place at two places simultaneously, thereby
dissipates the spark fast. This reduces chance of welding.
• Wiping action is provided for contacts, for self cleaning.
• Elliptical shape of the contact element provides lesser contact area and faster
operation of relays.
• Operating time is very fast: PU time is 25 to 60 m.secs and release time is 7 to
15 m.secs. .
• AC immunized timings are 200 m. seconds.
82
MECHANICAL LATCHING OF RELAYS
CONTACT ASSEMBLY
83
9. TRAIN DETECTION
Principle of working:
• Track circuit is an electrical circuit in which rails are used as conductors. One end
is fed with a supply and it is collected at the other end. This indicates, track circuit
is free from vehicles. When there is no train on the track circuited portion, Track
Relay gets the feed and it is energized.
• When a vehicle occupies the track circuited portion, the first pair of wheels with
axle shunts the track circuit current, thereby the relay gets de-energised.
• Different types of Track circuits are in use, based on the type of power used for
their working. Most used are -
• DC Track circuits
• AC Track circuits
• HVI Track circuits
• Audio Frequency Track Circuits
84
Track circuit arrangement
• DC track circuit working gets affected by the variations in the Ballast Resistance.
With the change in the weather condition, the value of ballast resistance varies.
As the Ballast Resistance value varying, the Voltage available at the relay
fluctuates. To keep the fluctuations within lower limits, the applied rail voltage is
kept as low as possible.
• At the same time the minimum operating voltage at the Relay must be sufficiently
greater than any D.C. interference voltage so as to avoid any wrong side failures
of the track circuit.
• Ballast resistance is low in wet conditions and high in dry conditions. Typical
values of the Ballast resistance varies between 2 ohms to 10 ohms/Km.
• During wet conditions the leakage of track circuit current is high which causes a
considerable reduction in the voltage supplied to Relay and relay may get de-
energise. To avoid a failure, the voltage supplied to the track circuit should be
increased by adjusting the Adjustable Feed Resistance.
• Subsequently when weather becomes dry, the voltage at the relay increases
considerably. This may cause reduction in Drop Shunt value, there by relay may
not de-energise when train occupies the track. So in dry conditions track circuit
voltage should be reduced.
• So frequent adjustments are required to Track feed depending on the weather
conditions ballast resistance value.
• Track circuits are tested with a minimum drop shunt value of 0.5Ω, when
connected across the track, the relay starts de-energising (just opens its front
contacts)
SCHEMATIC REPRESENTATION
OF TRACK CIRCUIT RESISTANCES
85
EFFECT OF BALLAST RESISTANCE ON TRACK CIRCUIT FUNCTIONING.
• The feed end relay shall be to the same specification as that of Track relay
• The feed end relay shall be connected across the rails at the same position as the
feed.
• More than two track relays are not permitted on the same track circuit.
• In non electrified lines both rails are insulated from the adjacent track circuits.
• In AC electrified areas both rails cannot be insulated, since one of the rails should
be through for traction return current. So single rail configuration is permitted with
standard series bonding on the insulated rail and with parallel yellow traction
bonding on the common rail.
• To cater for the longest wheel base vehicle, the minimum track circuit length
should not be less than 18.3 m.
• Maximum operational length of a track circuit is limited by three factors:
• declining value of Ballast resistance
• increasing value of Rail impedance
• Immunisation/effect of interference by the traction system
WAVE FORM
88
Feed End:
• It consists a transmitter fed by a 110V/24V 50W Power Supply Unit (PSU).
• Waveform is generated by charging a capacitor to a high voltage and then
discharging it through a Thyristor and a matching transformer to the track.
• The inductance of the feed and relay end transformers together with that of the
rails, causes the positive pulse to be followed by a negative undershoot.
• The design of the transmitter ensures that the waveform is not reflected back to the
power supply.
Track Equipment:
• Operating waveform requires connection to the rails through a track transformer.
• On electrified lines, the track transformer requires a protective resistance in series
with the track winding to prevent the traction current saturating or damaging the
winding. This resistance is adjustable, but in the British application, adjustment is
not required.
Receiver/Relay End:
• At the relay end, the energy from the track transformer is fed to receiver.
• The positive and negative parts of the waveform are rectified separately and
applied to different windings on the relay. The relay has a magnetic circuit which
ensures that it can only pickup if the applied voltages are in the correct ratio (i.e.
the track waveform is correct).
• Relay can pick up only when the voltage is received in correct ratio.
Restrictions:
• Maximum workable length of a Track circuit is only 200m to 300m.
• Minimum length depends on the permissible speed of the section.
• For speeds less than 75mph the min. length of track circuit should be 18.3m
• For speeds 125mph the minimum length should be 31m
• Mutual interference between adjacent track circuits is prevented by Electrical
Stagger.
• Being a category C track circuit it should be occupied for at least 550ms to confirm
show it is occupied. For this special precautions are to be taken to prevent an
unsafe condition.
• It is having very long drop away time. It’s operating category is C and it requires
two slow to pick up TPRs in relay based interlocking or extra delay data in SSI.
• When abutting with other types of track circuits, IRJs are required on both rails.
• Separate configurations are available for DC electrified, AC electrified or Dual
electrified and Non-electrified sections.
• Interface is not achievable within S&C layouts
• Interface with Non-AC immune DC track circuits or Non-frequency selective AC
track circuits is permitted only at the feed end of susceptible track circuit.
• In case of diode track circuit the interface is permitted at the diode end only.
• They are cost effective only where they have got functional benefit
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9.1.3 Audio Frequency track circuits(AFTC)
• Track circuit consists a Transmitter which generates an audio frequency signal and
is fed to the track through a TU. At the Relay end, signal is received through a TU
and fed to a receiver. Receiver gives a DC output to picks up a DC Neutral Relay.
• Several companies are manufacturing AFTC equipment. UK is using Bombardier
version EB200 track circuits.
• Indian Metros are using Alstom version.
• EB200 uses eight nominal frequencies to provide isolation between adjacent track
circuits frequencies on the same line and on adjacent lines.
• Alstom uses 9 frequencies.
• Longer track circuits are possible. Maximum length of track circuit depends on
ballast resistance, frequency used, track layout etc.,
• Generally it is a joint less track circuit, but can be worked with IRJs also.
• Limits of the Track circuits is defined either by tuned zones or by IRJs where
provided.
• Boundary between two track circuits is defined by two TTUs connected to the rails
at 20m apart. This forms a tuned zone. On steel sleepers the tuned zone is kept
22m long. The end of each track circuit can be regarded as the mid-way between
the two TUs.
• It is a double rail track circuit and must not be connected in single rail mode.
Hence generally not suitable for S&C area
• It has a built in time delay and hence do not need slow to pick up Track Repeating
relay.
• It is least prone to interference and hence can be used in AC, DC, and non-
Electrified areas.
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Transmitter of EB200
The multi-vibrator (1) produces a square wave frequency of 4.8Hz.
• Oscillator(3) produces a signal that varies by ±17Hz about the carrier frequency at
the rate of 4.8Hz.
• Modulator (2) modulates frequency with the oscillator output and produce an audio
frequency.
• Amplifier (4) increases this modified signal to a power level suitable for
transmission to the track.
• Amplified frequency is fed to the associated TTU/ETU through a matching
transformer and a filter. 2 core cable is used.
• Filter (6) isolates the unit from unwanted DC. and AC. voltages.
• Transmitter can be set to either Normal Power Mode or Low Power Mode.
Alstom uses 9 frequencies in the range of 200-400 Hz, along with a carrier
frequency. For shorter track circuits frequencies upto 4000 Hz are used.
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Receiver of EB200:
• Signal received from the TU/ETU is fed to the input transformer (1), which
matches the Rx: to the TU/ETU and also provides a means of setting for the
overall receiver gain.
• Upper and lower frequencies of signal received are filtered and demodulated in
two parallel channels.
• Rx has got two parallel channels; one tuned to the higher frequency and another to
the lower frequency.
• In each channel, the signal is filtered (2), amplified (3) again filtered (4) and finally
demodulated (5) so that a pair of anti-phase square waves are applied to the AND
gate (6).
• If both these demodulated signals are anti-phase to each other, a constant
negative output is produced.
• This output is fed to a capacitor timer(7) which takes 2 seconds to reach high
enough potential to produce 50V to the relay drive(8).
• Relay used is an AC immune DC Neutral Line relay(BR931)
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Tuning Units
• It consists tuned capacitor/inductor circuit. It is provided to define the correct
termination end of TI21 track circuit.
• Tuning units are of two types TU and ETU. They are separate for each frequency.
• TUs are provided where two TI21 track circuits abut without IRJs.
• Each TU provides specified load for the correct frequency and acts as a short
circuit to other frequencies of the adjacent tracks.
• Shunt zone of each track circuit extends beyond the mid point of adjacent TUs
• ETUs are provided at IRJs which enables the train shunt to be effective up to the
IRJ.
• Distance between IRJ and ETU rail connections shall not exceed 1m.
• ETU can be used either with Tx or Rx. In Center fed mode, ETU is used along with
Tx
• If the track circuit is followed by a non track circuited area, its tuned zone shall be
followed by an IRJ at 18.5m
• AFTCs can be used either in End fed mode or in Center fed mode
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PSU
• 110/24V TJ with current rating 4.4A Spec. BR929 is used
• It can feed any combination of RX & TX within its capacity.
• Power consumption by TX is 2.2A and RX is 0.5A.
Cables
• Generally tail(track) cables used are 70 or 35 mm²
• Maximum loop resistance of tail cables permitted is 6 ohms.
• Tx-0.5 Ω Using 2.5mm² cable the maximum length is 30m.
• RX-6.0 Ω Using 2.5mm² cable the maximum length is 365m.
• In Normal power mode RX should not be positioned at less than 200m from the TX
of same frequency.
• In Low power mode the minimum distance is 50m.
Precautions
• AFTC can be used in AC, DC & Non-electrified sections
• Relay should be located in the same location case as of Rx
• In Level Crossing area only normal power mode is recommended
• Low fed setting is to be used only in End Fed mode
• Maximum length of AFTC is restricted in locations susceptible to dampness such
as tunnels.
• Surge arresters are provided for track cables but not earthed.
• There are lot of restrictions for use of TI.21 adjacent to other frequency based
Track Circuits such as Reed/Aster and Axle counters.
• Since TI.21 is used in double rail configuration, impedance bonds shall be used for
cross bonding. In plain line, it shall be implemented with series bonding on both
rails.
• Min length of track circuit is based on two factors:
• The min length of AFTC is restricted in End fed mode, to avoid false feeding
of a RX by a TX of the same frequency, which is being used by another track
circuit on the same line.
• No Rx shall be positioned at less than 50m from low power Tx of same
frequency.
• Bombardier company, the makers of original TI21 Track circuits, has changed the
working frequencies from Analogue to Digital mode.
• Some of the improvements in the new digital Receiver are given below.
• Superior frequency stability across 40°C to +70°C ambient temperature range
• Faster automated set up and the removal of set up gain strapping reduces the
maintenance and down time.
• Universal Receiver units are developed so that unit can be set to any of the
required eight frequencies using the Shift Frequency Key. This reduces spares
requirement
• Condition monitoring display and remote monitoring serial port helping the local
Diagnostics.
• Units are made smaller, Lighter and more compact in design.
• Screw connections are replaced by plug-in connector.
• Clip-on fixing of receiver with integral latch.
• Installation/removal can be carried out from the front using the adaptor plate.
• 9 way -D type enables connectivity to heath monitoring circuitry for local or remote
diagnostics. It enables advance warning of deteriorating track conditions.
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9.2 AXLE COUNTERS:
• Axle counters are vital train detection equipment which are alternative to
conventional track circuits.
• Ballast resistance does not have any role on the working of Axle counters.
• It can be used for longer sections
• Can be used even with steel sleeper tracks.
• According to CENELEC Safety Integrity Level is SIL 4.
• Axle counter systems can be either with conventional Analog signals or with Digital
signals.
• Some of the differences between the two are given below:
• In Conventional Axle counter system, the Tx. Coils generate an electromagnetic
field at a frequency of 5 khz, while in Digital axle counter system uses 30 khz
frequency.
• Digital axle counter system uses the fault-tolerant ISDN transmission from the
detection point to evaluator.
• In Digital Axle counter system, a Common Detection point can be shared by the
adjacent track sections.
• Alcatel’s latest and most advanced axle counter generation is AzLM which is a
Microprocessor based two- out- of- two Multiple section Axle Counter system.
• Siemens has produced
• For special applications a two- out- of- three version is also available.
• System arrangement consists –
Rail Contacts - 2 Nos
Electronic Junction Boxes - 2 Nos.
Central Evaluator -- - 1 Nos.
Data Transmission - uses twin twisted pair or OFC cables.
Power Supply arrangements – In case detection points are Remotely fed, single
set provided at the Evaluator location. In case directly fed, each detection point
group requires a separate set of power supply at the location.
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• Tx coils (mounted on the outside of rail) generate an Electromagnetic field with two
different frequencies. at appx. 30khz around the rail.
• Rx coils are fixed inside the rail, supply two time offset induced voltages.
• Rail Contact is immune to AC and DC Traction currents, Harmonic Interferences and
to Magnetic & Eddy current produced by vehicle track brakes.
Rail
Detection
Electronic Tx Point 2
Coils Electronic
Unit Zp30H
EAK30H Unit
EAK30H
Transmission Path
97
ELECTRONIC JUNCTION BOX EK30H
Precautions:
• Each detection point shall be uniquely identified.
• For correct positioning of the Axle counter Detection Points a pre-installation survey
is required. This is a safety requirement. Initial survey form called DPSF is produced
by the design office. After the survey, DPSF shall be updated. The position of
DPSF is updated on the Scheme Plan.
• Rail contacts shall not be positioned where trains are likely to stop with either the
first or last wheel likely to be stationary over a rail contact. Where position can not
be changed the use of train stop markers or other signage shall be provided.
• When a train is traversing at the boundary of two axle counter sections or an axle
counter section and any other form of train detection, an assessment shall be
made to ensure there will be no loss of train detection due to this arrangement.
• Where separate Rail contacts are provided for the adjacent track sections, Rail
contacts shall be positioned to overlap each other.
• The last Rail contact adjoining the track circuited area should always be positioned
within the track circuit area.
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• There are several restrictions to place Detection Points in Points and Crossings
area. They shall be positioned so as to maintain critical dimensions required for
passing clearances, fouling points and clearance points.
• Positioning of rail contacts near points and crossings shall take into account the
optimum release of track locking over the points.
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I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O I/O
S S S S S S S S S S S S S S S S
L L L L L L L L L L L L L L L L
O O O O O O O O O O O O O O O O
T T T T T T T T T T T T T T T T
• The Serial and Parallel I/O Boards are Preprocessor boards which are interfaced to
the Vital Module through Industrial Standard CAN bus.
• Each Serial I/O board can be connected to two Detection Points(for 2oo2 system)
and occupies one I/O slot in the ACE.
• Each Parallel I/O board occupies one I/O slot per track section.
• The I/O slots in the subrack are universal i.e., any card Serial or Parallel can be
inserted in any of the I/O slot.
• Serial cards should be allocated in alphabetical order, starting with the first I/O slot
in the first subrack. Parallel cards should be allocated in reverse alphabetical order
starting at the last slot in the last subrack.
• The Parallel I/O Board has:
• Two vital voltage-free relay contact outputs for track section condition. These
are identical output functions.
• Two vital opto-isolated input terminals for conditional reset. These control a
single input function. Parallel to this input is a key switch mounted on the front
panel of the module for the purpose of a manual local reset.
• Two non-vital opto-isolated outputs for preparatory reset to output an indication
that the reset command has been accepted.
• Relay on the I/O card is named “GF” (Gleis Frei= Track Clear), and hence the
follower relay, if any, is named a TPR rather than a TR.
• If BR961 relay is used for the TPR function, a suppression diode across the relay
coil is to be provided to limit the Back emf potential and protect I/O card
• Data from the Detection point is received via Serial I/O module. Serial I/O board
converts the serial data from the detection points to the I/O buses of the vital
module.
• Track Occupancy information is the output from the Vital Module via Parallel I/O
modules.
• Each Parallel I/O module output is two relay contacts(double cut) for each Track
section. These are checked internally by the Vital module. Track clear is indicated
by both contacts closed.
9.2.3 Transmission:
• Between the Evaluator Location and Trackside disconnection box is 10/20 pair
armored twisted pair is used.
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• Between the disconnection box and Electronic Junction Box EAK30H is Star Quad
(2 pair) armored cable is used.
• Cable leads are integral part of Rail contact Heads, supplied in varying lengths of
4m, 5.5m, 8m. Cable leads are connected to Electronic Junction box directly.
• Maximum permissible cable length between the Evaluator and the Detection Point is
restricted to -
• 8.8 km considering data transmission restriction.
• total data transmission loss in the cable must not exceed 24db for a length of
4.28 km, considering the voltage drop restriction. In RE territory 2.0 km length
restriction shall also be considered due to Electro Magnetic Interference.
• Data transmission from Detection point to the ACE uses the physical and
communication layers of ISDN (Integrated Services Digital Network).
• ISDN transmission protocol is used to maintain high degree of coding and ensure
the safety of data transmission. ISDN is suited for various transmission media e.g.,
copper cable, Radio or OFC.
• ISDN transmission is tolerant to transient interruptions. The ISDN link can tolerate
interruption of about 500ms without disconnection.
• Communication between the Detection point and the ACE is Simplex. Evaluator
does not request any information, but expects a message to be received from each
individual Detection point at intervals of every 200ms.
• For declaring the section clear, two such consequent messages from the detection
point must be received by the Evaluator while for declaring the section occupied,
one such message is enough.
• If the communication channel is disturbed for more than 500ms, the evaluator will
declare the Detection point is failed.
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Power:
• Electronic Unit can be Remote fed (60V-100V DC) or Locally fed (10.8V-36V DC).
• Power Supply Options for Evaluator are 48V/60V DC (tolerance limit 43V-72V)
• PSU output rating is assessed based on power requirement of ACE and PDCUs
• “ACE” – Max. power required for a fully populated ACE, including for I/O cards is
55W for the ACE 2-10, 95W for the ACE 2-26, and 135W for the ACE 2-42.
• Power required by the detection points is supplied from same PSU using “PDCUs” -.
EAK30H power is 7W plus line losses, which on average 3W per rail contact, plus
10% losses in the 100V DC/DC converters.
• For a precise calculation, the max. transmission loss is considered to be additional
7W for a max. circuit resistance of 240 ohm. This equates to 4.28km cable length
with 0.9mm conductors, and a pro rata calculation for the actual cable length for
each rail contact will give the exact loss.
9.2.5 Resets:
• After a failure or shut down, it becomes necessary to reset the Axle counter system
There are four kinds of Resets are provided -
• Unconditional Reset
• Conditional Reset
• Preparatory Reset
• Preparatory Reset with Acknowledgement
• Evaluator requires the reset to be provided for a min. of 0.5sec upto a max. of 6sec.
If conditions for conditional reset are fulfilled, section will be clear within 1.6sec.
• After restoration of a section, all signals controlling access to the section must be
restricted to Stop or Approach released to Caution for the first train to pass through
the section. This is called Aspect Restriction.
• Generally Aspect Restriction applies only to Main routes, exclusive shunt routes or
frequently used shunt routes need not be considered.
• On UK Railways, Operating rules permit a driver of a train to examine the status of
adjacent track sections that train is not traversing and report . 4m is considered the
reasonable maximum distance that can be viewed from the Cab in all whether
conditions and will not become obstructed. This Drivers report can be used to
release the aspect restriction on signals.
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10. INTERLOCKING
What is Interlocking?
• It is a process by which Trackside functions are interlocked with the respective
signals, to achieve safety and efficiency in train working.
• Interlocking can be with Mechanical system or Relay system or Solid State or
Computer based Interlocking. Sometimes it may be a combination.
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10.3 Essentials of Interlocking as defined by Indian Railway Signalling:
These principles are applicable for all types of Signaling systems.
• It shall not be possible to take off a running signal, unless all points in the route
including overlap and isolation are correctly set, all facing points are locked and all
interlocked level crossing gates are closed and locked against the road traffic for the
line on which the train will travel.
• After the signal has been taken off it shall not be possible to move or unlock any
points on the route, including overlap and isolation, not to release any interlocked
gates until the signal is replaced to the ON position and ensured the train has come
to a stop before the signal safely.
• It shall not be possible to take OFF at the same time, any two fixed signals which
can lead to conflicting movements.
• Where feasible, point shall be so interlocked as to avoid any conflicting movements.
• From the above principles, the following safety conditions shall be achieved:
• Route is correctly set and locked including overlap and isolation before a signal
is taken OFF to allow a train movement.
• After the signal is taken OFF, it should not be possible to disturb the route until
the route is travelled by the train or the route is cancelled when the train has
come to a stop before the red signal.
• These interlocking conditions apply to the interlocked level crossings within
the route including overlap.
• It should not be possible to allow any conflicting movements which may
endanger the safety of the running train.
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POS – position of Route indicators
Brackets used are – ( ), [ ], { } and dashes ----- etc.,
• On UK Rlys a separate control tables is produced for each of the following functions.
• Signals / Routes
• Points and ground frames
• Level crossings
• Train warning and protection systems
• Staff protection systems
• Block systems
• Direction control
• Track Summation
Point at which the signal to be released depends on the available length of overlap.
- Phantom Overlap (POL) – Track circuit in the overlap is proved, but the point
which is beyond the overlap of 180m is not proved.
107
Release of Route Locking:
• Sequential occupation and clearance of first two tracks in advance of the signal is
proved to release the locking (Most common sequence used is that first and second
tracks beyond the signal are occupied followed by first track cleared while second
still occupied)
• Where Train Operated Route Release facility is provided, Route gets released
automatically as the train travelled over the route and cleared.
108
c. Misreading of signals:
In case of parallel signals there is a possibility of driver misreading the signals due
to conditions in the approach of signal and overshoot a danger signal. To avoid such
a possibility the incorrect signal is inhibited from displaying a proceed aspect until
it’s own berth track is occupied by the train approaching it.
109
• Where Call-On signaled movements are regular, the berthing track is divided
into two track circuits. The rear track is nominated to receive the second train.
• An equal length of track circuit is provided in rear of Call On signal.
• When the second train has arrived at the Call-on signal and occupied the first
track circuit in rear, it is ensured that the second track circuit in rear is clear.
This proves that the train to be received can be accommodated in the available
space on the occupied line. Then only Call-on could be cleared.
g. Tollerton Control:
• At Tollerton station in UK, a driver standing at foot of a Red signal of Relay
interlocking area, saw the signal clearing to proceed aspect momentarily and
again assuming ON aspect. The signal in advance was controlled by a Solid
State Interlocking.
• On investigation it was revealed that the time taken to register the occupied
status of a track circuit in SSI system is more, compared to the time taken to
register the clear status of a track circuit of Relay interlocking system.
• So new controls are applied at fringes to overcome the significant timing
differences in track occupation/clearance information reaching different
interlockings at fringes.
• Track circuit information of Relay interlocking is first fed to the SSI system and
then sent back to the original relay interlocking to ensure that the same delay is
applied in both interlockings.
110
111
MODEL LAYOUT
112
SSI CONTROL TABLE FORMAT FOR SIGNALS
113
SSI CONTROL TABLE FORMAT FOR POINTS
10.3.9 EXTRACTS OF UK RAILWAY STANDARDS ON INTERLOCKING
114
115
116
117
118
119
120
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11. SYSTEMS OF WORKING
11.1 Mechanical Interlocking:
Initially the interlocking was through Mechanical means with Semaphore signals.
• Each function is operated by a Mechanical lever. Levers operating the functions
within a specified area of a signalling layout are grouped into a single Lever Frame.
• Size of the Lever Frame depends on the number of functions controlled by it.
• Levers are so interlocked; their operation follows a predetermined sequence. i.e. a
signal lever can be pulled only after the points and lock levers concerned are
operated to the required positions.
• after the signal lever is pulled, point and lock levers which are already operated
gets locked.
• all levers which are likely lead to a conflicting movement are locked in their normal
position.
Disadvantages
• Since interlocking is through mechanical means, wear and tear is possible
• Requires periodical overhauling and replacements
• Bigger layouts require, bigger Lever frames which are not convenient to operate
and to interlock. So there is a limitation on number of levers in a Lever Frame.
• Range of operation is restricted. With the yards getting bigger, operation of long
distance functions is difficult.
• They are not suitable for the present day signalling with bigger yards and fast train
operations.
• Manufacturing of these mechanical Lever frames is discontinued.
122
• But still some old frames are in existence on different Railways including UK.
See Chapter on Route Relay Interlocking for automatic route setting method.
124
11.3.3 Pre-wired groups:
• Free wired interlocking, involves extensive wiring at site and involves considerable
time in execution of works and testing.
• Prewired groups are designed to reduce the site work considerably.
• Siemens, GRS and Westpac made considerable contribution in developing these
prewired groups.
• Relays involved in a particular Trackside function are grouped into a cabinet and
wired. Main groups are Points, Signals and Track.
• To suit certain special requirements several other groups are also developed. Eg.
Signal groups with Subsidiary Signals and without subsidiary signals, Points with
single end, Points with double end etc.
• These groups are fixed in relay racks and inter connected in a geographical
manner as per the layout.
• With the prewired groups the interlocking alterations became easier in case of
Layout modifications.
• Additionally Data Loggers are employed to monitor the Health of the system and
also to store the status of vital relays in its memory.
125
• System output can be used to operate trackside functions directly. Wherever it is
not feasible due to constraints of higher working currents.
• Transmission of commands and return response of the functions, and indications
to the Display panel are through frequency codes, which are superimposed. This
reduced the need for extensive field cabling and the cable requirement is reduced
considerably. A single Telecom cable or OFC cable may be sufficient.
• For the control of longer sections, individual interlocking boxes are provided at
various locations and interfaced or integrated with Central Interlocking.
Advantages:
• Operations are quick and more reliable
• Modifications are much easier.
• Power consumption by the system is reduced considerably.
• Solid State System can be extended to Trackside locations to directly operate the
functions.
• But providing this arrangement to existing installations is very expensive and
involves long block periods. Presently Relay Interface between the SSI system and
the existing trackside functions is being adopted in many new works. This retains
the existing conventional trackside arrangement.
• However Solid State technology is getting overtaken by the newer versions of
Electronic Signalling systems with Moving block working.
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12. SIGNALLING CIRCUITS
It is one of the specialized Design activity in Signaling. Safety and Reliability of the
Signaling System depends on the accuracy of Signaling circuits. Signalling
circuits shall be designed to ‘Fail Safe’ principle.
They are designed for various functions in Signaling. Some are given below.
• Command circuits from control panel to Interlocking or from Interlocking to
Trackside functions.
• Indication circuits to Display panel
• Interlocking circuits between various relays to achieve interlocking as specified in
Control Table
• Trackside Point control and detection circuits
• Signal control and lighting circuits
• Interface circuits with other interlockings
• Power supply circuits
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• protects from dangerous of touch potentials appearing between adjacent
metalwork (and rail connections) in the event of a fault on the high voltage system
in A.C. electrified areas and overhead power distribution lines crossing the track in
non-electrified.
• equipotential bonding within apparatus housings to be earthed ;
• equipotential bonding to be connected to the traction return system. It facilitates the
automatic disconnection of the traction supply, in case the damaged overhead lines
make contact with structural metalwork;
• in DC electrified areas, Equipotential bonding is not provided, since greater danger
may arise from large traction currents discharging to earth.
129
12.3.8 Protection against Magnetic interference -
a. Double cutting to be provided for all external safety-critical circuits.
b. separate power supplies to be provided for certain groups of circuits.
c. earth fault monitoring devices to be provided for vulnerable power supply
busbars;
d. wire leads to electronic equipment should be as short as practicable;
e. systems which are capable of mutual interference should be segregated;
f. highly coded systems should be used for safety-critical applications;
g. provide Fast Transient Earths;
h. provide Surge suppressors (not connected to earth unless the system is coded
to prevent multiple earth faults);
Double cutting:
a. All safety-critical external circuits should be double cut to overcome the risks
due to earth faults. Contacts of the same relay should be used in each leg of
the double cut circuit. Where different relays are used in each leg, the first relay
to operate and release should be placed in the feed leg for consistency.
130
b. All internal circuits shall be double cut if the same external supply is used.
c. All internal safety critical circuits using contacts of metal to metal Relays shall be
double cut.
d. The requirement to double cut is exempted in the following cases:
• contacts used solely to impose non-safety-related controls on safety-critical
circuits;
• back contacts used solely for down proving or cross proving;
• contacts used solely for correspondence proving;
• contacts used solely to economise power consumption;
• contacts on the internal side of an isolating transformer, or transformer
rectifier, feeding external circuits;
• signal lighting circuits, unless reasonably practicable;
• internal circuits using metal to carbon contacts and non-safety-related circuits
on a dedicated power supply;
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12.6.2 Power Supply Restoration:
a. Special measures are required in certain situations to retain the stored
information in the event of a power failure.
b. During intermittent power failures, certain safety circuits may operate erratically
and cause unsafe condition. E.g. sequential operation of track circuits for
releasing the route may behave erratically in case of intermittent power failures
and release the route without the train travelling. To avoid such risks, Power off
timer relay, (PO)JR, set at 5 to 10 seconds is included in safety-critical stick
circuits.
d. In the above circuit DG(UP)USR is the sectional route locking relay of the route.
Route is proved free at the time of initiating the route and proved locked while
picking up the final signal control relay.
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12.6.5 Latched Relays:
a. Latched relays can be mechanically or magnetically latched. They are used to
store the state of signalling function in a secure manner in the event of a total
failure of power supplies;
b. Relay remains latched in the last operated position, until it is de-latched. In case
of magnetic latching, de-latching coil should be energised. In mechanical
latching complimentary relay to be latched.
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d. Delayed operation: Function must not operate until after a given time has
elapsed.
e. Safety-related applications should distinguish between requirements for delayed
operation and delayed release.
Timing Devices:
a. Relays are available with minor Slow to operate or slow to release features.
b. DC Neutral relays with a built in copper slug, increase the pick up time by
400ms and the release time by 250ms.
c. Capacitor-resistor network can make a neutral relay slow to release for few milli
seconds.
d. A simple reverse diode across the relay terminal can make it slow to release to
allow other relays to pick up.
e. Thermal time relays can give upto 180 seconds. But experience shows that
their timings are not steady.
f. Electronic timers can give longer delays upto 5 min. They are more reliable.
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12.6.10 Repeater relays:
They are provided for various purposes.
a. to provide additional contacts where required.
b. to address the length limitations on circuits due to voltage drop, induced
voltages etc.,
c. To delay the response of primary function. E.g. First TPR is made slow to
operate.
d. to provide electrical isolation between track side equipment and interlocking.
Designing of circuits
a. Circuits should be designed:
b. to facilitate preventive and corrective maintenance;
c. to minimise failure potential and the consequences of failure;
d. to simplify testing
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12.7.4 Swinging of Overlap Point:
a. Facing point in the overlap is allowed to swing to set an alternate overlap, after
the signal is taken Off.
b. OSR circuit is designed to hold GR relay in Off condition for 5 secs to allow
swinging of overlap point to other position
c. OSR permits to hold GR as one time feature and signal is reverted back to ON
position if point fails to respond to other position within the specified time.
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13. ROUTE RELAY INTERLOCKING.
• Route relay interlocking is considered as advanced method of Relay Interlocking.
It provides for Automatic Route setting by simple operation of an entrance
button/knob and an exit button/Knob.
• As practiced on UK Rlys each signal has an associated button on the Control
Panel. This button may serve as an Entrance Button or an Exit button or can serve
as both entrance and exit buttons.
• These buttons are specially designed with an lamp incorporated into base of the
button.
• Buttons are spring loaded. They can be pushed or pulled. Normally it is in center
position. When released after pressing or pulling, the button returns to the center
position.
• Route setting is effected by pushing the signal button at the Entrance, followed by
pushing the button at the exit signal/destination.
• When an entrance button is pushed its light starts flashing, until a valid exit button
is pushed. Light becomes steady after the exit button is pushed.
• Buttons on the panel are grouped. For Small panels single group is provided.
Bigger panels may have more than one group.
• When a signal button in a particular group is pushed, it will be registered as an
Entrance button. Next button pushed will be recognised as the exit button. Button
circuit provides a time out feature which cancels the registered entrance(and the
flashing light) if the exit button is not pushed within the specified time.
• For releasing the route, entrance button to be pulled. Route releasing will take
place if conditions for approach locking release are satisfied.
139
Point Knobs:
12.9 Each point is provided with an individual point keys(knobs) and colored black.
12.10 Points operation can be initiated either by the Automatic Route Setting process or
by individual operation of point knob.
12.11 During the automatic route setting process Knob to be kept in the center position,
which enables the automatic setting of points.
12.12 Left side is the Normal position. If knob is turned point operation to Normal gets
initiated and Right side is the Reverse positon, operates the point to Reverse.
12.13 Setting of point is indicated by the light corresponding to the knob position. Centre
position is also provided with a light which flashes whenever the point is in out of
correspondence or during operation.
Buttons:
Knobs:
140
13.2 Following circuits are involved in Route setting, Signal clearance and Route
releasing process:
Model Yard
141
Button Circuit:
12.21 PBCR normally energized. It proves that all signal buttons in the group are normal.
12.22 PBPR normally down. Picks up when any entrance button in the group is pushed.
Again drops when the entrance button is released.
142
12.23 When an entrance button is pressed (F)R picks up and then PBPR picks up. With
this (S)R to picks up. (S)R holds through (FM)R front contact.
12.24 (S)PR picks up with (S)R picking up.
12.25 PBPR drops and PBCR picks up.
12.26 TFR energized with (S)PR pick up.(entrance button is pushed and released).
143
12.30 Exit button pressed and released.
144
12.33 With 64(D)R picking up, picks up its repeater 64(D)PR.
145
12.41 DJR gets released after a lapse of 1 sec.
12.42 With this(S)R and (D)R drop. Consequently S(P)R and D(P)R also drop.
12.43 With S(P)R↓ TFR drops
12.44 Exit button is released when light on the entrance button is steady.
12.45 Again DCR re-picks via DPR↓, PBPR↓, PBCR↑, TFR↓, DJR↓ and sticks
12.46 With DCR↑ - DJR again picks up via TFR↓.
12.47 Now the button circuit is ready for the next operation.
12.48 Pick up of (S)R and (D)R is momentary. So observing of relay operations
becomes during fault finding or testing.
12.49 A test switch is provided in the relay room to hold DJR from dropping. This helps
to hold the (S)R and (D)R for longer time during testing.
146
If the requested route is available, concerned route NLR de-latches and route RLR
energizes. NLR being a latch relay, it is down proved in RLR circuit.
If the requested route is not available, the route request gets dissolved.
NLR de-latches first with the same above conditions. De-latching of Route NLR:
12.66 Prevents conflicting routes from being set.
12.67 prevents points being altered to other than the required position.
12.68 locks points which are already in the required position.
12.69 De-energises Route stick relays (USRs) in the route, including locked overlap if
any, thus making the route locking effective.
12.70 After Points are operated to the required positions, Route will be checked and
locked.
12.71 When route is locked, route white lights appear on the control panel.
12.72 Track sections in the route and overlap are not proved at this stage.
147
13.2.4 Route Setting:
148
Relays involved in Route setting
Relay Description
Point BR935 Magnetically latched relay. Latches when point is
NLR free to operate to Normal and the route is initiated or point
knob is operated to Normal. RLR to be de-latched before
NLR is latched.
Point BR935 Magnetically latched relay. Latches when point is
RLR free to operate to Reverse and the route is initiated or point
knob is operated to Reverse. NLR to be de-latched before
RLR is latched.
WZR BR934 Slow to release relay. Energises when the point is
↓ free and point is initiated either by route or by knob
operation. It’s energization proved for latching the NLR or
RLR. It drops when the route is set.
NKLPR Point is Set & Detected in Normal and Locked
RKLPR Point is Set & Detected in Reverse and Locked
NZLPR Points is in Normal or free to be set to Normal.
149
150
151
13.2.5 Panel Indications
12.75 With route RLR picking up, white lights appear on the route.
Track
indications:
152
17 126 (DN)USR↓ causes 125 (DN)USR to drop with points 323 normal.
18 This process continues until the route locking is extended up to the exit signal.
Approach locking –
20 It is applied when signal is cleared. It is applied to prevent changing of route after the
driver has seen the ‘Proceed’ aspect of the signal or he has been indicated at a first
cautionary signal in rear, that the former signal is displaying a Proceed aspect.
21 Approach locking is controlled by ‘ALSR’ relay which gets de-energised when signal
is cleared or at any earlier interlocking stage. Each signal is provided with one ALSR
and it is common for all routes from the signal.
22 It gets re-energised when approach locking is released and remains energised until
another route is set from the same signal.
153
24 However approach locking can be extended upto the first cautionary aspect signal in
rear. This helps the operator to release the approach locking immediately, if the
driver is not in the approach of first cautionary signal and signal is not sighted.
25 All track sections upto the sighting point of the first cautionary signal are included in
the approach locking control.
154
29 Route disconnection link is provided for each route to facilitate disconnection.
30 Temporary approach control link (TACL) is provided to facilitate introduction of
temporary approach control when required.
It is may be noted that Interlocking controls the lower OFF aspect of a signal from its ON
position. Higher OFF aspects are controlled by the aspects of the signal in advance.
155
ONE TRAIN ONE SIGNAL
156
157
SIGNAL CONTROL CIRCUIT
13.2.7.3 Cascading(cut-in) arrangement:
In case Green aspect lamp of a signal fuses, there will be no light in the signal.
Driver should treat such a signal as signal at its ON. This will cause detention to
train and puts severe restriction to train movements.
To overcome this Cascading(also called Cutting-in arrangement is provided.
With this arrangement when Green aspect lamp fuses, the signal control gets
shifted automatically to next lower aspect i.e. yellow or double yellow. If that lamp
also fuses, the signal control changes to Red lamp.
158
13.3.2 Proof of train passed the signal:
• Sequential operation of track circuits ahead of the signal is registered and proved.
• Generally this sequence is the first and second track sections immediately after
the signal are occupied, followed by the first track section clear with second track
section still being occupied.
TASR CIRCUIT
• Front contacts of TASR & the rear track section TPR clear are proved to pick up
ALSR. This sequence is also called ‘train-in-section’ proving.
TORR PATH
159
13.2.6 Automatic release with TORR-
• With train passing the signal, it is replaced to ‘ON’
• If TORR facility is provided 58NR picks up automatically.
• 58A(M) RLR drops
• 58A(M) NLR picks up and latches through ALSR↑ & NR↑.
• with 58A(M)NLR ↑ -58NR drops
• Route gets released.
ROUTE TRAVELLED
NO TRAIN IN APPROACH
TIME CANCELLATION
STICK
CANCELLATION
APPLIED
When route is not set, ALSR maintains stick with its own contact
160
13.2.8 Release with Comprehensive approach locking facility:
• All track sections from the signal upto the sighting point of the signal in rear that is
displaying first cautionary aspect are to be clear.
• TAR & ASTR circuits are to be generated for main signals. For shunt signals only
TAR is provided.
TAR Circuit:
• Energises during the previous route release condition and remains energized of all
approaching tracks upto signal are clear.
• De-energises if any of the approach track sections in rear of the signal are
occupied, but re-picks is the track is clear. But after the route is set, if any of the
approach tracks is occupied, TAR de-energises. Energises only when route is
cancelled.
• When routes to the signal are converging, point selection is used in selecting the
approach track sections.
• All TARs of rear signals associated with the comprehensive approach locking are
combined.
• Control table lists the signals to be included in the ATSR circuit.
• Each rear signal ALSR in parallel with TAR is selected. When routes are
converging, point selection is used to select the correct approach track sections.
ATSR Circuit:
161
• It gets re-energised when the first track after the signal is occupied.
• Finally it gets de-energised when the approach locking is released.
• Both TAR & ASTR energised indicates that there is no train between this signal
and the point in rear from which comprehensive approach locking is applied.
• With this condition, Route can be normalised immediately by replacing the signal
to ‘ON’
162
• 126 (DN)USR picks up when train Clears 126 track and occupies 125 track
proving that previous section is released i.e 127 (DN)USR picks up. 126 track
section route locking is released.
• 125 (DN)USR picks up when train clears 125 track and occupies 124 track
provided 126 (DN)USR picks up or
125 (DN)USR also can pick up with 125 track occupied for 34 seconds provided all
the routes leading up to signal 73 signal normal. This is provided to allow opposite
permissive moves on goods line.
163
13.2.10 TPZR Circuit to protect from erratic actuation of Track sections:
164
14. MONITORING
• Interlocking should ensure that every signaling operation is safe enough for the
train working. To ensure safety, it is essential to monitor the correspondence
between the operating device and the operated equipment.
• Trackside functions are monitored by the Interlocking continuously and their status
is indicated with dials/ light indications at the Lever Frame or Controlling centre.
Functions include signals, points, track circuits etc.,
• In Mechanical signaling repeaters are provided for the signals which are not visible
to the operator. Point indications are provided where electrical point detectors are
provided. Track indications are provided where track circuits are provided.
• In Electrical signaling Display panels are provided along with the Control panel and
the status of all trackside functions are repeated continuously to the operator.
Along with light indications, several other safety/warning alarms are also
provided.
• In present day signaling VDUs are provided to indicate status.
15. TRANSMISSION
166
• In Mechanical Signaling, signals and points are operated physically with wires and
MS rods.
• In mechanical signaling two types of operating modes are employed. Single wire
working and Double wire working.
• In single wire working, signals are operated with a single 7/17 stranded
Galvanised steel wire. Signals are Lower Quadrant Semaphore type. Points
operation and locking is with MS Rods of 1 ¼ dia. UK Rly uses MS bars of 1”
squire.
• But in this system, due to friction, loss of stroke is more. Points operational range
is restricted to 350 yds and signals operational range is around 800yds. Wear and
tear, effect of temperature variations and public interference are the other
problems.
• Mechanical working is improved by Double wire working in which both signals and
points were operated using Galvanised steel wires and wire ropes with associated
Signal and Point mechanisms. One wire is called Pull wire and the other is Push
wire. Operating wires are pre-tensioned to minimize the loss of stroke due to
friction and changes in length due to temperature variation.
• In double wire working the range of operation is improved. Points operation range
is 650yds and signals operation range is around 1200yds. Electrical signal motors
are also employed for operating the far off signals.
• With the advancement of Electrical technology, points are operated with Electrical
point Machines and the signals are changed to Color light type. Consequently the
transmission medium is shifted to Electrical wires in the form of multi core cables.
Different types of Signaling and Power cables are in use.
• Between the control panel and interlocking, different types of cables are used. In
electrical signaling DC and AC circuits run between control panel and the
interlocking, and also between Interlocking and trackside locations.
• UK uses TDM and FDM signals for commands and for feedback status and
indications.
• Electronic Signaling, uses frequency oriented commands with address
• Between interlocking and trackside locations and
• Between control panel and interlocking.
• Twin twisted Telecom. Cables or OFC cables are used for transmission.
• Latest Communication Based Train Control system uses Radio communication
between the wayside stations and the Vehicle on board Computer.
15.1 Cables:
• Insulated conductors are grouped into convenient configuration to form a cable.
• Cables used for signalling purposes are called Signalling Cables. By their usage,
cables fall into four different categories.
167
Tail Cables: cables used to operate the trackside functions which provide connection
between line side equipment housings to track side equipment.
Bonding cables: are those used for short electrical connections at trackside like track
circuit bondings, earth and equipotential bondings.
• Choice of transmission should be appropriate to the Safety Integrity Level of the
system and nature of circuits for which cables are to be used.
• Type and size of Cable conductors are selected depending on the circuit current,
nature of circuit and location it is to be used.
• Various types of transmission modes used in signalling systems are listed below:
• Signalling Cable
• Quad Cable
• Power Cable and
• Optical Fibre Cable
• Telecom twisted pair cable
• Radio communication.
168
15.4 Categorization of Signaling Cables:
Cables are categorized as A,B,C,D and E to suit the specific requirement.
Type A Cables
• Conductors are stranded with ZHLS insulation
• Cable surface shall be smooth, so that they can be pulled between other cables
• A1(single plain) & A2(single with ZHLS insulation) types are with only one core,
whereas A3 is multi-core cable.
• Generally used for indoor transmission to connect various equipment and
terminations.
Type B Cables
• Cables can be with single core or multi-core. B1 type is single core and B2 type is
multi-core
• Cables are insulated with Ethylene Polypropylene Rubber (EPR) and sheathed
with heavy duty poly chloroprene (HDPCP)
• They can be used as main cables as well as tail cables
Type C Cables
• Properties are same as type B, but having flexible conductors
• C3 type cables are screened, flexible, with twisted pair conductors.
Type D Cables
• Properties are same as type B, but additionally having fire resistive attributes. Two
types of cable available D1 with single core and D2 with multi core.
Type E Cables
• Properties are same as type C, but additionally having fire resistive attributes.
Three types of cables are available E1, E2 and E3.
169
• Upto 50KVA may use 2 core 300 sq mm
• For the operation of some of the Electrical Point Machines 3 core 10sq.mm cables
are used.
1 1 1.13 17.241
4 1 2.24 4.375
4 7 0.85 4.414
6 1 2.80 2.8
10 7 1.4 1.627
16 7 1.7 1.104
25 7 2.24 0.6357
35 7 2.5 0.5103
50 19 1.8 0.3633
170
ensure water resistance. Conductors are of single solid annealed copper of 0.9mm
diameter. On the outer layer other telecom twisted pairs cables are provided.
• Quad cables are used mostly in RE areas. They are used within station area or
between the stations to carry coded functions like Axle counters, Audio Frequency
Track Circuits (AFTC), Block circuits, iv) Level crossings v) Comm. Circuits.
171
15.10 Cable selection:
• Safety related communication circuits, Highly coded safety critical systems such as
SSI and RETB except for specially designed data link cables, Coded safety critical
and safety related circuits are to be taken in twisted pair cables
• Un-coded safety critical circuits such as block circuits, interlocking circuits and
proving Coded safety related systems such as TDM, HABD and TD are also to be
taken in twisted pair cables
• More than one track circuit function should not be taken in a tail cable
• Appropriate cables are to be used for Power supplies, Track circuit bonding, Earth
and Equipotential bonding
172
• Condition of cable routes
• Vandalism/ requirement of security arrangements
• Rodent protection
• Accessibility to cables for maintenance
• Cable running parallel to the track shall be buried at a depth of 0.8 metres from the
ground level. While crossing the track cable shall be laid 1 metre below the
bottom of the rail. In case of rocky soil the depth may be reduced to 0.5m.
173
• Should have suitable insulation properties and not be susceptible to
electrochemical effects arising from the environment, contact with different
conducting materials, nor capable of contaminating cable insulation.
• Terminals should have a disconnection facility, without the necessity of
disconnecting the wire or cable.
• All external cables should be connected on the same side of terminals, leaving the
other side for termination of internal jumpers or circuit wires
• Every cable should have sufficient spare conductors for future use. Generally a
minimum of 20% spares should be made available or specified by Railway.
• All spare conductors should be terminated onto the terminals similar to the working
conductors. But they should not be made through to avoid cumulative induced
voltages.
• Cores not terminated should be cut back and insulated(Bomb Tailed)
174
16. ELECTRONIC INTERLOCKING - INTRODUCTION
Principle of working:
• In USA mainly uses Single processor for small stations & multiple systems for
bigger stations.
• Europe mainly uses 2 out of 3 architecture.
• Japan mainly uses 2o2 with hot standby.
176
• Processor Card: is the central processing unit card, provided with -
Microprocessor Chip, RAM , ROM, IC memory, EPROM chips.
• These chips are programmed with software required for executing the system
commands.
16.4 Systems
• Microlock is a Single Microprocessor based Electronic Interlocking system, it
is also also called as Vital processor. The system has fail-safe feature of
removing Power from the physical output in the event of system failure.
• Genisys is also a Microprocessor based electronic Device used as an
interface between control/indication Panel and the E.I System.
177
16.4.2 MICROLOK II: Schematic
This system serves multipurpose use for Monitoring and Control. System is suitable
for wayside stations. With this system direct control and monitoring of Wayside
signals and points and track circuits, vital communication to other compatible
interlocking systems and Cab Signalling are possible. It is designed by US & S Ltd,
178
17. SOLID STATE INTERLOCKING
17.1 System features:
• INTEL 8086 Microprocessors are used with dual hardware module with dual
software in different time slot
• System software is written in assembly language independent of yard layout
• SSI is having builtin automatic Data logging
• A Technician’s Terminal provides fault diagnostic, event logging and certain
control facilities.
• A duplicated internal data link is provided for communication between various
interlockings where more than one provided.
• A duplicated external data link is provided between the interlocking and the
trackside function modules it controls.
• Each Central Interlocking (CI) comprises a number of Modules housed in a
standard 19 inch equipment rack.
• The Interlocking Modules (MPM) are triplicated for availability and will continue to
work as a duplicated system on failure of one of the modules (Majority Voting
System).
• These MPMs are responsible for the safe execution of all interlocking logic and
issue of correct instructions (telegrams) to trackside equipment.
• These MPMs also control the timing of all communications within the system and
management of the redundancy system of which they each form a part.
• An Interlocking processor is based upon the Motorola 6802 CPU. This has an 8-bit
data bus and a 16-bit address bus.
• Both Program and Data are stored in read only memory, the data is prepared in
accordance with the Scheme Plan and SSI 8003 (SSI Data Preparation), from the
Control Tables and allocation of trackside eqpt. to the TFMs.
179
• Should, however, one of the remaining interlockings develop a fault prior to the
restoration of the triplicated system then interlocking would shut down.
PROCESSOR
A
FAIL-
INPUTS PROCESSOR SAFE OUTPUTS
B VOTING
CIRCUIT
PROCESSOR
C
17.3 Different makes of SSI are in use. Some are given below.
SSI-SIEMENS System:
• It uses hardware redundancy principle
• Two out of two voting principle is used
• Field functions are interfaced through interface modules
• All inputs and outputs signals are through OFC medium
• Mouse operated VDU display is used to operate the signals
180
SSI-AZD PRAHA (ESA11-1R) developed by Hytronic Enterprises in Collaboration
with M/s. AZD PRAHA of CZECH RLY
• Well designed
• Highly documented
• Meets CENELEC standard
• Meets SIL-4 level
SSI-ESA11-1R Salient features
• 2 out of 2 architecture
• 100% standby
• 3200 vital inputs
• 1600 vital outputs
• SOFTLOCK on point machine
• VDU operation and OFC medium
17.4.3 Memory
• Memory Module is plugged into the front of MPMs or PPMs and carry the memory
devices for the main Processor in these modules.
• These include the EPROM’s that hold both fixed programs and geographic data
and thus configure the Module to both function and site.
Memory Breakup
64K Address
60K 4K
EPROM Address
20k 40K 2K 2K
Program Geographical RAM I/O Devices
Data
RAMs
Points memory:
• One Byte of memory is allocated to each set of points ,and a maximum of 64 sets
of points can be accommodated.
• Within each Byte, four bits are associated with the Normal direction and the other
four with the Reverse direction.
Signal memory:
182
• The First part of the RAM is allocated with signal memories, and a maximum of
128 signals can be accommodated.
• Each signal memory consists of three Bytes and each Byte contains 8 Bits.
Route Memory:
• It is allocated to every Main, Warner ,Call-On or Shunt class routes and to their
release
• Each Route memory is made up of two Bits. 256 Route memories are packed into
64 memory locations since each Byte can hold four 2 Bit memories.
183
• Each track circuit memory consists of two Bytes, each Byte containing 8 bits.
Flag Memory:
• A Maximum of 1024 Flags are allocated.
• These are single bit Memories which are used as Sub route, Sub overlaps and
setting of Latches.
• The outputs from the PMUX drive the Panel indications directly and the inputs are
the switch and push button contacts. One PMUX system shall be provided for
each Central Interlocking. PMUX system is not required when the SSI is controlled
from an IECC.
SSI Cabinets
• As the name implies it can be used solely inside the building which houses various
CIs.
• It is duplicated for availability, since this Link is also used for vital information, and
it is provided with the same level of protection as the trackside data link.
• Each TDL uses a dedicated twisted pair cable over which the information is
transmitted at baseband in half duplex at 20kb/sec.
• The information in the form of input telegrams to the interlocking and output
telegrams from the interlocking and is protected by two levels of coding.
• The max. length of TDL permitted is 10km without a repeater. But can be
extended upto 40km by using repeaters.
• Command and Reply telegrams on TDL contain eight data bits and five status bits
to convey the information.
• Module address – indicates which TFM, the message belongs ‘to or from’.
• Status –messages to the CI, indicating the health of TFM and Data Links.
• The LLL is duplicated and connected directly to the interlocking via an LDT. A
mixture of TDL and LLL connection directly to the interlocking is not allowed. LDT
is used where a connection to TFMs via another DLM or to a TDL is required.
• The max. length allowed for a LLL is determined by the propagation delay through
the telecomm system from the interlocking LDT to the trackside LDT and will
typically be in the range 560-780 km when the trackside LDT is directly connected
to TFMs only.
186
• DLMs are used to provide signal conditioning and matching between CIs and each
IDL, or between TDL and each TFMs at each location.
• Each DLM has 6 outputs and can connect upto 5 TFMs and a test point to the
Data Link.
• Each DLM has two outputs to the Data Link (“Data Link L” and “Data Link R”)
which can be used to split the Data Link to feed separate branches according to
the physical layout of the area.
• Each TFM receives serial data (telegrams) addressed to it from CI via the Data
Links and switches the corresponding power level outputs controlling the
conventional lineside signaling equipment.
• Each TFM then immediately replies to the CI by giving the status of Trackside
signaling, e.g. track section occupancy, and the health of the TFM itself and of the
data Links.
187
17.6.1 Signal Module (SM)
• Each SM provides 8 independently switched outputs, each output can be allocated
only to a single function ,e.g. one aspect and shall be fused at not more than 2
amps. It is not necessary to allocate all outputs.
• The total load of all outputs which can be energised simultaneously by an SM shall
not exceed 240VA.
• Outputs must not be paralleled except specified outputs for flashing aspects or the
red retaining feature.
• All outputs from a Module must have a return current path to one of the five current
paths (numbered 0-4). Current sensing (lamp proving) is provided on
• current paths 1-4, but current path 0 does not have current sensing and so is used
for all other output circuits which do not require lamp proving.
• All aspects of a signal, including any associated position lights on the same post
shall be allocated to the same module. AWS and Route indicators may be
allocated to a different Module , with preference being given to retaining the AWS
on the same Module.
• Function allocated to “Fixed Source” is supplied with BX110 from the same fuse
that supplies the SM, and the NX110 leg is taken via the Modules NX110 current
return path, utilising current proving if required. Thus the function gets
disconnected in case the Module is powered down or unplugged. “Fixed Source”
shall therefore be allocated to those functions associated with the Module’s
switched outputs that must be continuously lit, e.g. pivot lamps of position light
shunting signals.
• Signal module outputs are not double cut by the Module and thus vital outputs that
are taken outside the location (other than normally single cut circuits. such as
signal aspects) shall have an interface in the location , either an interface relay or
transformer rectifier to provide the equivalent of double cutting.
188
• Signals with Flashing yellow aspect require extra outputs in order to control the
flashing. When the signal is required to flash outputs 5 and 6 turn On and Off to
create the flashing while outputs 0 and 1 remain On to provide a low current level
(via the resistors) to increase lamp life. Thus outputs 5 and 6 are capable of
flashing and outputs 0 and 1 are not available for other purposes.
• Generally, all output circuits shall be limited in length to 700m. However, normal
cable length limitations of Electrified area should apply.
• In order to relieve the Interlocking Modules of the non-vital task of servicing the
Signalman’s Panel, duplicated PPMs are provided for increased reliability.
• PPMs communicate with the PMUX (Panel Multiplexer) housed in the Signalman’s
Panel or with various other processors if an IECC is used.
• PPMs also connect with the Technician’s Terminal and Train Describer.
• Each input will respond only to the correct pseudo random binary coded signal of
the correct polarity generated within that Signal Module and output via the BXI/NXI
and BXE/NXE supply connections of the Module.
• It is recommended that out and back distance of input circuits is kept below 4km,
to limit the risk of an electrically noisy environment reducing the reliability of these
circuits.
• These two supplies BXI/NXI and BXE/NXE are identically coded but are
electrically isolated from each other. Recommended practice is to use BXI /NXI for
internal input circuits of location and BXE/NXE for external input circuits to the
location.
• Each Signal Module also has two inputs (7 & 6) which are permanently allocated
for return current proving, input 7 to return current path 1 and input 6 to return
current path 2, 3 or 4.
• The PM can drive directly upto 4 Clamp lock operated Point ends allocated to 2
independently numbered set of Points. Each of these sets will be allocated to a
group of associated Module inputs and outputs identified as Module Points group
Y and X.
• Each PM has 4 motor drive outputs and each output is nominally 120V DC and is
rated for one Clamp Lock pump motor only. Each must be fused at 15A.
• Each PM has 4 valve drive outputs, for Module point group Y, N & R valves and
Module point group X, N & R valves.
• The Detection Inputs must be on the same Module as the corresponding drive
outputs. Inputs Y1/Y2 and X1/X2 are designated specifically for Point detection.
189
Input supplies BXI / NXI and BXE / NXE are provided and the same rules as
detailed for the SM apply.
• Each Point Module has 4 general purpose inputs (3 to 0) and these shall be
treated in the same manner as inputs 5 to 0 on the Signal Module.
• The Simulator’s second function is to generate 8 trains which move around the
area according to the signals.
• The simulator is also programmed with details of track circuit lengths, train
braking/accelerating characteristics etc. to enable it to operate track circuits in a
realistic manner for the eight trains some of which are light Locos. (However,
practically this function is not used )
190
• One method of increasing this delay is to use Interlocking data to further delay by
one major cycle the CI declaring the first track section clear. The minimum extra
delay is 608ms. If LLL is employed the delay is 822ms.
• Another method is to employ one or more slow-to-pick TPRs as an interface between
the first track-section and the SSI. Contact of both TR and final TPR in series shall be
input into the Module, so that the drop away time is not increased.
• Special measures may be needed, when a relay controlled signals border with SSI
controlled signals. Passing of short and fast trains, birth-track failures at the first
SSI controlled signal can cause the relay controlled signal to briefly, show an
aspect less restrictive than it should do which may lead to an unsafe situation. This
is due to difference in operating times of directly controlled relay and the SSI
functionality in the circuits. This disparity may also cause such trains to
momentarily disappear from the Signalman’s indications and create unnecessarily
alarms on TD and IECC systems. These special measures, known as the
“Tollerton Control”, affect the design of signal and track-section repeater relay cct.
and the allocation of Signal Module Input and output in the fringe area.
192
17.10 Interlocking Minor Cycle & Major Cycle
• The process of transmitting one command telegram and receiving the
corresponding reply telegram by CI takes place at a minimum interval of 9.5ms,
which is referred to as an “Interlocking Minor Cycle”
• Over a series of 64 minor cycles, CI will communicate with all 63(potential) TFMs
and its own Diagnostic Processor, which is addressed as if it is the 64th TFM. This
is called one “Major Cycle” of 608ms, which defines the frequency at which the
trackside equipment receives a fresh command from the CI, and the CI receives
updates of inputs from the trackside.
193
• There are two networks ( rings ) around which data may flow. The Signalling
network deals with data necessary to control the layout while the information
network handles all other data not required for signalling purposes. A number of
sub-systems are attached to each ring via devices known as nodes. For instance,
the Timetable processor is a sub-system attached to the information ring and the
SSIs are the sub-systems on the signalling network.
• The SSIs are connected to the signalling network via two nodes, one connected to
each PPM. The rings are duplicated known as A & B. Both A & B rings and their
associated nodes handle data travelling to or from the SSI, however on the ring
data travels in a clockwise direction only.
• The SSIs are slave sub-systems and are only allowed to reply to messages sent to
them by Master sub-systems. Messages sent to them will either be in the form of
panel requests or requests for information about changes to the signalling
equipment. After receiving such a request, SSI will transmit the data concerned
around the ring.
194
18. EVENT LOGGER
• Event loggers are provided to continuously monitor the status of various vital
relays. They carry out following functions-
• help in tracing the intermittent and momentary failures.
• help in finding accident causes & fixing definite responsibilities
• facilitate preventive maintenance of equipment.
• facilitates remote monitoring of the system.
• does speed calculation of trains in point zones
• Counts gear operations to prevent their overuse beyond their permitted life which
may endanger safety of train working.
195
18.3 CPU Card
• Provided with a Motorola microprocessor M 68000.
• Continuously checks the Digital Inputs through Digital Scanner Units (DSU’s) for
every 16-milli seconds and Analog Inputs through Analog Scanner Units (ASU’s)
after less than every 1 second.
• CPU card has:
• LCD display and keyboard
• Digital Scanner Unit (DSU)
• Analog Scanner Unit (ASU)
• Parallel port for connecting Printer
• 6 Serial communication ports for communication with Other Data loggers,
Central Monitoring Unit, Remote Terminal Unit, Electronic Interlocking
system or Integrated Power Supply system
196
18.5.1 Uni-Directional Mode:
Each Data logger will send data in only one direction to the FEP.
Uni-directional mode network is not preferred.
197
19. LEVEL CROSSING
• Level crossings may be manned or unmanned. Gates which are having less road
traffic are not manned. Risk of crossing of railway track at unmanned gates is the
responsibility of person to take precautions for his safety.
• Busy Level Crossings are provided with gates on each side of the railway track, so
that when closed, Road user is prevented from crossing the Railway track. Such
gates are manned by a Gateman.
• Manned level crossings may be interlocked or non-interlocked depending on their
importance of the gate, road and train traffic.
• Manned level crossing gate, are connected with the Station Master of nearest
station through a telephone. He gets instructions from the Station Master to close
or open the gates as required.
198
• Exclusive Gate signals are provided with G marker boards, a circular plate painted
yellow with letter ‘G’ painted black is fixed on the signal post.
• Level crossings within the station area, are controlled by the station signals.
199
TYPICAL SIGNALLING ARRANGEMENTS WITH ROAD SIGNALS
200
20. OTHER SAFETY DEVICES
• Besides regular interlocking, many other safety devices are used in Signalling to
ensure safety. e.g. In case the driver disregards a Red signal and passes, he may
cause a collision. Where such possibilities are identified, Automatic Warning
systems are provided.
• Eurostar trains are fitted withTVM430 system. This involves continuous signal
transmission through rails with full cab signalling facility
• Other systems: KVB system (French ATP system),TBL1 system (Belgium ATP
system), AWS system and TPWS system etc.
201
20.2 Train Protection and Warning System (TPWS)
• Though the existing AWS is giving certain level of protection, it is not sufficient to
stop the train within the available safety margin i.e. Overlap. So a new safety
equipment TPWS is designed to stop the train with in the overlap
• TPWS consists two parts Outer Speed Sensor(OSS) and Train Stop Sensor.
Generally OSS is kept at a distance of 350m(approx..) in rear of the signal it
protects. It is fixed in the centre of track.
• OSS is set with an approach speed which is sufficient to bring the train to a stop at
the Red signal using the normal braking techniques.
• If the approach speed of the train is more than the set speed, OSS (Over speed
Sensor System) immediately applies brakes, which because of its speed and
position is very likely to pass a signal at danger or hit a buffer stop or to derail at
PSR.
• However if the train speed increases after passing the OSS, there is a chance of
driver passing the signal at Red. To protect from such a possibility, TSS which is
provided at foot of the signal applies brakes.
• TPWS is effective up to speed of 75mph and is estimated to prevent between
65% and 80% of the ATP preventable accidents
• System’s effectiveness depends on the speed of the train and its braking
performance
• TPWS+ is now fitted on more than 400 signals and protection will be extended up
to 100 mph.
202
Input to the Micro-processor are-
• Current speed
• Train length
• Train braking performance
• Maximum train speed
• Route data
• Other system in used on UK Railways is TVM430 system which is fitted to
Eurostar trains. This involves continuous signal transmission through rails with full
cab signalling facility.
• Signalling suppliers of Europe have worked together to produce an improved
version called ERTMS. This is the mixture of existing systems.
• ERTMS=ETCS + GSM-R
• ETCS ( European Train Control System):
• New control and command system
• GSM-R (Global System for Mobile Communication-Railways): Radio
communication for voice and data.
203
20.3.1 ETCS Level 1
• An intermittent transmission ATP system designed to overlay on the existing
signalling
• Train separation is still governed by the signal spacing and driver has to obey
lineside signals
• Lineside Electronic Unit (LEU) issues the movement authority and is
transmitted to the Cab via Balise
• No requirement for communication equipment to support ETCS level 1
applications
• ETCS level 1 can be applied in two ways known as system A and system B
• European vital computer (EVC) receives Movement Authority from the track side
equipment via Balise antenna.
• EVC also receives train’s current speed and distance traveled from its own on
board sensors
204
• EVC generates speed profile and braking curves
• Man machine interface (MMI) displays information to driver and provides the
facility to input any required data into the ETCS system
205
21. BLOCK WORKING
On Railway line trains may follow one another or may move in the opposite directions on to
the same track. To control the train movements and also to maintain a Safe Distance
between them, Block system is developed. Two different basic principles are followed in
developing the Block systems.
• Space interval
• Time interval
Using these principles two types of block systems are evolved.
• Fixed block system
• Moving block system
206
21.4 Running of trains under Absolute Block System
• Under absolute block system, the space between two Block stations is required to
be clear before a train can be allowed to enter into the block section.
• A Block Instrument is provided at each Block station on either end of the Block
section and connected electrically through a transmission media which can be
either overhead wires or the underground cables.
• This pair of Block instruments is responsible to maintain the integrity of the Block
section, so that only one train can be there in the Block section at any point of
time. Second train can be sent into the Block section only when the Block section
is clear of previous train.
• Last stop signal of each station is interlocked with the respective Block instrument.
Interlocking of last stop signal ensures, that it is not possible to take OFF the
signal, unless ‘Line Clear’ is obtained from the station in advance.
• Clear aspect of the last stop signal at the station is the authority for the driver to
precede and enter the block section.
• It shall not be possible for the station in advance to grant such a ‘Line Clear’,
unless the previous train has cleared the Block section completely and previous
settings of the Block instrument are normalized.
• Means to replace the Last stop signal to ‘ON’ as soon as the train passed signal
shall be provided.
• Signal should get re-cleared only after a fresh authority to proceed is obtained
from the station in advance.
207
21.6.1 Single line block instruments
• All Single line Block instruments are to be provided with a Co-operative feature i.e.
for obtaining a Line Clear, both for sending and receiving the train station masters
should operate their respective Block instrument.
• Instruments are designed to ensure that an authority to proceed condition can be
set only after-
• Only one of the block instruments can give authority to proceed.
• the previous train completely cleared the block section
• all signals used for the previous movement are normalized.
• both instruments are normalized after the previous movement
• Initially several types of Token instruments were developed. Out of them most
popular is Neales Handle type Token Block Instrument. With the increase in train
speeds and the increased train traffic, token instruments are mostly phased out,
due to risk involved in handing over the token to a train running at higher speeds.
But some are still in use in remote sections.
• Central Processing Unit having three processors with inter processing links,
• Interface relay set,
• Input-Output module,
• Resetting Box with a counter,
• Panel with audio alarms and visual Indications,
• Full duplex Modem
• Power supply arrangement through DC-DC converters
Block interface:
• Two block instruments on either end of the block section are interconnected
through copper conductors of PET quad cable. This connectivity is through hard
wire.
• Block working with axle counters through Block Panel use time division
multiplexing technique using MUX and combiner converter, requiring
communication between two ends of the block system is managed through 1½
quads of PET Quad. cable.
209
• For Block instruments on either end of the block section have to communicate with
each other to establish integrity of the block section. Although copper conductors may
be used as medium of transmission, latest Universal Fail Safe Block Interface
(UFSBI) essentially requires OFC or Radio.
• The Fail Safe Block Interface shall also be able to interface when the media of
transmission is hard drawn copper conductor.
• The Fail Safe Block Interface shall also be able to interface when the media of
transmission is hard drawn copper conductor.
• When Block instruments inter communication is required to be exchanged through
Optical Fibre or Radio or Microwave, the data should be converted to make it
compatible to the medium of communication.
• Since communication through OFC is digitised, the Fail Safe Block Interface
should convert the information received to digital form.
• Shared information between the instruments can be through relays or through
analogue signals. Working is full-duplex.
SGE INSTRUMENT
210
• Track circuit block system and Axle counter block system are getting preference
as they ensure complete arrival of the train i.e. that no vehicles are left behind in
the section.
21.7 Precautions
• Circuit wires of the Block instruments shall be insulated. Where the Block wires of
adjacent block sections are meeting at a termination point, they shall be
terminated separately so that they do not come into contact with each other or any
other circuit wire ((distance between the wires shall not be less than 150mm).
• In case of overhead wires “It shall be ensured that induced voltage due to power
line parallelism does not exceed 150V and short circuit fault current does not
exceed 440 V as prescribed by CCITT.”
• Each block instrument circuit shall be provided with lightening arrestor. The
lightening arrestor shall not be provided within block instrument.
• “If the induced voltage goes beyond these limits, block circuit shall be transferred
to an underground telecommunication PET quad cable or OFC.
• Though initially earth return was used for the Block circuits, this not preferred to
the present day signaling with considerable interference by the external induced
voltages.
Protections in AC Traction
• Block instruments provided in 25 KV AC traction area require some special
precautions to protect from the effects of AC traction induced voltages.
• Filter unit to filter out the induced e.m.f. on the line circuit is required to be
provided to safe guard against erratic behavior due to AC traction current.
• Underground Poly Ethylene Tetrachloride (PET) insulated Quad cable is used
connected with impedance matching transformers at both the ends of the
section for reducing effects of induced e.m.f.
• Line circuit is derived from the centre tapping on primary side of the
transformers of Up & Down lines. The line circuit so derived is called as
phantom circuit because no extra conductor is used for the purpose of these
circuits.
• Block bell equipment: In 25 KV AC traction area, a separate block bell circuit is
provided on two conductors derived out of half quad of the quad cable terminated
at the line matching transformers at both ends of the circuit. Block bell system
cannot work on DC as isolation transformers are provided at both ends of the line.
So Block bell equipment uses AC at 45 V 150 Hz supply of sinusoidal waveform
generated by an oscillator.
• Separate power supplies are used for the Line circuit and the block telephone
circuits.
21.9.5 Minimum equipment of fixed signals in Automatic Block Territory on single line
• Manual stop signals at a station
• A Home
• A starter
• An automatic stop signal in rear of the Home signal of the station.
213
21.9.6 Additional fixed signals in Automatic Block territory on single line
• Besides the minimum equipment prescribed above, one or more additional
Automatic Stop Signals, may be considered necessary, in between block stations
may be provided.
• In addition, such other fixed signals as may be necessary for the safe movement
of trains may be provided.
• Panel consists of two parts; one part is termed as `Controlling side' and the other
as `Controlled side'.
• On the panel, the following switches and indications are provided:
• Illuminated arrows: Two arrows for each direction on both sides of the panel.
Only the arrow corresponding to the direction of traffic established would be
illuminated and the other arrow will not be lit.
• White light appears when relevant block section is clear and changes to Red when
the block section is occupied or due to failure of track circuits/Axle Counters.
• Signal normal :( White indication): It is provided on either side of the panel. When
Illuminated indicates that the signals in that direction are at `ON'
• "Permission from. ….Green indication): This is provided at the controlling side
of the panel only. When illuminated, indicates that the push button of controlled
station in advance has been pressed, permitting controlling station to establish
direction of traffic towards "controlled side" station.
• Direction switch: A two position switch is provided on the controlling side of the
panel to enable the controlling station to establish direction of traffic from station A
to Station B or vice-versa.
• SM's lock up key: This key when removed will keep the panel locked in the last
operated condition to prevent inadvertent or unauthorised operation of panel. (f)
Permission button: This is provided on the controlled side of the panel which when
pressed grants permission to controlling station to establish direction of traffic from
controlling station A to the controlled station B.
• Emergency Push Button: Two push buttons are provided: one on the "controlled
half" and the other on the "controlling half" of the panel. When it becomes
necessary to change the direction of traffic under track circuit/axle counter failure,
the button pertaining to that section shall be pressed at controlling station is turned
to the required position, for permitting a movement in emergencies.
Counters: Each operation of emergency push button registers next higher digit on
the digital counter of the respective half of the panel.
214
arrows at both the stations to be lit to white and extinguish the light of the `UP'
direction arrows at both the stations.
• The white indication of `DOWN' arrows will turn to red when the trains enter the
section. For despatching an UP train from Station B to Station A all that the SM at
the controlling station A has to do is to turn the `Direction Switch' to the `UP'
position provided the whole section is clear of train.
• This will cause the `UP' arrows at both the stations of the controlled section to be
lit white, extinguishing the white lights of "DOWN" arrows. The white lights of the
"UP" arrows will turn to `Red' when the train enters the section.
21.9.8 Rules for passing the Automatic Stop Signal at `ON': (On single line)
• When a Driver finds an Automatic Stop Signal with an `A' marker at `ON', he shall
bring his train to a stop in rear of that signal and wait there for one minute by day
and two minutes by night.
• If after waiting for this period the signal continues to remain at `ON', and if
telephone communication is provided near the signal, the Driver shall contact the
Station Master of the next block station or the Centralised Traffic Control Operator
of the section where Centralised Traffic Control is provided, and obtain his
instructions.
• The Station Master or the Centralised Traffic Control Operator, as the case may
be, shall, after ascertaining that there is no train ahead upto the next signal and
that it is otherwise safe for the Driver to proceed so far as is known, give
permission to the Driver to pass the signal in the `ON' position and proceed upto
the next signal, as may be provided under special instructions.
• If no telephone communication is provided near the signal or if the telephone
communication provided near the signal is out of order and cannot be made use
of, the Driver shall give the prescribed code of whistle and exchange signals with
the Guard and then proceed past the signal as far as the line is clear, upto the next
Stop Signal in advance, exercising great caution so as to stop short of any
obstruction.
215
not lit the signal is considered as a controlled signal and he has to follow the rules
of a controlled stop signal.
• If the semi-automatic signal is protecting a level crossing gate, an Illuminated ‘AG’
marker is provided on the signal. When lit it authorizes the driver to pass the
signal at Red, taking precautions for the safe passage of train through the level
crossing area.
• Illuminated AG marker with illuminated `A' marker
• If both the markers are not lit, the driver should treat this signal, as an absolute
stop signal, showing red aspect.
216
22. POWER SUPPLLIES
• Basic principles of Electricity are to be understood to meet the power requirements
of a Signalling System. Without ensuring a reliable and secure power supply, we
cannot achieve the reliability of Signalling system.
• Following electrical terms are the basics for Electrical supply.
• Current
• Voltage
• Resistance
• Power
• Inductance
• Capacitance
• Ohms law applications
22.2 Competency
• Staff handling the power supplies should be competent and authorized.
• Signaling staff are not authorized to handle the voltages above 110AC. Proper
protection is required while handling voltages higher than 110VAC.
• Employers and Employees are required to take suitable precautions when working
with or near to electrical equipment
• All electrical and electronic equipment are required to comply with the Electrical
regulations. All Electrical and electronic equipment are required to comply to
these regulations. This necessitates the use of standard and protective distribution
arrangements with suitable disconnection points.
217
• Employers and Employees are required to take suitable precautions when working
with or near to Electrical equipment
• This necessitates the use of standard and protective power distribution with
suitable disconnection points.
22.5 Precautions
• Supplies above 110V AC are considered to be high voltages which require proper
protection. Signal staff are not authorized to handle supplies above110V AC.
• Facility to be provided to disconnect individual case/location to facilitate isolation of
fault and fault finding and maintenance.
• Facility to be provided for isolating sections for maintenance/fault finding.
• Similarly circuit breakers are utilized to disconnect the circuit during high currents
and at the same time to isolate a faulty equipment from the distribution circuits.
218
• Fuses may be of varying values depending on requirements. Typical values are
1A, 2A, 3A, 4A, 6A, 10A, 15A etc.
• CM type fuse holders BS88 : 1988 are to be used for outgoing feeds to the
trackside equipment. They are also of various values – 32A, 63A,100A etc.
• Old locations may be with Porcelain fuse holders. Current practice is to use
Entrelec Fuse holders.
• Separate Terminations are to be provided for incoming and outgoing feeder cables
• Supplies for the Electronic Signalling system should be as prescribed by the
manufacturer. .
Transformers:
• Shall conform to BR spec. 924A. Input values depends on the Mains Supply -
230V or 400V or 650V.
• Output voltage is generally 110V which is permitted for the use of signalling
distribution. Capacity depends on the load. 250VA, 500VA, 1000VA etc.,
• For some equipment 110/110V transformers may be necessary to isolate supplies
to different functions.
Transformer Rectifiers
219
22.6 Cables used for signalling power supply
2 core 2.5 sq.mm (f) type B2 are used between the locations.
Suitable power cables of single core are used for Internal Power wiring
19/1.53 sq.mm cables are used for wiring 650V supply.
22.7 Earths
• Fast Transient Earth (FTE) is required for proper protection against Electrical
Surges.
• FTE should have a low resistance and inductance.
• Typical value of earth resistance should be below 10 ohms. This value should be
much lesser in case of electronic equipment.
• Long earth leads should be avoided.
• To avoid possibility of equipotential voltages, where adjacent locations are with
separate earths, they are to be kept a minimum of 2m distance apart.
220
LOCATION PROFILE
221
22.9 Batteries
• Secondary cells where provided should be maintained properly for the reliable
working of signalling equipment.
• Maintenance free Valve Regulated Lead Acid (VRLA) cells are recommended
• The capacity of the cells should be selected to suit the load and the sustainability
for a specified duration in case of Power failure..
• Specific gravity and voltage of individual cell should be checked as per periodicity.
• Formation of acid scales on cells should be cleaned at regular intervals.
• Green formation on terminals should be avoided, by regular cleaning
• It should be ensured that all terminal connections are tight.
1. LOCATION - A
Signalling load – 2042VA
Domestic load - 5000VA
Load current - 10.83A (C1)
2. LOCATION - B
Signalling load – 3553VA
Domestic load - 5000VA
Load current - 13.16A(C2)
3. Length of Cables
1. PSP – Loc.A - distance of 180m +20% = 216m (R1)
2. Loc. A – Loc.B - distance of 250m +20% = 360m (R2)
3. Loc. B – PSP - distance of 430m +20% = 430m (R3)
Cu Cables used are 2c 35mm² and Cable Res. = 1.06 Ω/loop-km)
Calculated Cable Resistance
R1= 1.06 X 0.216 = 0.2289(ohms);
R2= 1.06 X 0.360 = 0.3816(ohms);
R3= 1.06 X 0.480 = 0.5088(ohms)
222
Cable Lengths considered and resistance of each cable:
Distance Resistance
• Elec.Sub Stations – Loc.A - 180m +20% =216m (R1) 0.2289Ω
• Loc.A –Loc.B - 300m +20% = 360m (R2) 0.3816Ω
• Loc.B- Elec.Sub Station - 400m +20% = 480m (R3) 0.5088Ω
Case.1.
Assume the feeder between PSP and Loc.B breaks
Total voltage drop PSP – Loc.A –Loc.B = (2.48 + 5.02)V = 7.50V
Voltage available at Loc. B via Loc.A = (660-7.5)V = 652.5V
Case.2.
So it can be seen that in both the cases the voltage drop is less than 10%.
• Voltage Fluctuation of Mains supply results in variation of voltage supplied to
signal lamp/LED. Bobbing of signals or track circuit or a signal going blank, may
result in disastrous consequences for trains running at high speed. Stable power
supply is required with a storage system of back up.
• Reliability of Signalling system is dependent on the reliable power supply.
Unreliable Mains supply will lead to unreliable supply to the system. This will
cause frequent system failures which ultimately results in disruption to train traffic.
• Modern microprocessor technology is prone to total system shut down, if the
supply voltage is not constant.
• Certain interlocking conditions which are stored in the memory should not get
erased.
• Generally the failure of power is indicated to the signaller by means of an audible
and/or visual alarm.
223
• Each Silicon solar cell when exposed to sunlight, photons generate 100ma at 0.45
Volts which works out to be 45 milli watts DC from each cell. It measures 2
inchesx0.5 inches (6.45 sq cm).
• PV cells can be arranged in parallel and series, so as to generate the required DC
voltage and current from each panel. Each such arrangement is Solar Photo
Voltaic (SPV) system.
• The panel is mounted on the roof of a building or on a post by itself facing South
and inclined at an angle(about 30º) such that the sunrays fall at right angles to the
panel, a point sufficiently high to give a clear exposure to the trajectory of sun
moving in South for longer period of the day.
• Its reach should be convenient and accessible for maintenance, repairs and
cleaning its surface.
• The accumulation of dust over the surface of the Solar Panel reduces the
efficiency of the system. Requires periodic cleaning of its surface.
• Germany has adopted solar power energy in a big way, making solar power
cheaper to meet the market economics.
224
22.13.1 Components of UPS
• Isolation transformer
• Rectifier
• Inverter
• Batteries
• Static Bypass
EXISTING LOAD
Area SB No 2
Ex Tr. Capacity(VA) 500
Location Name 183.07
Equipment Qty Each @watt Total Watt
AWS inductor 13 0
AWS Supp inductor 25 0
Colour Light Signal/ 30 0
aspect
Signal and Subsidiary Signal 2 70 140
Related Fibre optic banner 110 0
Equipment Mech Banner (Old) 50 0
Junction Indicator (5 135 0
lamps)
Multi-lamp Rt Indicator 15/ 300 0
Lamp
Location-Heater 1 20 20
Location-Lamp for 2- 1 25 25
Heater & Light
lamps
Equipment
Point Machine 30 0
heater(New)
BR 930/931/934/960/ 12 3 36
961/966(F3) /960(F6)
Relays BR 933/949 4 0
BR 963 2.5 0
Timer 7 0
Track Circuit ML TI21 Low power Tx 20 0
equipment ML TI21 Tx 70 0
226
ML TI21 Rx 25 0
Track TF DC(AC 1 30 30
immune)BR8
67
Track TF DC(AC immune) 13 0
R4B
Track TF DC(Non -AC 10 0
immune)
ELD 50 0
GF Lock 25 0
Point-Clamp lock 1400 0
Misc
Point-Electric machine 1100 0
equipment
Load on BX12 supply 216 0
Load on B12 supply 297 0
Point battery charger(10A) 2560 0
ADDITIONAL LOAD
Equipment Qty Each @watt Total Watt
Signal and AWS inductor 0 13 0
Relate AWS Supp inductor 25 0
d Colour Light Signal/asp 2 30 60
Equip Subsidiary Signal 2 70 140
ment Fibre optic banner 110 0
Heater & Location-Heater 20 0
Light Location-Lamp 25 0
Equip Point Machine 30 0
ment heater(New)
BR 930/931/934/960/ 1 3 3
961/ 966(F3) /960(F6)
Relays BR 933/949 4 0
BR 963 2.5 0
Timer 7 0
ML TI21 Low power Tx 20 0
ML TI21 Tx 70 0
Track ML TI21 Rx 25 0
Circuit Track TF DC(AC 30 0
equip immune)BR867
ment Track TF DC(AC 13 0
immune)R4B
Track TF DC(Non -AC 10 0
immune)
Telecom SPT 2 0
equip
Reed amplifier 40 0
ment
ELD 50 0
Misc GF Lock 25 0
equip
Point-Clamp lock 1400 0
ment
Point-Electric machine 1100 0
227
TRTS/RA unit (platform) 30 0
TPWS TPWS TSS 0 21 0
Equip TSS & OSS 1 34 34
ment
Additional load(Watt) 237
228
23. COMMUNICATION BASED TRAIN CONTROL SYSTEM (METRO)
• System can be adopted with Fixed block or Moving block Working
System consists -
• Control Centre
• Wayside Station Equipment
• Trackside Equipment
• Data Transmission System
• Wayside Radio Network Assembly
• Vehicle On Board Computer & Equipment in the Engine.
• A Metro Section is divided into several Regions based on the Operational and
Technical requirements. Each Region may have more than one station with one of
the stations working as Master. Master station is provided with Region Automatic
Train Control cabinet which consists Region Automatic Train Operation and
Region Automatic Train Protection.
• Some of the stations are provided with an ATS for local control of train movements
in case of emergency.
• Main components at a Wayside station are-
• Ethernet Switch which is connected to Data Transmission System
• Object Controller OBC
• Maintainers Work Station with Monitor
• UPS
• Data Transmission System
• Main Data Transmission System of Optic Fibre cable runs from the Control Center
to entire section connecting all Wayside stations and Wayside Network Radio
Assemblies.
• Trains VOBC communicates with the Control Centre through Wayside Network
Radio Commn.
• Additionally stations within each region are connected to a separate DCS Wayside
Region Network.
229
• WNRA: Wayside Network Radio Assemblies are located alongside the track to
facilitate the communication between Wayside ATC and the Vehicle ATC.
230
23.4 WNRA (Wayside Radio Network Assembly)
• The WNRAs are boxed and located alongside of the track to facilitate
communication between the Wayside ATC and the Vehicle ATC.
• The elevated sections of the system will employ Line-of-Sight.
• The A and B WNRA enclosures are connected directly to independent point
source antennas.
• The antennas are mounted on the top of trackside poles.
• A and B WNRAs do not share the same antennas or poles.
• The separation between 2 WNRA by LoS is up to 400 m.
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232
23.5 ESPs and CESB
• Platform Emergency Stop Plungers(ESPs) and Central Emergency Stop
Button(CESBs) are provided to protect platform areas from moving trains. They
are used to stop the train in case of emergency.
• ESPs are installed on each side of platform and at Station Control Room of Master
Station.
• CESBs are installed at Traffic Controller and Chief Controller Rooms at OCC and
at Depot Controller Room of Depots.
• Train Movement Inhibit System Switches (TMISS) are provided at Depots for the
cleaning and maintenance personal to request the Traffic Controller to inhibit the
train movements during the work within the maintenance area.
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ON BOARD ARRANGEMENT AND WAY STATION ARRANGEMENT
234
DATA COMMUNICATION SYSTEM WITH WAY STATION ARRANGEMENT
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24. METRO SIGNALLING WITH FIXED BLOCK WORKING:
24.1 BMRC System Overview
• Activities includes -
• Regulation of traffic
• Safety management of the track and train
• Transmitting the Trackside info for Train Control
• Communication between various systems
• Control of On-board equipment
• Control of Equipment along the track
• Under Fixed Block System, the entire track is divided into several Block
Sections protected by signals.
• The length of these Block sections is short. It is 50m at stations, 100 to 200m
in the central area and it is several hundred meters in the outlying areas.
• Each Block section is provided with a Track circuit and protected by a signal.
• Overlap is provided beyond each signal which provides a Safe Braking
Distance to protect against the train overrunning a stop signal and causing
an accident.
• Overlap length varies according to the site permissible speed, gradients in
the approach of signal and the Brake power of the Engine.
• Overlap track may be provided with a separate track circuit or can be
combined with the rear track circuit.
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• AFTC Configuration shall also be used for transmission of Telegrams for ATP
System. Transmission of Telegram Signals for ATP System shall commence when
the Track circuit is occupied.
• Change-over from Normal Code of transmission for ‘Track circuit Vacancy
Detection’ to ATP Code transmission for controlling the movement of Trains, shall
be controlled via sensing of the ‘Level Decrease’, when the level of the Track
circuit Signal in the Receiver falls below a certain level.
• When a ‘Level Increase’ is registered, the ATP Code transmission shall cease and
Normal Code transmission shall commence.
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STATION
24.5.1 ATP
Provides automatic train control from station to station within the safety envelope calculated
by ATP.
• The Main function of ATP System is to ensure ‘Safe Train Separation’ and ‘Safe
Train Movement’.
• It has got two parts Trackside ATP and Train Borne ATP.
• The ATP’s Intelligence and safe Decision Making Process shall be mainly with the
On-board ATP Equipment. It is also stored with the needed Rolling Stock
Characteristics.
• Safety Information in respect of field Entities are also provided by the Computer
Based Interlocking for the Track circuit Occupancy and by the Way-side ATP
equipment for the Track profile like Curves, Gradients, Location / Position of
Signals & Points, Location of Stopping Point, and Permanent & Temporary Speed
Restrictions etc.
• Communication between the Track and Train-borne equipment is through Coded
AFTCs, in the form of ATP Telegrams. The Telegrams shall be received by the
Train through a pair of Pick-up Coils with antennas mounted on both sides of the
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first Bogie above the axle. For redundancy both leading and rear Car are
provided.
• The Train-borne equipment acts as a Train Operator does. It receives information
from the Track, calculates the Speed versus Location Profile and deduce Orders
such as ‘Stop at this Point’ or ‘Reduce the Speed to this level at this Point’ etc.
• The Communication Link between the Track & Train shall also be used to transmit
the Train ID and Alarms & Messages to the Track side ATC equipment.
Functionality
Trackside ATP:
• ATC Trackside equipment consists: ATC Cubicle, TWC Rack & Beacons. Uses
2oo3 redundancy principle.
• Detects the exact position of train continuously.
• Measures the speed of the train.
• Displays the target speed and the target distance at Man Machine Interface.
• Gathers all the information regarding the track and needed by Train. Transfers the
information from track to train about the position of train ahead.
• Receives Trainborne ATC data describing alarms messages.
Dispatches information to the its interfaces:
• LATS, Maintenance Terminal, ASCV
• Adjacent Trackside ATC, SDTC, DLR
Prepares data for Trainborne ATC describing:
• The track singularities (speed, points, signals, beacons,…)
• the status of the track (Track circuit occupancy, …)
• the temporary speed restriction
• the regulation message (timetable, Train ID, …)
• clock value for synchronisation
Protects data for Safety related messages (protection against
transmission corruption, delay of transmission and memory allocation)
• Enforces platform for an optimum liability and availability.
Train borne ATP:
• ATC train borne equipment consists of ATP Train borne cubicle & ODO meter
• Train Engine is provided with two pick up coils ahead of first axle of both driving
cars. Pick up coils receives data from rails which is given by track circuit and feed
feed to the On Board Automatic Train Control System.
• Calculates and displays the maximum permissible speed depending on target
speed/distance, train characteristics and terrain.
• Causes brake application if the train speed exceeds the safe speed.
• Detects roll back of train and causes brake application
• Ensures that the train deceleration rate used for braking is reached within specified
time of service brake application, otherwise application of emergency brake takes
place.
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• On Board ATC calculates the target speed based on the Data received from the
track.
24.5.2 ATO
• System consists short transmission loops which are called beacons (duplicated),
give the train its station stop commands.
• Main function of ATO System is to run the Trains between the Stations
automatically without the intervention of the Train Operator.
• ATO System shall generates Speed Control to the Traction and Braking System of
the Train with respect to the Computed Speed Profile.
• ATO System shall ensure that the Train achieves timely, accurate and smooth
Station Stops or stopping ahead of a restrictive point.
• ATO System shall also control the Train Doors during Station Stops under the
supervision of the ATP System without the intervention of the Train Operator.
Functionality of ATO:
• Operates within parameters set by ATS
• Regulates speed
• Ensures accurate station stop
• Executes signal stops and provides automatic restart from signal stops
• Provides indication to train operator/motorman to open or to close doors.
Direction of Travel
ATS Instructions
ATS computer
Train Location Data Train Location Data
240
Overview of ATS as applied to a fixed block system
24.5.3 ATS
• Automatic Train Supervision (ATS) System with Automatic Route Setting (ATS)
and Automatic Train Regulation (ATR).
• Main function of ATS System shall be automatic management of Train movement
with due interface with the ATP/ATO/CBI Systems for Automatic Route Setting and
Automatic Train Regulation.
• ATS System shall supervise the Train movement continuously and optimize the
Train movements in case of abnormalities.
• This shall be achieved by assigning Train Identification Numbers (TIDs),
• Monitoring the operation of each Train, modifying the Dwell times at each Station,
• if required, Modifying Train operations to optimize Headways,
• Run-time and also provides Outputs to the Passenger Information Display System
(PIDS) Units at each Station.
• It provides Overall control from Operations Control Centre.
Functionality of ATS:
• Monitors train position and progress
• Sends commands to station interlocking
• Adjusts stay time at stations
• Controls Train dispatching
• Provides outputs to platform indicators and/or other passenger/management
information media.
• Computes train schedules
• Displays train service status to train controller
• Does logging and compilation of records
• Executes instructions received from train controller
• Interfaces with other sub systems such as Train Radio.
Local Automatic Train Supervision(LATS) subsystem
Functionality:
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• off hours and peak hours
• Regulation of traffic for degraded situations :
• request for new routes depending on the failure location
• request of new timetable for trains on the track
• Ability for management of other systems (fire detection, ticketing, Train Information
system for announcements …)
• Preventive maintenance operations like Supervision of traffic, Setting of
Temporary Speed Restrictions, Estimation of working hours of an equipment and
its number of operations.
• Detection and localisation of failed equipment for corrective maintenance.
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24.7 SDTC subsystem
• Track/Train interfaces are SDTC subsystem, Beacons and Down Link Module
• Train can be driven under automatic control
• Regulation functions are available
• ensures respect of timetable during the journey and while in station
• enables display of train journey
• Ability to perform an automatic change of end
• Automatic management of the Train doors
• Management of Temporary speed restriction
• Full redundancy of trainborne equipment
• Management of on board failures and alarms
• Beacons
Moving Train Initialisation Beacon
Stationary Train Initialisation Beacon
Re-localisation Beacon
• Down Link Module
For train to track message (maintenance info and alarms)
TRACKSIDE OVERVIEW OF BEACONS
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24.9 LINE SIDE SIGNALS
Line side are Fixed Signals – intermediate and Junction signals with Route indicators on the
Main line and at the Entry and Exit to all other Interlockings and Depots for bi-directional
working.
Location of Fixed Signals shall be such that Trains will stop at a Safe Distance from any
Fouling movement or location.
Line side Running Signals shall be of three Aspects:
• RED: A Train must be brought to Stop short of the Signal. RED Aspect shall indicate that
either Route is not set and locked or the first Track circuit after the Signal is occupied or
one of the two track circuits for a crossover or the fouling track circuit is occupied if
existing.
• VIOLET: Conditional Proceed. It indicates that the Route is set and locked but not fully
clear. The first Track circuit after the Signal is not clear or the GREEN Aspect has failed or
the Route indicator has failed.
A train operating under Cab Signals may proceed under the authority of the Cab Signals
but a Train operating on the sole authority of Line side Signals must Stop.
• In ATP Mode – driver can act in accordance with the Target Speed / Distance
displayed.
• In Restricted Manual (RM) Mode / Running on Sight (ROS) Mode – it shall be
interpreted as ‘STOP’.
• In RM or ROS or CO Modes, Operators shall never pass a Signal showing RED or
VIOLET Aspect, until the Operator obtains a formal authorization from the Central
Operator.
• GREEN: Proceed. Route is set and locked and the Track circuits up to the next Fixed
Signal are clear.
A signal shall not show Green aspect unless the overlap is set and locked, the
Route indicator is lit in accordance with the control given ,the fouling track circuit is
clear if existing.
• Cascading or Cutting-in arrangement is provided for the signal lamp circuit to avoid
detention to trains in case the Off aspect lamp fuses.
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24.14 DEPOTS
Signalling Facilities to be provided in the Depots shall be as under:
• Signalling for movement of Rakes for various Maintenance facilities within the
Depots. Movements within the Depots beyond the entrance Interlockings, shall be
controlled by Line side Shunt and Stop Signals.
• ATS link having a separate duplicated ATS Server System shall be used. ATS
System at Depot shall continuously present dynamic and static overview of Train
movement & Signaling Information within the Depot Control Area and for the
Tracks connecting to Main line.
• Transfer Tracks or Cut-in / Cut-out Tracks, of suitable lengths in between the
Depot and Main line, for switching in to and out of RM / ROS Mode from Normal
Operation Modes, while entering or leaving the Depot.
• Test Track shall be provided to dynamically test the Train-borne ATC System. Test
Track shall be equipped with full Trackside ATP / ATO Systems for Train Tests to
be conducted within the limitations of the Test Track length.
• Mobile Train Radio System shall be provided to enable the Train Operator to contact OCC
/ SCR in case of Emergency.
• Train Radio System shall, inter-alia, interface with Train Control and Signalling System to
enable it to report the Alarm and Status of the Train-borne Signalling Equipment to the
OCC and for dynamic registration of Train Identification Number (TID) with the System.
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25. ELECTRICAL TRACTION
25.1 DC Traction
Prior to 1950s, direct current (DC) was only form of electrical energy used for traction
purposes in UK.
• System provides nominal 650/750 V DC. Supplied to trains via a third rail mounted outside
the running rails. Return path for traction current is via either or both running rails.
• Due to exposed nature of conductor rails, voltage is kept relatively low. This resulted in
high currents for operation. This in turn caused heavy Voltage drop In transmission.
1500 V DC
• Using overhead catenary wires enabled the supply voltage to be increased to 1500V. But
the necessity for bigger size overhead conductor and the structures to support it proved
very expensive.
• In 1950s 25 KV AC Electrification was introduced. The current requirements and the
resultant voltage drop were dramatically reduced. Catenary conductor size reduced and
overhead support structures became lighter.
• This helped in locating the Supply substations at a much greater distance apart, reducing
the overall costs
• All overhead 1500 V DC systems in UK have now been converted to 25 KV
AC.
• 1925 – 1500V D.C. Electric traction was introduced between n - 16 BBVT
and Kurla..
• 1931 – section between Madras Beach and Tambaram of Southern
Railway was electrified.
• August 1960 - Indian Railways introduced 25 KV AC traction. Since then
about 16,000 RKMs have been put to traction systems on Indian Railways.
• 405 RKM in Bombay area still continuing with 1500 V D.C. traction.
• Present day Metro system in India uses 650V DC traction.
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System consists of
• Feeder Stations,
• Track Sectioning cabins/locations,
• 25 KV Overhead line Contact system
• Associated SCADA systems
249
Feeder:
• It is a transmission line or cable in the electrical power distribution system for:
• Bringing a supply of electricity to a Feeder station
• Connecting the Feeder station or Track Sectioning Cabin or Track
Sectioning Location to overhead line equipment and also to Signalling
centre.
• Supplies to Stations and Signalling
• Cable from feeder stations are run either underground or in troughing at ground
level
Switches
• Feeder switch – A switch mounted on a OLE supporting structure , provided to
connect a section of OLE to its feeder at a switching station
• Section switch – A switch mounted on a OLE supporting structure , provided to
connect one section or subsection of OLE to another
Jumpers
• Cables from Feeder Stations are generally terminated in sealed ends adjacent to
overhead feeding switches.
• Short jumpers are usually installed between termination of bare feeders or sealing
ends of cables and switches and also between switches and the OLE.
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25.5 Overhead Line equipment (OLE) includes
• Wires suspended over the Railway line for supplying electricity to Electric trains
and the associated equipment like Fittings, Insulators, Feeders, Switches,
Jumpers, Return conductors.
251
• Pantograph: A device mounted on the roof of an electric traction unit. It contains
carbon strips. When raised, it presses against underside of contact wire and
electricity is collected from OLE
• Current is collected from the OLE by the train pantograph and the return passes
through train unit equipment, axles & wheels of the traction unit and to the running
rails.
• Simplest return path provided for traction current is “Rail return”
• One rail of each track is normally designated as “traction return rail”. On plain track
it is normally rail nearest the cess.
• In areas of complex arrangements traction return rail changes in order to meet
track circuit arrangements but by cross bonding a continuous path must be
maintained throughout
• Current is returned to the feeder Station either by traction return running rails
which are connected to Feeder station with cables or by return conductors.
• Part of current is returned to the Feeder station through the general mass of earth.
• Sometimes additional conductor is provided to carry return current to reduce the
electromagnetic effect on lineside telecomm. Cables. Reduction is of order of 45%
• To drive the return current through Return Conductors, Booster Transformers are
provided. Booster transformers are installed at overhead line overlap spans,
generally at intervals of 3.2 Kms
• Primary winding is connected in series with 25 KV overhead line conductor system
and secondary wining in series with associated return conductor
• Return conductors are supported from the overhead line structures by insulators
and are connected to the running rails midway between BT locations, and to the
neutral of the incoming 25 KV supply at the feeder stations (mid point connectors).
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• BT produces current in RC which approximates catenary current in magnitude but
is in anti-phase (opposite direction of flow in secondary winding)
• Secondary circuit of BT is low impedance loop via RC, adjacent mid point
connectors and rail/earth. Each BT deals with a 2 miles section.
• BT/RC system can achieve maximum suppression of induction as much as 95%,
with the load at mid –point connector.
253
• Automatic Power control (APC)
• It is a system which automatically powers down the traction unit and
disconnects it via on board circuit breaker before it enters the neutral section,
and reconnects it after passage
• This is done to prevent drawing of a damaging arc, by the traction unit, if it
remains powered in the neutral section
• APC uses permanent inductors on sleeper ends either side of neutral section
which are sensed by bogie mounted receivers on the traction unit.
25.6 Bonds
It connects electrically different electrical conductors or equipment. Different types of
bondings are in use.
• Traction return running rail bonding
Provided to ensure electrical continuity of traction return running rails.
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• Rail Bonds
Bonding across fish plated joints for traction return current purposes is not required
in running lines but shall be installed in sidings and shall be in duplicate at each
joint.
• Continuity Bonds
Bonding is required in traction return rails at all points and crossing work when the
continuity of traction return rail is interrupted and in expansion joints in
continuously welded rail.
Transposition bond is a continuity bond provided when in single rail traction return
areas, the traction return rail changes from one side of the track to another.
• Cross Bonds
Track to Track Cross Bonds
A bond between traction return rails of the same track or adjacent tracks
At all switching stations and locations where connections to rail are made from
earth wires longer than 400 m or from return conductors, all traction return rails
should be bonded together
In double rail traction return areas with track circuits this shall be done by
connections to the centre taps of impedance bonds.
Additional bonds shall be provided such that intervals between successive track to
track bonds do not exceed laid down spacing.
• Yellow bond
A bond which is required for track circuit integrity and may also carry traction
return current. Bond is identified by Yellow color.
• Red Bond
A bond which if disconnected, could under normal operating conditions, result in
either the bond, or the equipment to which it is connected rising to a dangerously
high potentialand identified by Red color. E.g. Bonds connected to the running rails
from switching stations, Return conductors, Auxiliary supplies transformers,
Earthing devices, harmonic dampers etc.
• Structure Bond
A bond connecting the steelwork of an OLE structure of bridge, or other metal
structure, to the traction return circuit.
S&T is responsible for the integrity of –
• All Rail joint bonds,
• All insulated joints,
• All Rail to impedance bond connections and connections between
impedance bonds on the same track.
• And for identification marking of the traction return rail
255
Electrical department is responsible for the integrity of all other permanent traction
bonding.
• Impedance bond
A device which allows traction return current to flow freely, impedes the flow of
track circuit current
Used where both rails are traction return rails and are equipped with double rail
track circuits
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Interference due to Electrostatic and Electro Magnetic Induction:
Electro-static Induction
• The Electro-static field emanates from the positive charge and ends at the
negative charge unlike magnetic lines of force, all of which form closed circuits
• Any conductor that exists within the field will get charged. In another words, the
power conductor and the S&T conductor in the vicinity can be deemed to have
small capacitance to earth and between themselves, the magnitude of these
capacitances depends on the physical separation, atmospheric conditions etc.
• The power developed in the S&T circuit by Electrostatic influence is
proportional to the distance over which the catenary and S&T circuits are
parallel. The power developed will be least when the S&T circuit is
perpendicular to the catenary.
• The magnitude of the voltage induced in the S&T conductor under the
influence of the traction wire, depends on the relative position and not on
its length.
• The voltage induced electrostatically in an overhead line situated at a distance of
10 metres from the track is calculated to be about 3000V. If the parallelism of this
line is 1 KM and if some one were to touch this line, a current of about 4 milliamps
will flow through the body of the person. This would give 'a nasty shock. If the
value of the current is 15 milliamps, it would prove to be fatal to a person.
257
Electro- Magnetic Induction:
• Any current carrying conductor produces magnetic field around it. Alternating
current produces magnetic field that is alternating. Thus, A.C. traction sets up an
alternating magnetic field.
• Any conductor linking with these magnetic lines of force, has a voltage induced in
it according to the well known "Faraday's Law of Electromagnetic Induction" which
states that "Whenever the, number of lines of force linking with a circuit changes,
an e.m.f. is induced in the circuit proportional to the rate of change of flux".
• The magnitude of the induced voltage is also dependent on the current, the
distance of separation, the surrounding medium etc.
• When the entire outward and return current is restricted to two conductors located
physically close to each other, the induced voltage on a third conductor due to
each one of these will cancel, leaving a resultant which is very nearly zero.
• In the case of A.C. traction system, the current drawn from the power sub-station
by a locomotive is fed through the catenary and is returned through the rail
system. If all the" return current passes through the rails, the resultant induced
voltage in a conductor within the vicinity is negligible.
• However, in practice the return current passes from the wheels of the locomotive
to the running rails and a portion of the current passes through the ballast into the
earth. Some of this portion penetrates deeply into the earth, some leaves 'the earth
to find a path in other rails, cable sheaths, metal pipes and similar conductors
parallel to the track.
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Screening due to Induced Currents in Rails:
• As already stated, any conductor linking with magnetic lines of, force produced by
traction currents, will have an induced voltage. The rails, being conductors, also
will have voltages 'induced on account of the magnetic lines of force of the traction
currents.
• This induced current in the rails due to Electro- magnetic induction introduces a
further screening factor and one affected in the opposite way by the resistance of
the path through the earth.
• If the contact resistance between rails and ballast and earth resistivity are high,
little induced current can flow and there is correspondingly little screening effect
from the rails.
.
259
• This is not a great improvement relative to the reduction of sheath resistance and it
is obvious that there is little point in reducing the sheath resistance further when
the main parameter determining the screening factor is the resistance of the earth
connections.
• In order to reduce the effect of earth resistance, the cable sheath is earthed at
frequent intervals along its route. An interval of 1,000 mtrs. has been chosen in
order to coincide with cable joints based on 500 mtrs. standard cable lengths
• An earth resistance of 4 ohms has been chosen for these earth points and where
more than one cable is installed in the same cable route, these cables should be
bonded to each other and to earth. The earth resistance then necessary is 4/n
ohms (where 'n' is the number of cables in the route).
Type of cables
• In the vicinity of 25KV A.C. electrified section, aerial lines are not permitted, as
they are susceptible to Electro-static induction. Hence, all the circuits are
transferred to underground cables.
• The main cables on AC electrified sections shall ordinarily be PVC insulated
screened and armored cable to IRS specification No.S.35/92.
• Special precautions are to be taken in laying of cables in electrified sections.
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25.6.11 Traction current contamination
• Signal equipment used such as point machines, track circuits and relays in AC
traction area, should be AC immune to minimize the effects of AC Traction.
• E.g. Use of permanent magnet type Electric point machines of type BS 581 and
BR spec. 902,
• Point control relays – BR 943 or 966, which are fully immunized to AC
• Point detection Relays and their repeat relays are polarized type, to BR spec. 932
A 50V operating, which are fully immunized to AC.
• (I) Catenary current of 600 amps. on double/multiple track and 300 amps. on
single track sections.
Short circuit fault current of 3500 amps.
Soil resistivity of 250 Ohm-metre with Catenary-cable separation of 6 metres.
Rail Impedance of 0.558 ohm/KM.
(Kr) Rail Reduction Factor (Kr) = 0.56 for single track, 0.4 for double track.
(Kc) Cable-Screening Factor (Kc) = 0.4
(Km) Mutual Screening factor due to presence of other cables in the vicinity (Km) =
0.75
(M) Mutual Induction = 1100 Micro henrys per kilometre.
• Substituting the above values in the formula
E=2 π f M I Kr Kc Km / KM.
• =33.15 volts / Km for double track section
=30.14 volts / Km for single track section.
• Since the duration of short circuit fault is quite small (less than 300 milliseconds)
the effect of normal traction current only was taken into account except in case of
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stick relay circuit where the operating time of the relay was suitably modified to
take into consideration the short circuit duration.
• In case of track circuit equipment connected across the track, the effect of
maximum short circuit fault is taken into account.
"Glow Voltage“
• Lowest voltage at which signal lamp can glow is called the "Glow Voltage“. Below
this voltage there will be no illumination. This Glow Voltage is found to be 2.3 volts
for signal lamp working on 12 volts.
• In case of 2 earth faults in the signal lamp circuit (one at the farther end of one
limb and the other at the nearest end of the other limb), the induced voltage can
appear at the primary of the signal lamp transformer. This induced voltage may
induce sufficient voltage on the secondary winding to give a glow to the OFF
aspect, without the supply from the signal control. This may lead to an unsafe
condition.
• Since the induced voltage is proportional to length of the circuit, it should be
restricted so that the signal shall not glow under cable fault conditions.
• To obtain a Glow voltage of 2.3V on the secondary, voltage on primary side of
signal lamp transformer should be 21 volts. i.e (110/12)
x 2.3 =9.166 X 2.3 = 21.08V.
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• With screened cable, @ 35V/Km, the maximum cable length required to produce
an induced voltage of 21V is = 21/35 x 1000 = 600 mtrs.
• Hence, the length of direct feeding of signals using a screened cable shall not
exceed 600 metres.
• When unscreened signalling @ 87.5V/Km, the Maximum length of directly fed
signalling circuit is 21/87.5 x 1000 = 240 mtrs.
• If there are 2 earth faults on the signal lamp circuit within the stipulated length, the
induced voltage will get superimposed over the normal signal supply. This will
cause frequent fusing of lamps.
• When frequent fusing of lamps occurring, the cable shall be tested for earth faults.
• Max length with new catenary current of 1000A,
• on a Double line: 21/95 X 1000 = 221 metres. ≈ 220 mtrs.
• on a Single Line: 21/116 X 1000 = 181 metres ≈ 180 mtrs.
• This limit in UK Railways – 200m (220 yards) (except for signals fed at low
voltages). If more, then an isolating transformer is used in between to limit the
length.
• In RRI territory, the Max. allowable voltage that can be handled by S&T staff is
considered as 400V, so that the length of parallelism can be retained to 3 to 4 Kms.
• Length of parallelism should be mainly restricted based on 3 factors.
• Circuit should be operational i.e. voltage drop should be within acceptable limits
particularly using biased relays in polarized circuits.
• Human safety should be given priority i.e. Any live parts that can be raised to a
potential exceeding 25V AC or 60V DC or current exceeding 25A , should be
insulated or enclosed with external warning signs affixed.
263
• Where insulation is not reasonably practicable, voltages up to a nominal 110V AC
or 120V DC may be tolerated on open fuses and terminals, provided they are
clearly labelled.
• Equipment safety – It should be ensured that induced voltage from the traction
system does not exceed 110V under normal conditions and 430V under traction
fault conditions, so that AC immunized relays are not allowed to pick up with
induced voltages.
• AC Traction current of 5500A for 200ms may be considered as maximum voltage
under faulty conditions.
AC Electrified
• At lower levels of traction return current and the fact that it is drawn into the return
conductor via the mid-point connector, rail impedance does not present the same
degree of problem as with lower voltage DC traction systems. Single rail traction
return is usually sufficient, which has the added advantage of permitting earthing
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of the catenary support structures by the simple means of bonding them to the
nearest traction return rail.
• Only AC. immune DC track circuits or HVI track circuits or AFTC track circuits are
normally allowed on AC electrified lines in single rail mode i.e IRJs only in one of
the running rails.
• In D.C. traction areas both running rails are generally required for the higher traction
return currents. This limits the train detection to double rail track circuits.
• In double rail track circuits impedance bonds are required to allow the traction
currents to flow freely and at the same time block the track circuit current.
• Traditionally, in D.C. electrified areas, AC track circuits may be provided with 50Hz
AC current, using phase sensitive vane relays.
• Presently Audio Frequency Track circuits are being used in plain line areas of DC
traction. They do not require insulated rail joints. For Traction return current both
rails are used with impedance bonds.
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Impedance Bond allows the traction current to pass through, whilst blocking the
track circuit current
• An Impedance bond acts as a low quality auto transformer with 1:1 ratio.
• Current flowing through one half of impedance bond tends to cause an equal
current to flow through other half, by current transformer effect.
• Provided that each running rail carries equal amounts of traction return current,
current from each rail passes in opposite direction through the coils from the rail to
centre tap connection.
• Net flux in the magnetic circuit will be zero and the impedance to traction current
DC or AC will be small. (less than 0.4 mhos per coil).
Dual Electrified Areas
• Where tracks may be subject to the flow of both AC and DC traction currents, the
choice of track circuits is limited to those that are immune to both and do not use
frequencies (including harmonics) contained in the traction supply.
• At the boundary between electrified and non electrified lines, initial isolation IRJs
must be provided in both running rails at a sufficient distance beyond the end of
the catenary/conductor rail to prevent an overrunning train from injecting traction
current into the rails on the non electrified side of the joints.
• All track circuits within 800m of the initial isolation IRJs on the non electrified side
must be immune to the traction system and, where practicable, provided with double
rail IRJs. In any case, the track circuit joints marking the farther extremity of the 800m
zone must be equipped with double rail IRJs, positioned such that they do not get
bridged out by the train along with initial isolation IRJs
• If any siding available within the above 800m zone, a second set of isolation IRJs
must be provided in each rail of the siding immediately clear of the running line.
• Where there are no track circuits on the non electrified side of the initial isolation
IRJs, a second set of isolation IRJs must be provided in each rail 800m beyond the
initial isolation IRJs.
Electro-Pneumatic Operation
The electrically operated control valves must be of a type immune to false operation
by the application of 1000 V, 50Hz. This is generally achieved using similar techniques
to those employed for AC. immunised relays.
Electro-Hydraulic Operation
Clamp lock units incorporating electro hydraulic power units to B.R. Specification 817
are inherently immune to AC, and are therefore authorised for use in 50Hz electrified
areas.
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Mechanical Points
Insulation shall be inserted in all point rodding at the ends adjacent to the lever frame
and to the points. This is to prevent stray voltages from the traction causing electric
shock to personnel.
Point Control
• Point control circuits must be immunised, as with other line circuits
• Point control relays must comply with B.R Specification 943 or B.R. Specification
966, Appendix F4. These relays are fully immunised against AC.
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Insulation for Signal Wire transmission:
• Wire insulator shall be provided on each wire as close to the cabin as possible.
• Insulator shall be provided in each wire near the Gear of operation Eg. LC gate,
point and signal mechanisms.
• Insulators shall be provided between two consecutive stakes or pulleys supporting
brackets (i.e.) within the same span.
• Insulator to be provided on the wire run at every 300 mts.
• Horizontal distance between two wires shall not be less than 50 mm.
• Vertical distance between two wires shall not be less than 200 mm.
• Any contact between the wire transmission and the rails as well as the masts must
be avoided.
• Insulator shall be provided with split links or disconnecting links on either side for
easy replacement.
Installations to be earthed
Separate earths shall be provided for the following cases:
• Lever frame and other metallic frames like LC gate Winch, Relay Rack etc. of the
cabin shall be connected together to a separate earthing.
• Signal structures must be earthed
Earthing of Cables
Unless cables earthed properly at both ends, it will not be possible to obtain the
screening effect of the cables from induced voltages.
In case of screened cable, earthing of sheath and armour has to be done.
In the case of unscreened cable earthing of armour alone to be taken.
Earthing shall be provided at every location box where cables terminate.
When underground straight through joints are made, special care must be taken to
maintain the electrical continuity of the sheath and armour. Earthing of sheathing
and armouring to be done at intervals of not exceeding 1 Km.
Where a number of cables are run together, it is preferred to earth each cable
separately.
Earthing of sheath and armour of screened cables or armour of unscreened cables
is not necessary in case of tail cable except in special cases where the length of
the tail cable exceeds normal prescribed limits.
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• Telecommunication earth may be connected to the same earth as the lever fames
or to the cable earth. The surge arrestors may be connected to the earth of the
cable sheath. In all other cases, separate earths shall be provided.
• In D.C. electrified areas, equipment housings should not be bonded to the traction
return, nor should the traction return be bonded to any other earth system or
structures, as this could result in traction current flowing through earthing bonds or
protective conductors in order to find a shorter return path. It could also result in
corrosion damage to structures and pipes.
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26. DOCUMENTATION IN SIGNALING
• Signal department maintains several Plans and Drawings for both the Maintenance
and Construction Activities.
• Some of the important Plans and Documents are furnished below. List is not
exhaustive. Additional records are produced depending on the Project
requirements.
26.1 PLANS:
• Track Plan produced by P. Way
• Signalling Plan
• Aspect Sequence Chart for signals
• Scheme plan
• Cable Plan and Cable core chart
• Track Circuit Bonding Plan
• Location Area Plan showing details of Trackside Locations
• SSI TFM Plan for Solid State Interlocking
• Control table for interlocking details
• Mechanical Locking diagrams for Mech. Lever Frames
• Circuit diagrams for Relay interlocking and Relay interfaces
• Trackside Location drawings
• Relay contact analysis
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• Approved Symbols are used for representing various signalling functions and
equipment.
• Signalling Plan indicates the Profile of each signal, its location and the inter
distances between the adjacent signals. Aspects provided for each signal along
with its normal aspect are also indicated.
• Each Signal, Track circuit/Axle Counter and Switch Point are represented with a
unique number as per the practice within the interlocking. This number may be the
number of controlling device by which the function is controlled.
• Following information is also indicated-
• Normal setting of points and method of operation is indicated.
• Type of Block working and control on signals
• Slotting on signals from fringe interlocking.
• Special controls like - Automatic working facility, Replacement facility,
approach signal controls, Swinging Overlaps, Override facility etc., are
indicated.
• Location of the Signal boxes/Interlocking centres/Controlling centres are
indicated.
• Interlocking boundaries and Panel indication boundaries are indicated.
• Adjacent Interlocking/Major station is indicated at the end of the running
lines.
• Traction substations, Neutral sections / Exclusion zones
• Signal boxes with names and prefix, interlocking and ground frames
• Details of Level Crossings like control, operation and type of protection,
provision of Road warning signals and audible alarms
• Local worked Ground Frames details and the controls from the Control
Centre/Interlocking.
• Miscellaneous facilities on Platforms like TRTS plungers, Right away (RA)
and close door (CD) indicators and plungers for driver only operation(DOD)
• Lockout devices and their protection arrangement
• All Running lines and Berthing tracks are designated with a name as per the
practice of the region. Vehicle Capacity of each Berthing track is indicated.
• Location of the Signal boxes/Interlocking centres/Controlling centres are indicated.
• Interlocking boundaries and Panel indication boundaries are indicated.
• Adjacent Interlocking/Major stations are indicated at the end of the running lines
• Reference to continuation plans at the extremities of the plan notes is provided to
indicate various special features of interlocking.
• General notes is provided on the plan about the important Signaling features.
• Route Tables are provided to indicate the number of routes for each signal with
the information about destination signals, type of route, indicators displayed, First
wheel replacement/Last wheel replacement.
• TPWS Tables are also provided for the TPWS
• Each Plan is provided with a specific number as per the Railway practice. Name of
the Station, Interlocking/Control Centre are indicated.
• Approval, version panel and title block is provided.
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26.1.2 Scheme Plan
• At Project level the draft Plan is produced to indicate the proposed Signalling
Arrangements and it may undergo changes as the project progresses.
• Scheme plan shall be developed based on clients remit and OPS or equivalent, in-
order to obtain approval in principle for the scheme.
• All other Interlocking documents are produced based on the Plan details and the
work is executed
• Main Inputs required for preparation of Scheme Plan are given below
• Existing Signalling documents like Signalling Plan along with Table of
Routes, Existing Control table, Bonding Plan
• Technical and Operational Requirements of the project
• Outline Project Specification
• Track Plans with P.Way proposals
• Signal Sighting Forms
• Site Survey if conducted
• OLE Plans
• Applicable Rly Standards
• Main Signals are placed ensuring minimum spacing distance required as per
Braking distance calculations is maintained.
• Aspect sequence is designed depending on 3 aspect / 4 aspect signaling.
• Special Software is developed to calculate the required minimum Braking distance
for each Stop signal.
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• In case of single rail track circuits, the dedicated track circuit rail is shown in thick
line and the common Track circuit/Traction Return is shown in thin line.
• Various track circuit bondings and the traction bondings are also shown. Yellow
Bonds are provided to maintain the track circuit continuity. Red Bonds are those, if
disconnected may lead to serious damages due to Electrical voltages.
• Impedance bonds provided in case of AFTC are also shown.
• Signalling positions are indicated to show earthing of signal posts, but complete
profile is not required. Earth connections to various signalling equipment is also
shown.
• Switch points are shown along with the bondings.
26.2 Diagrams/Designs
• Control Tables
• Signalling circuit Diagrams
• Relay Contact Analysis
• Power Distribution Diagram
• Control and Display Panel Diagram Front plate
• Control and Display Panel rear Wiring Diagram
• Location Drawings
• TDM/FDM/TFM Allocation Charts
• Signal Sighting Forms
• Axle Counter Detection Point Sighting Forms
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• Mains power supply connection to UPS and output supplies to various signalling
functions and circuits within the interlocking are indicated with the various circuit
breakers and termination points.
• Main supply distribution to various trackside Locations is shown along with
location power equipment and their capacity.
• Importantly the each plan specifies the size and type of the wires/cables,
terminals, capacity of Circuit breakers, fuses.
• Earthing arrangements are also indicated.
26.2.5 Front Control and Display Panel Diagram & Rear Wiring Diagram
• Control and Display are represented on the single sheet for small stations. In case
of major stations, they are separate. Numbered.
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• Front Display Panel represents the track layout with indications of signals , points,
train detection and other additional indications like power, all signals Normal etc.,
are also indicated. .
• Track circuits are painted with different colours for easy identification. Set & locked
condition of a route is indicated with a row of white lights on the track sections.
Track occupation is indicated with red lights.
• Signals are indicated with the aspects as on site. In case of UK signalling only ON
and common OFF aspect in green is indicated.
• Panel rear wiring is shown on a separate drawing with terminations.
• Smaller display panels are mostly desk type & tiled. For bigger interlockings
display screens are provided.
• Present Control & Display panels are VDU type with Tracker & Ball or mouse.
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26.3 Documents
• Power Calculations(Project Document)
• Signal Sighting Forms
• Axle Counter Detection Point Sighting form
• Signalling Design Specification(Project Document)
• Outline Project Specification(Project Document)
• Risk Assessment Statement (Project Document)
• Bill of Quantities (Project Document)
• Progress Reports(Project Document)
• Asset Register(Project Document)
• Route Cards
• Special instruction to operating staff
• Weekly operating Notices
• Drawing office procedures
• Risk assessment where required
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• Required Minimum Visibility distance and the available Visibility distance are
recorded.
• Considering the distractions and obstructions in the approach of the signal, the
required duration of the visibility at the sectional speed is calculated.
• In case of junctional signals, the available visibility distance of Route Indicator is
also furnished.
• Recommendations are made by the committee to improve the signal visibility or
to impose Approach Control on the signal where required.
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