vkWVksesfVd flXufyax ij vuqj{k.k gLriqfLrdk - Indian … flXufyax ij vuqj ... (When points are in...

Hkkjr ljdkj &GOVERNMENT OF INDIA jsy ea=ky;& MINISTRY OF RAILWAYS ¼dk;kZy;hu iz;ksx gsrq½& (For official use only)

vkWVksesfVd flXufyax ij vuqj{k.k gLriqfLrdk MAINTENANCE HANDBOOK ON

AUTOMATIC SIGNALLING

dSeVsd@,l@izkst@2012&13@,p ch@&vkWVksflx@2-0

CAMTECH/S/PROJ/2012-13/HB-AUTOSIG/2.0 tqykbZ 2013 July 2013

MAHARAJPUR, GWALIOR – 474 005

Content

Sr. Description Page No. izkDdFku Foreword Hkwfedk Preface fo"k; lwph Contents lq/kkj iphZ Correction Slip 1. ifjp; Introduction 1 1.1. blSfUl;y vkWQ vkWVksesfVd CykWd flxuy Essential of Automatic Block System 1 1.2. ykHk Advantages 1 1.3. i;kZIr nwjh ;k vksojySi Adequate Distance or Overlap 2 1.4. vkWVksesfVd jksd flxuy Automatic Stop Signal 3 1.5. VSªd lfdZV Track Circuits 5 1.6. vkWVksesfVd flxuy fu;a=.k ifjiFk Automatic Signal Control Circuits 7 1.7. vkLiSDV fu;a=.k ifjiFk Aspect Control Circuits 10 1.8. ladsr ua01 ds fy;s ySEi fu;a=.k ifjiFk Lamp Control Circuit for Signal No.1 11 1.9. dkldSfMax@¼dfVax bu½ O;oLFkk Cascading/(Cutting in) Arrangement: 12 1.10. yky ySEi gsrq lqj{kk Protection for Red Lamp Failure: 13 1.11. pkj vLiSDV vkWVksesfVd flxufyax Four-Aspect Automatic Signalling 14 1.12. pkj vLiSDV vkWVksesfVd ladsrks ds fy;s vLiSDV fu;a=.k Aspect Control of Four Aspect Automatic Signals 15 2. lseh vkWVksesfVd jksd ladsr Semi Automatic Stop Signal 19 3. vkWVksesfVd flxufyax Hkkxksa esa leikj xsV jksd ladsr Level Crossing Gate in Automatic Signalling Sections 20 3.1. leikj xsV ladsr¼tgka ekxZ esa dksbZ Hkh dkaVk ugha gSa½ Level Crossing Gate Signal (When there is no point in the route) 20 3.2. leikj xsV ladsr¼tgka ekxZ esa dkaVk gSa½ Level Crossing Gate Signal (When points are in the route) 21 4. vkj vkj vkbZ ¼lhesal½ esa v/kZ vkWVksesfVd ladsr Semi Automatic signals in RRI (SIEMENS) 22 4.1. o.kZu Description 22 4.2. ladsrk dh vkWVksesfVd dk;Z’khyrk Automatic Working of Signals 23 4.3. vkWVksesfVd dk;Z’khyrk dk jn~nhdj.k Cancellation of Automatic Working 24 4.4. vkWVksesfVd dk;Z’khyrk jn~nhdj.k Automatic Working Cancellation 25 5. lkekU; vuqj{k.k General Maintenance 29 5.1. dyj ykbV ladsr Colour Light Signal 29 5.2. ,ybZMh flxuy LED Signal 29 5.3. JO; vkorhZ VªSd lfdZV Audio Frequency Track Circuit 34 5.4 eYVh lsD’ku /kqjk x.kd dk vuqj{k.k Maintenance of Multi Section Digital Axle counter 36 5.5. flaxy lsD’ku fMftVy /kqjk x.kd Single Section Digital Axle Counter 38 5.6. lhesal eYVh lsD’ku fMftVy /kqjk x.kd Siemens Multi Section Digital Axle Counter 40 5.7. fo/kqr IokbaV e’khu dk vuqj{k.k Maintenance of Electric point Machine 42 5.8 Mhlh VªSd lfdZV D.C.Track circuit 46 5.9 fo/kqr fyf¶Vax cSfj;j dk vuqj{k.k Maintenance of electric lifting barrier 48 6. djsa o u djsa Do’s and Don’ts 50 6.1. dyj ykbV ladsr Colour Light Signal and LED based Signal 50 6.2 ,y bZ Mh vk/kkfjr ladsr LED based signal 50 6.3. Mhlh VªSd lfdZV DC Track Circuit 51 6.4. lhesal eYVh lsD’ku fMftVy /kqjk x.kd Siemens Multi Section Digital Axle Counter 52 6.5 JO; vkorhZ VªSd lfdZV Audio Frequency Track Circuit 53

6.6 fo/kqr IokbaV e’khu Electric Point Machine 54 7. vkWVksesfVd flxufyax [k.Mksa dk laiw.kZ vuqj{k.k Over all Maintenance of Automatic Signalling Sections 54 vuqca/k 1 Annexure –I 56-58 8. vkWVksesfVd ladsrks ls lacaf/kr dqN fn’kk funZs’k & funZs’k ,oa fo’ks"k vfHky{k.k Some Guide lines regarding Automatic Signalling and special features: 58 vuqca/k 2 vlkoVh & iyoy ds chp iz;qDr vkWVksesfVd flxuy 6010 dk dk;Z’khy lfdZV Annexure –II (Working Circuit of one Automatic Signal (6010) used in JNC-PWL

Section 60-63

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flXuy [kjkfc;ksa dks de djds xkfM;ksa ds le; ikyu dks cuk;sa j[kus ds fy;s vkWVksesfVd flxufyax Hkkxksa esa flXufyax midj.kska dk vuqj{k.k djus ds fy;s Hkkjrh; jsy ds flXufyax LVkQ dks vkWVksesfVd flXufyax i/nfr ds laca/k esa tkudkjh nsus ds mn`ns’; ls ;g gLriqfLrdk cukbZ xbZ gSA ;g gLriqfLrdk uk flQZ vkWVksesfVd flXufyax midj.kksa ds vuqj{k.k rjhdksa dk o.kZu djrh gS cfYd lfdZV Mkbxzke ds lkFk vkWVksesfVd flXufyax i/nfr;ksa dk] lhesal vkj vkj vkbZ esa v/kZ vkWVksesfVd flXuy] vkWVksesfVd flXufyax Hkkxksa esa leikj QkVd] vkSj vkWVksesfVd flXufyax i/nfr;ksa esa iz;ksx gks jgs fo’ks"k y{k.ksak ftudk Hkkjrh; jsy esa mi;ksx fd;k tk jgk gS dk Hkh o.kZu djrh gSaA eq>s fo’okl gS fd ;g iqLrd vkWVksesfVd flXufyax Hkkxksa esa flXufyax midj.kksa dk vuqj{k.k djds flXuy [kjkch;ksa dks de djus ds fy;sa flXufyax LVkQ ds fy;s okLro esa ykHknk;d fl/n gksxhA dSeVsd] Xokfy;j v- jk- rqis fnukad 1-7-2013 dk;Zdkjh funs’kd

FOREWORD

This handbook is prepared with the objective of imparting knowledge about the Automating Signalling Systems to the signalling personnel of Indian Railways and to maintain signalling equipments in Automatic Signalling Sections to minimize the signal failures and thus maintain the punctuality of trains. This handbook not only describes the maintenance practices of Automatic Signalling assets but also includes the description of Automatic Signalling Systems along with circuit diagram, Semi Automatic Signals in Siemens RRI, Level Crossing Gate in Automatic Signalling Sections and Special features regarding Automatic Signaling Systems which are being used in Indian Railways. I am sure that this handbook will really be useful to the signalling field staff to maintain the signalling assets of Automatic Signalling Territory to minimize the signal failures. CAMTECH A.R.TUPE GWALIOR EXECUTIVE DIRECTOR DATE: 1ST July 2013

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Hkkjrh; jsyksa ij vkWVksesfVd flXuy dh [kjkch;ksa dk jsy xkfM;ksa ds le; ikyu ij izHkko iM+rk gSA dSeVsd dk yxkrkj ;g iz;kl jgk gS fd vuqj{k.k fof/k;ksa dk mi;qDr ys[ku rFkk mUu;u gksA

;g vuqj{k.k gLriqfLrdk vuqj{k.k LVkQ dks tkudkjh nsus ds mn~ns’; ls cukbZ

x;h gS fd os vkWVksesfVd flxufyax i/nfr muds fo’ks"k vuqj{k.k o vkWVksesfVd flxufyax midj.kksa ds vuqj{k.k fof/k;ksa dk HkyhHkkafr le>dj flXuy [kjkch;ksa dk de dj ldsaA

;g Li"V fd;k tkrk gS fd ;g gLriqfLrdk flxuy bftafu;fjax eSUkqvy ds fdlh

Hkh orZeku vkys[kska] jsyos cksMZ o vkjMh,lvks ds orZeku vkys[kska dsk foLFkkfir ugha djrh gSA ;g gLriqfLrdk oS/kkfud ugha gSA ;g QhYM LVkWQ ds ekxZn’kZu ds fy;s fy[kh xbZ gSA ge Jh fujkyk dfV;kj] o-e-fl- o nwj- vfHk;ark @fnYyh@m-js-] Jh vkj-ts-pkSgku-] e-fl- o nwj- vfHk;ark @eqacbZ lSUVªy@i-js-] Jh lqjsUnz flag e-fl- o nwj- vfHk;ark @vkxjk@m-e-js- o QhYM LVkQ ds cgqr vkHkkjh gSa ftUgksus bl gLriqfLrdk dks cukus esa gekjk lg;ksx fd;kA

pwafd rduhdh mUu;u ,oa f’k{k.k ,d Øfed izfØ;k gS] vr% bl gLriqfLrdk eas ;fn dqN tksMus ;k lq/kkjus dh vko’;drk eglwl dj ldrs gSaA ;fn ,slk gS rks Ñi;k vius lq>ko gesa bl besay [email protected] ij Hkstsa vFkok bl ij fy[k Hkstsa % mPp vuqj{k.k izks/kksfxdh dsUnz] gksVy vkfnR;kt ds lkeus] egkjktiqj Xokfy;j ¼e-iz½ 474005A

dSeVsd] Xokfy;j fn-dq-;kno fnukad 1-7-2013 la- funs’kd¼ladsr ,oa nwj-½

PREFACE

On Indian Railways failures of Automatic Signal affects the punctuality of trains. CAMTECH is continuously putting efforts in the field of documentation and upgradation of information on maintenance practices. This maintenance handbook has been prepared to disseminate knowledge to maintenance staff to understand the Automatic Signalling System, special features and maintenance practices of Automatic Signalling assets to minimize the signal failures. It is clarified that this handbook does not supersede any existing provisions laid down in “Signaling Engineering Manual”, Railway Board publications and RDSO publications. This handbook is not statutory and informations given in it are for the purpose of guidance only. We are sincerely thankful to Shri Nirala Katiyar Sr. D.S.T.E./Signal/NDLS/NR, Shri R.J. Chauhan D.S.T.E./BCT/WR, Shri Surender Singh D.S.T.E./Agra /NCR and field personnel who helped us to prepare this maintenance handbook. Since technological upgradation and learning is a continuous process you may feel the need of some addition/modification in this handbook. If so, please feel free to give your comments/suggestions. We shall be highly thankful for your kind contribution. CAMTECH D.K.M.YADAV GWALIOR Jt. DIRECTOR(S&T) DATE: 1st July 2013

la’kks/ku ifpZ;ksa dk izdk’ku

bl y?kq iqfLrdk ds fy;s Hkfo"; esa izdkf’kr gksus okyh la’kks/ku ifpZ;ksa dks fuEukuqlkj la[;kafdr fd;k tk;sxkA

dSeVsd@,l@izkst@2012&13@,p ch@&vkWVksflx@2-0 lh,l #XX fnukad-------- tgkWa “XX” lEcfU/kr la’kks/ku iphZ dh dze la[;k gS ¼01 ls izkjEHk gksdj vkxs dh vksj½ izdkf’kr la’kks/ku ifpZ;kWa dz-la- izdk’ku dh

rkjh[k la’kksf/kr Ik`"B la[;k rFkk

en la[;k fVIi.kh

ISSUE OF CORRECTION SLIPS

The correction slips to be issued in future for this handbook will be numbered as follows:

CAMTECH/S/PROJ/2012-13/HB-AUTOSIG/2.0 C.S.# XX date--------------------------------

Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards)

CORRECTION SLIPS ISSUED Sr. No. of Corr. Slip

Date of issue

Page No. and Item no. modified

Remarks

Reference

1. IRISET Notes. 2. CAMTECH Notes

CAMTECH/S/PROJ/12‐13/HB‐AS/2.0

Automatic Signalling July 2013

1

vkWVksesfVd flxufyax AUTOMATIC SIGNALLING

1. ifjp; Introduction

Automatic Block Working is a system of train working in which movement of the trains is controlled by the automatic stop signals. These signals are operated automatically by the passage of trains into through and out of the automatic signalling sections.

1.1. blSfUl;y vkQ vkWVksesfVd Cyd flLVe Essential of Automatic Block System: The following are the essentials of Automatic Block System. Where trains are worked on Automatic Block System: -

a. The whole line shall be provided with continuous track circuits or Axle

Counters.

b. Block section is divided into a series of automatic signalling sections

c. Each signalling section is governed by an Automatic Stop Signal.

d. The movement of trains is controlled by stop signals, which are operated

automatically by the passage of trains past the signals.

e. Each automatic signalling section is further divided into berthing and overlap

track circuit.

f. No Automatic Signal assumes 'OFF' unless the line is clear not only up to the stop

signal ahead, but also an adequate distance beyond it.

1.2. ykHk Advantages

Line capacity increases. Less dependence on human agencies.

Automatic stop signal can be passed at `ON' position as per General Rule- 9.02,

after stopping one minute by day and two minutes by night.



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1.3. i;kZIr nwjh ;k vksojySi Adequate Distance or Overlap

The adequate distance referred to above, which is termed as 'overlap', shall not be less than 120 metres unless otherwise directed by approved special instructions.

The entire length of track have to be track circuited or provided with Axle Counters for providing automatic block working and divided into sections (as shown in Fig.1) which are called the Automatic Signalling Sections:-

Fig: 1. Automatic Signalling Sections

The automatic Signalling Section is defined as the portion of the running road between any two consecutive automatic stop signals and each of these sections is protected by an automatic stop signal. These automatic stop signals control the movement of trains into the sections and operate automatically by the passage of train past the signals are as per Para of the essentials.

Fig: 2. Overlap and Berthing Tracks

The Para (f) stipulates that an Automatic Stop Signal can assume OFF aspect only when the line is clear not only up to the next signal ahead but also an adequate distance beyond it. This adequate distance defines as an overlap of 120 metres (minimum) in advance of every Automatic Signal to be clear before the signal in rear can change its aspect from 'ON' to 'OFF' in addition to the distance between the two signals.



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So it becomes necessary to have the end of overlap in advances of every automatic stop signal and hence, the track circuit is bifurcated at 120 metres from the signal as shown above in (fig.2).and this 120 metres track is called the "overlap track" and the remaining track length is called the "Berth Track" in each signalling section.

1.4. vkWVksesfVd jksd flXuy Automatic Stop Signal

Automatic Stop Signal 1.4.1. lkekU; o.kZu o vafdrhdj.k General Description and Numbering:

Automatic Stop Signals are multiple aspect colour light signals and are either 3-aspect or 4-aspect as the case may be. Normally these signals have serially, ODD numbers for up direction and even numbers for DOWN direction or vice versa as shown in (Fig. 4). There is an attempt for numbering the automatic signals according to their location with respect to the kilometrage.

This requires a code consisting of a group of digits in which the last two digits indicate the telegraph or traction pole and the first group of digits indicate the kilometres at which the signal is located.

For example 2611 means the automatic signal located at 11th telegraph or traction pole between 26th and 27th kilometre. For distinguishing UP and DN signals the last digit can be made ODD in one direction and EVEN in the other approximate to the nearest telegraph or traction poles.

Letter ‘A’ in black on white circular disc



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The method of numbering helps in easy identification and location of signal by maintenance staff in case of failure without referring to a layout plan. Track circuits are to be numbered according to the Automatic Signal governing that section. An example is illustrated in (Fig. 5).

In quadruple line as there are 2 UP and 2 DOWN lines, it becomes necessary to identify each line by suffixing or prefixing alphabet to indicate 'Local' or 'through' and 'slow' or 'Fast' lines.

This is in addition to the convention of using odd numbers for one direction of traffic and even numbers for the other direction. An example is given in Fig.6. If the lines extend to two different destinations, alphabets corresponding to the first letter of the destination station or the name of the section may be used.

Fig: 4

Fig: 5



5

Fig: 6 Numbering of Automatic Signals 1.5. VªSd ifjiFk Track Circuits:

Arrangements and Numbering:

The track circuiting between any two automatic signals follows the principle of "Overlap" and "berth track" as explained earlier. The overlap track circuit is normally of 120 meters length. Since this track is included in the control of the automatic signal in rear, its condition has to be repeated at the location of the rear signal.

This requires a repeating relay and a pair of a cable conductors between the signals but in actual practice, these can be avoided by making use of the "cut section" principle between the overlap and rear berth track as shown in Fig.7.

Fig: 7. Cut Section Arrangement



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By this arrangement, the overlap track controls the feed for the rear berth track in such a way that unless overlap is clear the berth track is not energised such that if berth track relay is picked up it proves not only berth track is clear, but also the overlap in advance of it is clear. The back contact is provided for cross protection.

Fig: 8. Berthing Track Circuit

The length of berth track depends upon the distance between two automatic signals. If it cannot be made into one track circuit, it can be divided into two or more track circuits as the case may be and cut section arrangements are provided to eliminate the need for repeating the track relays in the rear signal locations as shown in Fig:8. The type of track circuits can be DC (Neutral or Polarised) or AC and single rail or double rail (with 2 or 3 position) relay as the case may be to suit the local conditions taking into consideration and the type of electric traction if present. In case of DC traction, double rail AC track circuits with 50 cycles per second supply can be used including impedance bonds for traction return. In case of AC 25 KV electrification, one of the following types of track circuits can be used:-

(a) DC single rail track circuits. (b) Electronic track circuits like JEUMONT, specially where the track circuits have to

be compatible for both DC and AC traction with impedance bonds. (c) Joint less track circuits (AFTC)

The third is preferred now-a-days as it eliminates the use of impedance bonds, and is economical.

The track circuits within the automatic signalling section have the number of the Automatic Signal governing the movements over them.



7

But to differentiate between the track number in the berth section, e.g., A,B,C, etc, are used as shown in Fig.9.

Fig: 9 Track Circuiting Numbering by Alphabetical Order

Fig: 10. Track Circuiting Numbering by Numerical order

Instead of using the alphabetical prefixes, tracks can also be numbered serially 1,2,3 etc, as shown in Fig.10.

1.6. vkWVksesfVd flXuy fu;a=.k ifjiFk Automatic Signal Control Circuits

The following layout illustrates the arrangement of track circuits and automatic stop signals of three consecutive sections in one direction. Each of the signalling sections having one overlap track and at least one berth track. Fig.11

Normally when the entire section is clear all the automatic signals will display clear aspect (Green). When a train passes a signal (say signal 1), the signal is replaced to danger (red) automatically. After the train clears the section up to the next signal (Signal 3) and an overlap (3T) in advance of its, the signal will change its aspect automatically from danger (Red) to caution (yellow) and as the train clears two sections ahead (up to signals 5) and the overlap (5T), the signal (No.1) will change its aspect from caution (yellow) to clear (green) automatically.



8

Fig. 12 Table of Sequence of track occupation and change of aspect with the movement of train

The same principles are illustrated by the table and the diagrams in which the sequence of track occupation and change of aspects of signals with the movement of train is indicated in the order in which they occur. From the table Fig.12 and diagram Fig. 13, it is clear that when the tracks 1T. A1T and 3T are clear, signal No.1 will display caution and if tracks 1T, A1T, 3T, A3T and 5T are clear, then signal No.1 will display clear aspect.

The same sequence will follow for other signals also. But at the same time if track 3T, A3T and 5T are clear, signal No.3 will display caution and if signal No.3 is displaying caution, then signal No.1 can display clear aspect provided 1T, A1T are clear. If signal No.3 changes from caution to clear aspect then also signal No.1 must display clear aspect provided 1T and A1T are clear.

So, the aspect control of Signal No.1 will be as follows : - If,

(a) 1TR and A1TR picked up, then signal No.1 displays caution if signal No.3 displaying Red.

(b) Signal No.3 is displaying caution or clear then signal No.1 displays clear (A1TR pick up proving not only A1TR is clear, but also 3T is clear by means of the cut section arrangement between 3T and A1T.



9

Fig.13. Sequence of track occupation and change of aspect with the movement of

train



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1.7. vkLiSDV fu;a=.k ifjiFk Aspect Control Circuits:

Aspect Control Circuits for Signal No.1 is shown below in fig: 14

Fig: 14. Aspect Control Circuit for Signal No. 1

Fig: 15. Aspect Control Circuit for Signal No. 1

Sometimes 3 HR front contact is used in 1 DR circuit as a direct proof that 3 TR and A3TR are in picked up condition in addition to the 3 HECR and 3 DECR contacts as shown in Fig: 15



11

1.8. ladsr ua- 1 ds fy;s ySEi fu;a=.k ifjiFk Lamp Control Circuit for Signal No.1

The two relays 1HR and 1DR are used for controlling the 3 aspects of signal No.1 as follows:-

Control relay Signal No.1 HR Red (Danger) HR & DR Yellow (Caution)

HR & DR Green (Clear)

and the circuit is given in Fig.: 16.

The aspect control and lamp control circuits for all signals are same as for signal No.1.

Fig: 16. Lamp Control Circuit for Signal No. 1

Fig: 17. Lamp Control Circuit for Signal No. 1

Sometimes, it is customary to eliminate the control relay HR making use of the track relays directly in the lamp control circuit as shown in Fig.17.

The use of track relay contacts is considered more safe as their percentage release is high 68% compared to the relay HR (percentage release (60%)). In addition, this circuit results in saving of one line relay for each signal but may cause signal to go to blank when AC track circuits with AC vane relays are used. When a train occupies a track circuit, it may so happen that the track relay might open the front contact but does not make the back contact specially if



12

the train shunt is such that it does not reduce the torque on the vane to cause it to restore to the de-energised position. Under these circumstances, the automatic signal will remain blank since the danger aspect will be lit only if the back contact of the track relay is available. This defect can be eliminated by making use of the HR relay. Since HR relay is operated through the front contacts of the track relays, it will drop at the moment since front contacts of track relays are open and the back contact of HR restores the danger aspect irrespective of the track relays back contacts are made or not.

But in case of DC track circuits using DC track relays of tractive type armature the back contacts will make positively when the front contacts are open due to increasing air gap between pole faces and armature which reduces the torque on the armature progressively. Hence, it is quite in order if track relays are used in the lamp control circuits of automatic signals in DC track circuited areas, but it is preferable to use HR in case of AC track circuits.

1.9. dSLdsfMax @ ¼dfVax bu½ O;oLFkk Cascading/(Cutting in) Arrangement:

Whenever the lamp which is displaying a particular aspect fuses, then in this case the signal becomes blank and there is a chance that the driver may miss the signal and overshoot. Even if the driver observes the signal, the signal with no light has to be treated as a defective signal and General Rules 3.74 will have to be observed. To avoid this condition, an arrangement in the lamp control circuit is provided in such a way that if a lamp which is intended to display an aspect fuses the signal can be restored to a more restrictive aspect. For example if green lamp fuses (when signal is displaying clear aspect) then the more restrictive aspect yellow lamp can be lit or if yellow lamp fuses (when signal is displaying caution) then red lamp can be lit.

This arrangement is called the "cascading (cutting-in) arrangement"

Fig.:18



13

The cascading/cutting in arrangement is provided by bypassing the aspect control relay contacts by the lamp checking relay back contacts as shown in Fig.18.

1.10. yky ySEi ds fy;s lqj{kk Protection for Red Lamp Failure:

The above 'cascading' arrangement protect the signal from going blank when the lamp for green or yellow aspect fuses by automatically restoring the signal to a more restrictive aspect. But when red lamp in the automatic signal fuses, the cutting in arrangement cannot restore the signal to a more restrictive aspect, as there is no other more restrictive aspect than Red in the signal. Hence, the signal goes to blank aspects not in a position to protect the automatic signalling section especially when a train occupies this section.

Under these conditions, the arrangement is made in such away that the rear signal is forced to become danger so that it assumes the protection of not only its section, but also the section in advance and as a result the rear signal will remain at red till the train clears two sections ahead. The circuit arrangements required for this is explained below.

In this method, the red lamp checking relay 3 RECR front contact is included in series with the 3TR front contact in the 'cut section' arrangement between 3TR and A1TR that if automatic signal No.3 is not displaying red with the train in section due to red lamp failure, then the feed to the track A1T is disconnected at the 3 RECR front contact causing A1TR to drop. A1TR dropping in turn causes automatic signal No.1 to display Red aspect in lieu of automatic signal No.3.

Fig. 19

But when the train clear the section and the automatic signal is displaying yellow or green then the signal in rear can also display green. So that 3 HECR and 3 DECR front contacts are provided to bypass 3 RECR front contact so



14

when signal No.3 is displaying any OFF aspect, the track feed to A1TR is connected through 3 HECR or 3 DECR front contacts and A1TR becomes energised causing signal No.1 to display green aspect.

This arrangement is repeated at every cut section between the overlap and rear berth tracks of all automatic signalling sections. This method, in addition to providing protection for red lamp failure is also proving indirectly that the lamps in the automatic signal are in tact by virtue of the signal displaying different aspects with the train movement since the lamp check relay contacts are provided in series with the cut section arrangement.

But this arrangement has a defect that when a signal in advance is changing its aspect from red to yellow or yellow to green the signal in rear is momentarily replaced to danger because when the signal changes its aspects, red is extinguished first then yellow is lit or yellow is extinguished first and then green is lit.

As such, whenever the aspect changes in an automatic signal, it becomes blank for very short period during which all ECRs may drop causing the disconnection of feed to the rear berth track thus replacing the rear signal to danger automatically. This undesirable effect can be eliminated if ECRs are made slow to release.

1.11. pkj vkWLiSDV vkVksesfVd flxufyax Four-Aspect Automatic Signalling

Generally when the automatic signals are provided with distance between the signals not less than B.D. then 3-aspect signals will serve the purpose. But if the distance between two consecutive signals is less than B.D. on account of stations being very close or to improve the section capacity by reducing the automatic signalling sections, then the automatic signals have to be provided with 4 aspects. In this case, the sequence of aspects, when a train passes a signal is Red, Yellow, double Yellow and Green as the train occupies the section after passing a signal and clearing one section, two sections and 3 sections ahead of the signal respectively. The arrangement of signalling is shown in Fig. 20. When a train passes signal No.7 and is occupying the section A7T then signal No.7 displays Red (danger) and the signals in rear display the aspects as indicated below: -

Signal No.5 - Yellow (Caution)

Signal No.3 - Double Yellow (Attention)

Signal No.1 - Green (Clear)



15

As these signals have one, two and three sections ahead clear. In this system of 4 aspect signalling, it is necessary to ensure that the distance between the signal displaying red and signal displaying double yellow is at least equal to B.D.

If this distance is not available then, the double yellow aspects are repeated in rear signals till the last signal displaying double yellow is at a breaking distance in rear of the signal displaying Red as Shown in Fig. 21.

Fig. 20

Fig. 21 1.12. pkj vkWLiSDV ladsrks ds fy;s vkWLiSDV fu;a=.k Aspect Control of Four Aspect Automatic Signals

There are two methods for controlling the 4 aspects of an automatic signal.

1.12.1. igyk rjhdk First method

In first method as shown in Fig. 22 all three controlling relays viz., 1HR, 1HHR & 1DR remain picked up when the entire section is clear. As soon as a train passes, signal No.1 HR will drop and replaces the signal No.1 to danger. When train clears one section ahead including overlap, 1HR will pick up but 1HHR and 1DR will drop as the signal No.3 in advance displays red. Through 1HR picked up the signal No.1 will change its aspect from Red to Yellow.

When the signal No.3 in advance changes its aspect to yellow, then 1HHR will pick up in Signal No.1 location and changes the signal No.1 aspect from Yellow to double Yellow through 1HR and 1HHR pick up contacts.



16

Similarly, if the Signal No.3 in advance changes from Yellow to double yellow and subsequently to Green, then 1DR will operate in rear signal location and changes its aspect to Green through 1HR, 1HHR and 1DR pick up contacts. Thus it is seen that when a signal is displaying Green, all the control relays are kept energised.

Fig. 22

Aspect Control Circuit

Lamp Control Circuits: The three relays 1HR, 1HHR and 1DR will control the 4 aspects of signal No.1 as shown by the circuit diagram in Fig. 23.

Fig. 23

Aspect Control Circuit



17

Cutting in Arrangement Fig.24:

In 4-aspect automatic signalling, arrangements can be provided to restore the signal to a more restrictive aspect when a less restrictive aspect fails due to lamp fusing etc.

The circuit shown in dotted line shows the "cutting-in" arrangements in such a way that when Green lamp fuses, the signal is restored to double yellow, when one yellow fails, the other will remain in case of attention and if both yellows of attention or single yellow of caution fails, the signal is restored to danger. The protection for Red lamp failure is same as for the 3-aspect automatic signal as discussed earlier.

Fig 24

Lamp Control Circuit 1.12.2. nwljk rjhdk Second Method

In this method, instead of keeping all the control relays energised normally one of the two relays viz., HHR or DR is energised at a time. Thus, when the signal ahead is displaying caution HHR operates in rear signal location and if the signal ahead is displaying attention or clear DR operates in the rear signal location.

The aspect control circuits are as shown in Fig. 25. The three relays 1HR, 1HHR and 1 DR will control the 4-aspects of signal No.1 as shown in Fig.26. In the circuit cutting in arrangements can also be provided to restore the signal to a more restrictive aspect when a less restrictive aspect lamp fails.

The dotted line shows the cutting in arrangement in the circuit drawn in

Fig.27.



18

Fig. 25 Aspect Control Circuit

Fig. 26

Lamp Control Circuit



19

White illuminated letter ‘A’ on black background

Fig. 27

Lamp Control Circuit with Cascading Arrangement

2. v/kZ vkWVksesfVd jksd ladsr Semi Automatic Stop Signal Semi Automatic stop signal can work as a manual stop signal and also as an

Automatic stop signal. Semi Automatic signal is provided with illuminated ‘A’ marker. Illuminated 'A' marker will be lit when signal is working as Automatic stop

signal. Illuminated ‘A’ marker will be extinguished when signal is working as a

manual stop signal. Semi Automatic Signal can be changed from manual to Automatic and

Automatic to manual by the operation of king lever/ knob/ switch./buttons. Automatic Stop Signal

Fig. 28



20

3. vkWVksesfVd flxufyax Hkkxks esa leikj xsV Level Crossing Gate in Automatic Signalling Sections:

In Automatic Signalling Section Gate Signal will have illuminated ‘A’ marker in addition to ‘G’ marker disc or illuminated ‘AG’ marker.

Gate Signal can be taken off only after gate is closed and locked against road

traffic and points just ahead of the level crossing (if available) are correctly set and locked.

3.1. leikj xsV ladsr ¼tgka ekxZ esa dksbZ Hkh dkaVk ugha gS½ Level Crossing Gate Signal (When there is no point in the route)

Automatic Signal controlling the movement over LC gate will have illuminated ‘A’ marker in conjunction with ‘G’ marker disc.

‘A’ marker light will be lit only after the level crossing gate is closed and

locked against road traffic. No train shall pass the signal at ‘ON’ without proper authority when ‘A’

marker light is extinguished. Where ‘A’ marker light is provided with ‘G’ marker disc and ‘A’ marker light

is not burning the driver is authorise to pass the signal at ‘ON’ after stopping the train at the signal for one minute by day and two minute by night.

And then proceed cautiously to stop short of the level crossing to ascertain the cause.

If LC gate is closed then driver start the train and proceed cautiously up to the next signal ahead and then obey the aspect of the next signal ahead.

If ‘however, level crossing is not closed due to any reason the driver will

ensure the closing of the level crossing gates against road traffic before passing the level crossing.

And arrange for opening the level crossing for road traffic after passing the

level crossing completely. If ‘A’ marker light is lit with the gate signal at ‘ON’ the driver need not to

stop at the level crossing but proceed as per the normal rules pertaining to the automatic signals.

Warning Bell: It is compulsory to provide warning bell at all level crossings in Automatic Signalling Section.

The warning bell shall be operated by approaching train and track circuits are used for this purpose.



21

.

Gate Signal in Automatic Section Fig. 29.

3.2. leikj xsV ladsr ¼tc ekxZ esa dkaVk gS½ Level Crossing Gate Signal (When points are in the route):

Automatic signals interlocked with level crossing gates and a point just ahead of the gate are distinguished by the provision of illuminated ‘AG’ and illuminated ‘A’ marker.

Only one marker either ‘A’ marker or ‘AG’ marker can be lit at a time. Illuminated ‘A’ marker will lit only after level crossing gate have been closed

and locked against road traffic and points ahead of the level crossing are correctly set and locked.

Illuminated ‘AG’ marker will lit when points ahead of the level crossing are correctly set and locked but gate is defective.

When ‘A’ marker light is lit with the signal at ‘ON’ the driver is permitted to

pass it with the same procedure as he would adopt in case of automatic stop signal displaying red.

When ‘AG’ marker is lit with the signal at ‘ON’ the driver is permitted to pass

this signal at ‘ON’ in such a manner and under such procedure as he would adopt for an automatic stop signal displaying red with the ‘G’ marker below as discussed earlier in para 3.1.

If both markers are not lit, the driver should treat this signal as an absolute

stop signal.

AA

G

Letter ‘G’ in black on yellow circular disc white illuminated letter ‘A’ against black background



22

Fig. 30 Gate Signal in Automatic Section 4. vkj vkj vkbZ ¼lhesal½ v/kZ vkWVksesfVd ladsr SEMI AUTOMATIC SIGNALS IN RRI (SIEMENS) 4.1. o.kZu Description: The semiautomatic signal for main line is first cleared by manual operation

and converted into an automatic signal to enable successive trains to be passed without the need for setting the routes. For making the signal to work as automatic, after clearing the signal, the concern signal button and AGGN, Automatic working initiating group button red in colour located on top of the control panel have to be pressed simultaneously.

The details of introduction of auto working and its cancellation are described within the following paragraphs. When the signal and route buttons for main line are pressed simultaneously and released, the route will be set and locked and the signal will be cleared. By pressing GN and AGGN button, relay GLSPR picks up and automatic route setting relay AU(R)R operates and latches. AU(R)R operating `A’ marker light lit on the signal.

When the train passes the signal and occupies 1st track circuit, signal goes to danger and relay UDKR drops, proving the sequential actuation of track circuits, concern UYR1 and UYR2 picks up and sticks. When the train clears

White illuminated



23

route section track circuit relay UDKR picks up. With UYR1 and UYR2 relays pick up and proving the indication locking conditions of signal, the set sub route releases U(N)S relay operates.

Once the route normalized GLSPR relay drops. When the train clears all the track circuit Automatic lock relay AULR picks up and sticks. This relay drops every time when the train passes the signal and picks up when it clears the route until automatic working is cancelled. With automatic lock relay AULR and signal unlocking relay G(N)LR operating, AUZ1UR automatic route initiating relay picks up. For each semiautomatic signal a separate route initiating relay is provided.

These automatic route initiation relays are interlocked in similar way as the button relays to ensure only one route initiation at a time is possible. This relay operates only after a train has completed its movement over the route has been released. This is achieved by proving in its control circuit that

a) Auto working is introduced AU(R)R front contact b) The previous train has passed completely over the route AULR front contact c) Signal is unlocked. G(N)LR front contact d) Signal, point and route button is not in pressed condition GNCR, UNCR &

WNCR front contacts.

AUZ1UR operating completes the route initiation circuit. The front contacts of GNPR and UNPR are by passed by AUZ1UR front contact. Proving other interlocking conditions Mn GZR and ZDUCR relay picks up, after this route setting operation takes place. Once the route is initiated and set, relay GLSR picks up and switches on GLSPR to operate. GLSPR picks up AUZ1UR relay drops and all the route initiating relay drops and route locking and signal clearance takes place.

4.2. ladsrk dh vkWVksesfVd dk;Z’khyrk Automatic Working of Signals

Sequence of Relay Operation First set the route for main line by pressing concern GN and UN. For converting manual working signal to auto working signal, press concern GN & AGGN buttons simultaneously.



24

In Route Initiation and Signal Clearance circuit, the front contact of GNPR and UNPR are by passed by AUZ1UR front contact. The sequence of relay operation for signal clearance is same as in the case of manual operation.

4.3. vkWVksesfVd dk;Z’khyrk dk jn~nhdj.k Cancellation of Automatic Working:

At any time when it becomes necessary to cancel automatic working to enable diversion route to be set for a train or to put back the signal to on position in case of emergency. The auto working cancellation button to be operated. The cancellation of auto working comes under any one of the following conditions.



25

a) Automatic working is initiated and the signal is displaying OFF aspect. b) Automatic working is initiated and the signal is displaying ON aspect.

a. When the Signal Displaying OFF Aspect:

First press signal button and AGGYN button simultaneously. Automatic working cancellation relay AUYR picks up and sticks and cuts off the supply to À’ marker lamp and AECR relay drops. Proving signal displaying OFF aspect and À’ marker light extinguished. Relay AU(N)R (Auto working relay normal coil) operates and latches and once AU(N)R picks up disconnect the supply to AUYR and AUYR relay drops. Now the signal is working as a manual signal.

b. When the Signal Displaying ON aspect;

First press signal button and AGGYN button simultaneously. Auto working Cancellation relay picks up and sticks, it causes the supply to À’ marker lamp to be disconnected and AECR relay drops. Press signal button and full route cancellation button (EUUYN) simultaneously and release EUUYN button only and then press concern route button. Route cancellation relay EUYR picks up and releases set route sections, overlaps and auto working of signal.

For circuit explanation refer circuit diagram no: 31

4.4. vkWVksesfVd dk;Z’khyrk jn~nhdj.k Automatic Working Cancellation

Sequence of Relay Operation: I. When the Signal is at “OFF” Position :



26

II. When the Signal is at “ON” Position : a)



27

Auto working initiation circuit Fig. No. 31



28

Fig. No. 32



29

5. lkekU; vuqj{k.k General Maintenance

Following are the instructions for maintenance of Automatic Signals. 5.1. dyj ykbV ladsr Colour Light Signal o Lamps must be replaced with similar lamps, unless a conscious decision is

taken to replace it with a different lamp. o When replacing lamps, check that the pins in the base are turned to the end

of the slots in the receptacle and forced in to place by the contact spring. o Lamp voltage should be less than 11 Volts. o Lamp should be checked carefully to ensure that it does not have any

black/white spot, if there is any, it should be replaced. o Lamp holder should be checked to ensure that contact pressure is sufficient

to prevent intermittent failure. 5.2. ,ybZMh flxuy LED Signal Tighten all the nuts & screws and the terminals. Ensure that mounting bolts/screws have been securely tightened for LED

signal lighting unit, current regulator as well as Health monitoring unit. Properly clean the LED signal lighting units, all terminals and current

regulating periodically with soft cloth. Ensure that LED signal does not vibrate during the running of trains. Ensure that the all LEDs of LED signal lighting unit are properly lightening. LED signal lighting unit should be stored in suitable cover provided with

thermocol packing on the inner side surface. Ensure that the protection cover is provided on the current regulator

terminals to avoid external interference. The connections in the location boxes should be cleaned for removing

oxidation, rusting etc. After any check opening/refitting CRC spray should be provided. The LED signal lighting unit clear lens should be cleaned once in a six month

to remove the dust with anti-static soft cloth. Ensure that the AC supply used for lightening the LED Signal Lighting units is

pure sine wave (i.e.50Hz ± 2 Hz). Ensure that correct polarity is connected while connecting power supply in

case of DC lit LED signals. Signal housing door should be kept shut and locked.



30

Visibility check

Check each LED signals lighting unit at monthly interval or as per instructions issued by the Railways, and ensure that the minimum visibility distance of LED signals in clear day light with peak sun rays at rated voltage are as shown in table – 3.

Main signal 600 meter. Route signal 400 meter. Starter signal 600 meter.Shunt signal 200 meter.Calling on Signal 200meter

Table – 1 Ensure that the LED signal lighting unit is also visible to a driver stopping at

the foot of the signal.

Testing

The following testing should be carried out as per schedule of maintenance (Monthly) or as per the instructions issued by the Railways.

Route Signal

Ensure that UECR of Route signal is dropped while three numbers of LED Signal Lighting units of route signal is extracted.

Ensure that ECR should pick up with five route LED signal lighting units are lit in parallel.

Main Signal

Ensure that cascading of the signals are working properly. Ensure that current regulator draw proper current (as per Para 4.2 given in

maintenance handbook on “LED signal” prepared by CAMTECH/GWL) while LED signal lighting unit lit and the concerned ECR is picked up.

Ensure that most respective aspect is in non- blanking mode and other aspects are in blanking mode.

Health monitoring device

Check that audio alarm and visual indication appears while LED signal

lighting unit is disconnected. Check that audio alarm is silenced while acknowledge button is pressed.



31

Insulation resistance test

Check the insulation resistance (as per given below) after every six months or as per instructions issued by the Railways.

Check that insulation resistance for LED signal lighting unit, current regulator and health monitor unit with 500 Volt magger between the body and the current carrying terminals shall not be less than 100 M Ohms.

Check that the insulation resistance of cable conductor connected for lightening the LED signal lighting unit shall not be less than 100 M Ohms.

Operating Parameters:

Operating parameters of various type of ED/Signal Lighting units used with ECRs.

Sr.No.

Parameter Main Signal C-On Signal Route Lighting unit

Shunt Lighting unit

1. Rated voltage at Input terminals of Current Regulator

110 V+25% 110 V+20% 110 V+20% 110 V+20%

2. Current at rated voltage per unit at Input terminals of Current Regulator

For AC

140 mA +10%, -20% (rms)*

150 mA +10%, -20% (rms)

25 mA +5%, (rms)

55 mA +5%, (rms)

For DC

125 mA +10%, -15% *

125 mA +10%, -15%

23 mA +5%

50 mA +5%

3. Illumination measured at 1.5 m from LED Signal lighting in axial direction at rated voltage

150 LUX-10%+40%

175 LUX-10%+40%

150LUX-10%+40%

50LUX-10%+40%

50LUX-10%+40%

30LUX-10%+40%

4 Colour Red

Yellow

Green

Yellow Lunar White Lunar White



32

Lighting Unit and Current Regulator: As per RDSO specification no. RDSO/SPN/153/2002/ Amdt-1 Input Current:-125 mA +/- 5% and LED Current :- 40 Ma As per specification no.RDSO/SPN/153/2004/Rev.3.0

Input Voltage: 82.5 V to 137.5V AC, 50 Hz Input Current: 112 mA to 154 mA Table for Main Signal Selection and Calling on Signal as per specification no.RDSO/SPN/153/2004/Rev.3.0

Name of Signal

Compatibility with ECR

Selection pins to be shorted Min. glow

voltage

Min. assured current at min. glow voltage

Main Signal/universal Current Regulator

AC LED ECR Short pin 2-3, 6-7 & 10-11

<82.5V

>112mA rms

AC Conventional ECR

Short pin 3-4, 7-8 & 10-11

>190mA rms

DC ECR Short pin 1-2, 5-6 & 9-10

>106.5mA DC

Blanking Mode for OFF aspect

Short pin 13-14 NA

Non-Blanking Mode for ON aspect

Short pin 12-13 NA

Calling On AC LED ECR Short pin 2-3, 6-7 & 10-11

>80V <88V

>90mA rms

AC Conventional ECR

Short pin 3-4, 7-8 & 10-11

>180mA rms


>70V <88V

>85mA DC



33

Route & Shunt Signal Aspect have following selection as per RDSO/SPN/153/2004 Rev. 3.0 and mini. assured current.

Name of Signal

Compatibility with ECR

Selection Pin to be shorted

Min. glow voltage

Min. assured current at min. glow voltage of 4 Route, 2 Shunt & 1 Calling on

Route Indicator/ Shunt Signal

AC LED ECR Short pin 2-3, 6-7 & 10-11

>80V<88 >90mA rms

AC Conventional ECR

Short pin 3-4, 7-8 & 10-11 >150mA rms


>70V<80V >85mA

ECRs & operating current of Route Indicator as per RDSO/SPN/153/2002 Amdt.1 & RDSO/SPN/153/2004, Rev. 3.0

I/P current of Route Indicator

Selected for LED ECR

Selected Conventional ECR

Selected for DC ECR

Single Route at 110V I/P

24mA – 26.5mA 34mA – 40mA 22mA – 24mA

5 Route at 110V 118mA – 130mA 190mA – 200mA 115mA – 125mA

2 Route lit & 3 blank at 110V

>57mA >85mA >50mA

3 Route lit & 2 blank at 110V

<73mA <125mA <73mA



34

5.3. JO; vkorhZ VªSd lfdZV Audio Frequency Track Circuit Maintenance checks points

The following checks shall be performed regularly for preventive maintenance of AFTC:

Visually check the electric joints periodically and ensure that these are in good condition. This includes connection to the rails, condition of electric joint cable, connections to the Tuning Unit, condition of all welded and screw joints on the track (S-bond, terminal bond, shunt bond, connecting ropes, interconnections etc.)

Fig. 32. : Connections to the rail (a) Connection from Tuning Unit (b) Rail bonds

Check the various voltages indicated in the data sheet of AFTC equipment in consideration to the climatic conditions, and particularly ballast condition. Then compare the values found with the values recorded at the time of putting into operation. In case of significant differences which cannot be justified by different climatic conditions, and in particular if values due to external conditions are found to be in limits, there might be a failure and the cause needs to be investigated. Perform drop shunt test with TSR to adjust the receiver energization level. Ensure that the surfaces of the rails are clean so that a reliable axle shunt can be maintained. Deterioration of the ballast resistance can be detected by checking receiver voltage periodically.



35

Testing with external shunt (a) Apply a non-inductive 0.5 Ohm resistance in any position on the track circuit (except for portion of tuned zone/electric separation joints). The respective track relay should de-energize.

Fig.33: Track circuit shunted at any portion except tuned zone.

(b)Check whether a non-inductive resistance of 0.15 Ohm interposed anywhere inside the tuned zone/ESJ causes de-energization of at least one of the two successive track circuits

Fig.34: Track circuit shunted in tuned zone

(c) Apply a non-inductive resistance of 0.15 Ohm in overlap zone of ESJ (Overlap zone as prescribed by manufacturer). Track relay of both the AFTCs should drop

Fig. 35: Track circuit shunted at overlap zone of ESJ



36

Precautions during maintenance After a change in outdoor installation/interconnection, do all the adjustments as applicable for initial installation.

After change of a module of indoor equipment, ensure adjustments/measurements in the changed module as per initial installation and TSR test should be conducted.

Perform the TSR adjustment in dry weather conditions only. If same is done during monsoon, ensure that there is no water logged in between rails and ballast/mud/dirt is not touching rails. Repeat the TSR check as soon as weather normalizes and correct the settings.

In failure during monsoon, increase gain adjustment till satisfactory operation is attained. Check TSR without fail. After the monsoon season, restore the gain to original setting, else there could be unsafe failure.

In case a TX_RX module is to be replaced, verify that the new module is of the same channel (frequency) as the original one by checking the item number of the module.

If there is a track circuit failure, check the outdoor gears first prior to changing any cards of processing equipment.

To carry out measurements, the necessary measuring equipment and related tools should be as per the prescribed tool kit. After commissioning, no adjustments should be done except during monsoon when the ballast resistance is affected. In case of failure during monsoon, gain adjustment to be increased till satisfactory operation is attained. TSR should be checked without fail. After the monsoon season the gain should be restored to original setting at the time of commissioning, else there could be unsafe failure.

5.4. eYVh lsD’ku /kqjk x.kd dk vuqj{k.k Maintenance of Multi Section Digital

Axle counter ELDYNE MULTI SECTION DIGITAL AXLE COUNTER (AzLM)

Test equipment (Tool Kit) ETU001 Test equipment ETU001 is utilized for

1) Signal voltage level and frequency measurement. 2) AC & DC Current /Voltage measurement. During Installation, Testing,

Commissioning, Diagnosing and Calibrating the Outdoor Unit of AzLS & AzLM Axle Counters.



37

Adjustment of Rail contact Tx head with Dummy wheel and Tool Kit The Tx head is adjusted such that the received rectified voltage produced

when a wheel is present has the same amplitude but the opposite polarity as the voltage produced with the wheel absent.

A dummy wheel is required for the adjustment of the rail contact. On main lines the dummy wheel is normally set to 40mm. During adjustments the dummy wheel must be kept vertically at the centre

of Rx heads. Parameters to be checked for adjustment of rail contact a) Output of 1st internal DC-DC Converter (Channel 1): Specified range

22VDC to 35VDC. b) Output of 2nd internal DC-DC Converter (Channel 2): Specified range

22VDC to 35VDC. c) Rx voltage (MESSAB1) for SK1: This should be positive without dummy wheel. After placing the dummy wheel on Rx1 vertically on the center, the MESSAB1 voltage should be negative. In ideal condition and for proper adjustment of rail contact, MESSAB1 voltage without dummy wheel should be equal to the MESSAB1 voltage with dummy wheel but having an opposite polarity. The value of MESSAB1 should be within 80mV to 1000mV depending upon the drill position and rail profile.

d) Rx voltage (MESSAB2) for SK2: Same as that for Rx voltage (MESSAB1) for SK1.

e) Reference voltage for SK1 (PEGUE1): This is made equal (or ±2%) to the value of MESSAB1 as measured without the dummy wheel.

f) Reference voltage for SK2 (PEGUE2): Same as that for Reference voltage for SK1 (PEGUE1).

Voltage & Frequency of Tx heads The voltage and frequency of the transmitter heads are to be measured

by true RMS Multimeter only. For this purpose additional probe set is provided with ETU001. These readings can be taken at connector terminals S1 & S2 of both Sk1 & Sk2 inside EAK.

Checking of Power supply voltage to EAK Recommended power supply for Trackside Electronic Unit (EAK) is 54 V

DC to 72 V DC .Measure the power supply voltage fed to the track side electronic unit with the meter and the probe set directly to the power supply connector terminals 3 & 13.



38

Log Sheet Measure the values as per the log sheet

Date………… Item Permissible range Recorded value

Selector position

in test

unit

1 a) Power supply Channel 1 22…35 VDC 2 b) Power supply Channel 2 22…35 VDC 4

c) (Rectified Rx1 voltage w/o dummy wheel ) MESSAB1

+80..+1000mV DC

(d) With dummy wheel set on 40 mm

-80..-1000mV DC

5 (e) Reference voltage PEGUE1

Adjust as per (c)

7

(f) ( Rectified Rx1 voltage w/o dummy wheel ) MESSAB2

+80..+1000mV DC

(g)With dummy wheel set on 40 mm

-80….-1000mV DC

8 h)Reference voltage PEGUE2

Adjust as per (f)

Terminal 3 & 13 of EAK

i) Input Power supply voltage 54 V to 72 V DC

Terminal SK1/S1 & SK1/S2

(j) Transmitter frequency SK1 30.0….. 31.25 KHz (k) Transmitter voltage SK1 40……85 VAC


(l)Transmitter frequency SK2 27.4…..28.6 KHz m)Transmitter voltage SK2 40……85 V AC

Indications Analog board

n)H1-1 Red/H1-2 Green Note (o) H2-1 Red/H2-2 Green Note (p) H3-1 Red/H3-2 Green Note

Indications Digital board

(q) H1-1 Green/H2-1 Green Note (r)H1-2 Green/H2-2 Green Note

(s) Signature



39

5.5. flaxy lsD’ku fMftVy /kqjk x.kd Single Section Digital Axle Counter ELDYNE SINGLE SECTION DIGITAL AXLE COUNTER (AzLS)

Test equipment (Tool Kit) ETU001

This is same as described in Multi Section Digital Axle Counter (AzLM) under Para 5.4 Adjustment of Rail contact Tx head with Dummy wheel and Tool Kit This is same as described in Multi Section Digital Axle Counter (AzLM) under para 5.4 Parameters to be checked for adjustment of rail contact This is same as described in Multi Section Digital Axle Counter (AzLM) under para 5.4 Voltage & Frequency of Tx heads This is same as described in Multi Section Digital Axle Counter (AzLM) under para 5.4

Checking of Power supply voltage to EAK

Recommended power supply for EAK is 21.5 V DC to 28.8 V DC. Measure the power supply voltage fed to the track side electronic unit with the meter and the probe set directly to the power supply connector terminals 2 & 18.

Log Sheet : Measure the values as per the log sheet

Log item AzLS Tolerance range DP: DP: DP:

Selector position in test unit ETU001

Input power supply (terminal 2 & 18 of EAK)

21.5 V to 28.8 VDC

1 a)Power supply Channel 1 22…35 VDC 2 b)Power supply Channel 2 22…35 VDC 4 c) MESSAB1

(Rx1 voltage w/o dummy wheel )

+80..+1000mVDC

d) With dummy wheel set on 40 mm

-80….-1000mVDC

5 e) Reference voltage PEGUE1

Adjust (as per 3c)



40

Log item AzLS Tolerance range DP: DP: DP:

7 f) MESSAB2 ( Rx2 voltage w/o dummy wheel )

+80..+1000mVDC

g) With dummy wheel set on 40 mm

-80…..-1000mVDC

8 h) Reference voltage PEGUE2

Adjust (as per 5f)


Transmitter frequency SK1

30.0….. 31.25KHz

Transmitter voltage SK1 40……85 VAC Terminal SK2/S1 & SK2/S2

Transmitter frequency SK2

27.4…..28.6KHz

Transmitter voltage SK2 40……85 VAC

5.6. lhesal eYVh lsD’ku fMftVy /kqjk x.kd Siemens Multi Section Digital Axle Counter

Adjustment of ZP43 V Wheel Detection Equipment Tools and Test Equipment required for adjustment Open-end, ring or box spanner, width across flats 13 Screwdriver 0.6 x 2.8 as per DIN 7437 Screwdriver 0.6 x 3.5 as per DIN 7437 Test equipment: Probe adapter board and multi-meter (Fluke-189 or

equivalent) with measuring ranges.

Probe Adapter Board The probe adapter board SCN S25552-B43-D1 can be used during commissioning and maintenance for testing and adjusting work on the ZP 43 V WDE. Adjusting work (voltage and frequency measurements) can be performed using a commercially available multi-meter. Measuring sockets arranged in pairs are provided on the front panel. The multi-meter is connected to these measuring sockets. Multimeter Requirements The multi-meter (Fluke-189 or equivalent) must meet the following requirements: DC measuring range: 300 mV to 100 V AC measuring range: 40 mV to 100 V Frequency measuring range: 2.5 kHz to 45 kHz

Procedure for measurement/adjustment

Remove all stray metal parts (e.g. tools) in the vicinity of the double wheel detector.

Plug the test adapter board into the connector provided on the backplane. Set the required AC/DC range on the multi-meter. Connect the probes of multi-meter to the relevant measuring sockets

provided on the front panel of test adapter board. Take the measurements and adjust the parameters if required as follows:



41

(a)Checking Wheel Detection Equipment Supply Voltage U60 The voltage at the measuring sockets U60 must be between 30 V DC and

72 V DC. (b)Checking Wheel Detection Equipment Voltage U24

The voltage at the measuring sockets U24 must be between 21.3 V DC and 22.4 V DC. This is the internal, stabilized supply voltage of the wheel detection equipment. (c)Setting 43 kHz Transmitter Frequency

Set the transmitter frequency using the rotary switch on the backplane to 43 kHz as precisely as possible. This frequency value is measured at the sockets FS. It must be within the tolerance range of 42.8 kHz to 43.2 kHz. (d) Measuring Standard Voltage UR1 The DC voltage at the sockets UR1 is measured after adjusting the signal frequencies f1 and f2 as given below. This value must be within the range of 3.45 V to 3.65 V DC. (e)Measuring Standard Voltage UR2 The DC voltage at the sockets UR2 is measured after adjusting the signal frequencies f1 and f2 as given below. This value must be within the range of 3.25 V to 3.45 V. (f) Setting Signal Frequency f1 Measure the frequency value f1 at the sockets f1. Slowly adjust the potentiometer f1 on the front of the generator board (slot 4) to the signal frequency of 3.50 kHz using a 0.6 x 2.8 mm screwdriver (tolerance range 3.47 kHz to 3.53 kHz). (g)Setting Signal Frequency f2 Measure the frequency value f2 at the sockets f2. Slowly adjust the potentiometer f2 on the front of the generator board (slot 4) to the signal frequency of 6.37 kHz using a 0.6 x 2.8 mm screwdriver (tolerance range 6.31 kHz to 6.43 kHz). (h)Checking Receiver Voltages UE1 and UE2 Measure the receiver voltage UE1 at the sockets UE1. Measure the receiver voltage UE2 at the sockets UE2. The voltage indicated is the voltage which is coupled into the receiver coils of the receiver by the 43 kHz transmitter via the rail. This voltage ranges from 60 mV AC to 150 mV AC. The receiver voltage must not be lower than 60 mV.

Table B: Electrical parameters of ZP 43 V Wheel Detection Equipment

Parameter Description Standard value

Tolerance range

U60 WDE voltage 60 V DC 30 V to 72 V U24 Operating voltage 24 V DC 21.3 V to 22.4 V



42

FS Transmitter frequency of the double wheel detector

43 kHz 42.8 kHz to 43.2 kHz

F 1 Signal frequency 1 3.50 kHz 3.47 kHz to 3.53 kHz F 2 Signal frequency 2 6.37 kHz 6.31 kHz to 6.43 kHz Ur1 Standard voltage 1 3.55 V DC 3.45 V to 3.65 V Ur2 Standard voltage 2 3.35 V DC 3.25 V to 3.45 V uE 1 Receiver voltage 1 AC 60 mV to 150 mV uE 2 Receiver voltage 2 AC 60 mV to 150 mV

Adjustments and measurements at Evaluation Computer

On the front panel of each VESBA board, there are measuring sockets for fault diagnostics as well as LEDs for displaying the state of passage and a potentiometer for adapting to different cable lengths and setting the transmission level.

Sr. No.

Parameter Acceptable Range Observed Values CH1 CH2 CH3 CH4 CH5 CH6

1 Signal F1 2.9 to 3.1 V DC 2 Signal F2 2.9 to 3.1 V DC

5.7. fo/kqr IokbZV e’khu dk vuqj{k.k Maintenance of Electric point Machine For maintenance of Electric point machine, Maintenance schedules as laid down in SEM part II must be followed strictly.

General

Ensure cleaning and lubricating of moving parts. Ensure that all bolts and nuts including point machine mounting bolts

are tight and split pins are opened properly, during every maintenance visit. Check that electrical wire connections inside the cable termination box

and inside the machine are tight and the wiring is laced properly. Check the rodding connections for tightness and friction free movement. Lubricate the slide chair plates frequently for smooth working of points. Ensure that the rodent entry points in the point machine and CTB etc. if

any are properly plugged. Lubricate all moving parts with lubricating oil/grease as per

manufacture’s specifications

Contact pedestal Inside the contact assembly, check that the spring contacts press against the fixed contacts with sufficient pressure.



43

Carbon brush Check that the carbon brushes are exerting sufficient pressure on the commutator. Once in three months check the carbon brushes and commutator, clean the commutator with chamois leather until carbon deposits are disappeared. Overhauling As per IRS: S24 -2002, the life cycle of Electric Point Machine is one million operations. The schedule for overhauling of point machine with one million operations should be as given below (ref.: Recommendations of 7th MSG meeting approved by Rly. Board vide letter No.2000/SIG/M/4 dated 08.02.2001)

Sub-urban and Trunk routes – 10 years. Other than Sub-urban and trunk routes – 15 years. OR 5 lakh operations whichever is earlier. Overhauling of point machine should be done only at an authorized

centralized depot of the division or S & T workshop.

Painting

Check the point machine for rusting. Remove the rust and apply red

oxide and paint to repair it. The point machine shall be painted black, as stipulated in Annexure–

29 of para 19.106, SEM Part –II. Arrows showing the direction of rotation of crank handle for manual

operation of point (N and R) should be painted on the cover beside the socket in which the crank handle is inserted.

Oiling and lubrication Lubricate all moving parts with lubricating oil/grease as under: Oiling Motor transmission Pour 100 cc lubricating oil SAE 30 or Shell 100X through oil inlet provided on the reduction gear box) into the oil reservoir Allow some time for soaking of oil and pour oil in intervals and in quantities of approx- 10 ccm at a time until oil emerges out of overflow tube. This way excessive overflow of oil is avoided. The periodicity for oiling of motor transmission is as under: At the time of installation and after 10,000 operations or at 6 month’s interval for less frequently operated point machines or as per manufacture’s specifications/Zonal Railway instructions. The period



44

may be reduced as and when required according to local climatic conditions. Throw bar, lock and detection slides Pour 10 cc lubricating oil SAE 30 or Shell100X in inlets provided on the cover with felt pad for throw bar, lock and detection slides. Contact assembly Apply 10 drops of spindle oil on the helical spring guides of contact assembly. Miscellaneous Apply medium grade lubricating oil on all pin connections, detection slides, chair plates, lug and sleeve assembly on drive rod etc. Drainage of excessive oil To drain out excessive lubricating oil or water accumulated at the bottom of the point machine casting, unscrew the spring loaded drain outlet and close it afterwards. Greasing Apply non-corrosive all temperature grease through all the grease nipples by a grease gun, once in 6 months or as local conditions need to the following:

Bearings of the gear rack. Locking bars. Detection slides External gears of the transmission assembly. Contact assembly of lever bearing.

After approximately 100,000 operations or with less frequently used points, once annually, wipe off all superfluous grease from nipples to prevent clogging and lubricate thoroughly all internal and external lubricating points Adjustment and Testing

Initial opening of the switch rail at the toe shall be within limits of 115 mm+3mm on BG and 100+3 mm on MG.

Testing: (SEM Para 19.38)

Obstruction test:

1. With 5mm thick test piece obstruction placed between the switch and stock rail at 150 mm from the toe of the switch.



45

2. The point should not be locked. The point detector contacts should not make.

3. Friction clutch should slip.

Adjustment of detector contacts (SEM Para 19.36)

With 1.6 mm test piece placed between stock and tongue rail at 150 mm from the toe of the switch, operate the point and ensure that detection contacts just make.

A test piece of 3.25 mm shall be inserted between switch rail and stock rail at a distance of 150 mm from the toe of the switch. The detector connection of close switch shall be adjusted till the appropriate detector contacts are just broken.

Note: Where lock slide is provided in the machine, during switch detector adjustment the test shall first be done with the fictitious locking. After completing the above test, same test shall be repeated with the machine properly locked.

Track locking shall be tested once in three month. Point should not be operated from normal to reverse and reverse to

normal with the Point zone track circuit in shunted position. Point spring shall be checked once in three months. Check insulation of point cable with 500V Megger once in six months. Initial opening of the switch rail at the toe shall be115 mm+3mm on

BG and 100+3 mm on MG. Proper housing of switch rail against stock rail for a sufficient length

should be ensured - at least up to 6 sleepers. Fine adjustment of detector shall be done with 1.6 mm and 3.25 mm

test piece. Test that locking segment can not enter the notch of the locking slide

with 5 mm obstruction test piece. Parameters: i. Working voltage:- 110 Volt DC ii. Normal operating current :- 2- 5Amp iii. Slipping current under obstruction : - 4- 6Amp iv. Hold time of WJR:- Minimum 10 Second and Maximum 15 to 19

Seconds IRS Electric Point Machine: Technical Data

Motor- DC Series split field motor Rated Voltage- 110 Volt DC capable of working at +/-25% of rated voltage RPM 1700 +/-15% Rated Current 5.3 A and maximum 8.5A



46

Operating Time 4 to 5 Seconds Power 440 Watts Gear oil SAE 30

Siemens Electric Point Machine

Technical data Type of motor…………… ………......110 V Split field, series wound

motor. Minimum operating voltage……….....60 V DC Normal operating current …………....2.5 to 3.0 Amps Operating current during obstruction .3.6 to 3.8 Amps. R.P.M…………………………………..1700 Output of the motor……………………0.44 KW. Minimum throw of the machine………94 mm Maximum throw of the machine……..143 mm Type of machine………………………..Combined Operating time………………………….3 to 4 Seconds

5.8. Mhlh VªSd lfdZV DC Track Circuit Precautionary measures for a DC track Circuit in RE area Only AC immunized Track relay (shelf type, QTA2 type or QBAT type)

shall be used.

QSPA1 relay only shall be used as repeater for QTA2 or QBAT track relay.

For shelf type relay any AC immunized relay can be used as repeater.

With shelf type ACI track relay, track feeding shall not be done directly from a rectifier, without a battery in parallel.

Whenever battery is disconnected, rectifier shall also be automatically

isolated from the track. A 'B' Type protection chock of (3 ohm resistance and 120 ohm

impedance for 50Hz) shall be connected in series with track feed to the un insulated rail.

A similar choke shall be connected in series with the relay also for its

protection.

A 5A, 250V rated fuse and a 0-30 Ohm regulating resistance for minor adjustments in track feed voltage are also provided at the feed end.

Before starting any maintenance work, a surge discharge shall be

connected across the track at the site of work.



47

Maintenance Instructions Note down the track relay voltage on each visit.

Specified value:

For shelf type relay <= 250% of pick-up voltage. For plug-in-type relay <=300% of pick-up-voltage.

Check the condition of following bonds on every visit: Cross bond, Transverse bond, Structure bond and Longitudinal bond. If found loose / broken missing, take remedial action/inform OHE

deptt. Clean the insulation joint with a brush to remove iron filing/powder. Check the point rodding, stretcher and gauge tie plate insulation, once

in three months. Check the battery condition regularly. Measure the voltage of each cell

after switching off the charger. Check the operating characteristics of track relay once in two years. Check the intactness of jumper connections. If found loose / broken

missing, take remedial action. Check the sudden voltage drop on a portion of failed track circuit to

find the most likely fault around there. Ensure the proper drainage of water and mud for improving the ballast

resistance and reliability of track circuit. Check the resistance between Fish plate-rail, Fish plate- bolt and Fish plate-fish plate regularly. Check the conditions of track leads of feed/relay end and +ve jumper.

Precautions Ensure that the ends of the nylon insulation joints are square and

smooth.

Ensure that anti-tilting arrangement is provided with the shelf type track relay.

·Fish plate holes/rail holes in nylon insulation joint should not be staggered so that longer bolts can be easily inserted.

Steel bushes must be used to prevent puncturing of nylon bushes.

Ensure that better drainage is maintained for maximum ballast resistance.

Ensure proper packing up-to 3 sleepers on either side of the insulation joint to improve its reliability.



48

Ensure that the clearance between ballast and bottom of the rail is not

less than 50 mm. End post joint should fall between two adjacent sleepers.

Cut burr at the rail table at insulation joint regularly to avoid short

circuiting. Check and tighten jumper connections in TLJB and track leads at feed

end and relay end.

Check battery charger charging current and specific gravity of track battery weekly and maintain its history card.

Testing of track circuit Relay end voltage, should be less than 250% of its P.U. value at max.

ballast resistance and not less than 125% of its rated P.U. value with min. ballast resistance.

Shunt the track at F/E and R/E with 0.5 Ohm TSR and ensure that relay voltage is less than 85% of its D.A. value.

In case of point track circuits, shunt the track at F/E, R/E and at relay

terminals and ensure track locking is effective.

Shunt the adjacent track circuit at the time of measuring voltage and if any variation is observed, then replace the block joints.

5.9. bySfDVªd fyfQVax cSfj;j dk vuqj}k.k Maintenance of Electric Lifting Barrier

Technical data

Voltage and current

Type

Rated Voltage

Normal (max.) Optg. Current per barrier, boom length up to 9.76 m (≈ 10 m)

Max. rated current for each barrier, boom length up to 9.76 m (≈ 10 m)

AC 110 V 2.5 Amps 4 Amps DC 24 V 4 Amps (3 Amps*) 7Amps (5 Amps*) DC 110 V 1.0Amps (0.7 Amps*) 1.8Amps (1.2 Amps*)



49

Adjustments Balancing of Boom

Adjust counter balance weights until operating current is almost the same in opening and closing of barrier and the boom tip rests properly on the boom stand rubber.

Applying a slight finger force at the tip should lift the boom. On removing the force, the boom should again close and rest on the rubber pads.

Boom Lock adjustment For barriers with locking lever & solenoid Adjust the position of lock box and boom hook so that boom hook falls

properly into the lock box opening. Adjust the position of switch and magnet so that switch contact makes

when boom hook falls in and lock lever engages it. Check the integrity of switch contact with the help of continuity meter. The contact should not break by physically shifting the boom in

horizontal and vertical directions. By moving the locking lever to unlocked position by hand, the contact

should break.

Friction Clutch Adjustment Completely loosen adjusting nut until gate fails to operate when motor

is started, and the clutch slips continuously. Tighten the nut until the slippage torque of clutch is just sufficient to

drive the barrier.

For barriers with motorized locking arrangement Check that after closing the barrier, the boom hook enters through the

slot provided on the boom lock box and hits the arm of limit switch. The motor is energized and pushes the rack towards left to lock the

boom. On opening, the motor pushes the rack towards right to unlock the boom.

Timing belt adjustment

Loosen the motor fixing bolts. Adjust the position of the motor, until desired belt tension is achieved,

by providing suitable packing below motor/adjusting the motor. Re-tighten the fixing bolts.



50

Limit switch adjustment.

Adjust the position of contoured cams fixed on gear box shaft and main boom shaft actuating limit switches inside pedestal:

Loosen the cam fixing screws with Allen Key. Adjust the position of the cam as required, by rotating it on the boom

shaft. Tighten all fixing screws after cam position is finally adjusted. Fortnightly/Monthly maintenance Check for smooth operation of Barrier and auto stop of barrier in the

fully open and closed position. Adjust limit switches if required. Clean the inside and outside of mechanism. Tighten all fixing nuts and bolts of the mechanism base, gear box,

motor, boom and counterbalance channels. Measurement of operating current. Quarterly maintenance Check clutch slippage torque. Adjust if required. Check Timing Belt tension, Adjust if required. Check and replace limit switches if contacts worn out. Check contact of Boom Lock Proving switch. Replace if required.

Annual maintenance Replace the oil in the barrier and Hand Generator gear unit. Use gear oil SAE 90 or equivalent. Replace Timing Belts if worn out. Replace Clutch plate if required. Oil the clutch slippage bush.

6. djsa o u djsa Do’s and Don’ts 6.1. dyj ykbZV ladsr Colour Light Signal Do’s Check time delay circuit is working properly. Always replace the lamp on due date. Replace the lamp during morning period as experience shows that mostly

bulbs fuse during first 5 hours. Lamp condition should be checked for any blackish/whitish spot, if so

observed, such lamps should be immediately replaced. Signal transformer should be checked for its firm connection and its heating. Clean the lenses and bulbs to ensure proper visibility. Check the gasket, specially before monsoon and replace, if found defective.



51

Don’ts Do not forget to close and lock the back cover after completion of work. Do not forget to replace the lamp before due date. Do not forget to provide M-Seal before monsoon to avoid the possibility of

leakage. Do not forget to take the NO LOAD CURRENT of signal transformer. No load

current should be within 15 mA for the cascading to be effective. Do not forget to close and lock the CLS unit cover after completion of work.

6.2. ,y bZ Mh vk/kkfjr ladsr LED based Signal Do’s Use 600mA fuse in signalling circuit. Select Blanking Mode for OFF aspects and Non Blanking mode for ON

aspects in current regulator of main LED signals. Ensure all terminations in CT rack, Junction Box, LED Signal Lighting Unit, Current Regulator and HMU are tight and clean. Poly Carbonate cover of LED Signal Lighting Unit may be cleaned with

soft and antistatic cloth periodically.

Check Installation once a year by disconnecting the interconnecting Cable between CR & LED signal Lighting Unit of Main Signal to check

audio-visual alarm and correspondence of ECR. Ensure up gradation / modification, if any, as advised by RDSO. Don’ts Don’t Leave loose connectors between LED Signal lighting unit and

current regulator. This may cause false operation. Don’t Leave loose wires on input terminals of LED signal lighting unit

and current regulator. This may cause false operation. Don’t connect wires at wrong input terminals for AC/DC power supply. Don’t use fuse of more than 600mA rating in signalling circuit. o Don’t try to interchange connections of LED Signal Lighting Unit,

Current Regulator & HMU. o Don’t try to give direct supply to the LED signal lighting unit of Main

signals, Do not over tight the LED lead connector to the LED signal lighting unit. Don’t try to open current regulator to interchange any connections. Don’t try to open the cover for replacement of LEDs.



52

Don’t carry current regulator by its cable. Don’t carry hanging LED signal lighting unit connected with current

regulator. Don’t insert or remove cards/units when system is ON. 6.3. Mhlh VªSd lfdZV DC Track Circuit Do’s Check due date of overhauling of track relay. if due, it should be replaced

timely. Apply glue epoxy on the rail and fish plate of joints to avoid shorting due to

iron fillings and iron powder. Joint inspection by JE/SE/SSE(Signal) with JE/SE/SSE (P.Way), once

in six months. Carry out track shunt test every quarter and every time the track circuit

is adjusted or any alteration is made.

Keep the track circuit history card up-to-date.

Record the readings every six months.

Megger the tail cables once in six months. Replace if the insulation resistance is less than 1 mega ohm.

Prefer to provide track lead junction box vertically to avoid water

accumulation in the junction box. Apply glue/epoxy on the rail and fish plate of those joints, which are

shorting due to iron filings and iron powder.

At the time of replacing the insulation joint apply quick drier paint on the rail and fish plate.

Replace the insulation joint on age cum condition basis.

Use J Pandrol clip to avoid touching of pandrol clip with the fish plates.

Don'ts Do not discharge Battery excessively. Do not add impure distilled water and acid in the batteries. Do not bypass the regulating resistance of track circuit at any time. Do not disturb the antilittering arrangement of track relay. Do not forget to give disconnection memo to on duty ASM/CASM at the time

of attending failure. Do not adjust the track circuit beyond the limit of track circuit parameters. Do not bypass the regulating resistance of track circuit at any time. Do not disturb the antilittering arrangement of track relay.



53

Do not tamper with the track relay at the time of track circuit failure. Do not forget to give disconnection memo to on-duty ASM/CASM at

the time of attending failure. Do not adjust the track circuit beyond the limit of track circuit

parameters given earlier. Do not forget to clean the insulation joint on every visit. Do not permit relay end voltage to be lesser than 125 % of pick up

voltage of relay. Do not forget to replace track relay before its overhauling date. 6.4. lhesal eYVhlsD’ku fMftVy /kqjkx.kd Siemens Multi Section Digital Axle

Counter o The MOS components mounted on the circuit boards of the wheel

detection equipment can be damaged by electrostatic discharge from charged persons or equipment. When handling these boards, the following rules must be observed:

All parts of the wheel detection equipment may be carrying an

interference voltage. Therefore, always connect the measuring leads for connecting the probe adapter board and the measuring equipment to the measuring equipment first and then insert them into the measuring sockets of the probe adapter board.

Do not touch any metal parts of the measuring leads if they are

connected to the wheel detection equipment. Hold the boards only by the long sides (guide edges), front panel,

locking or designation plate holder. Keep the boards in their original protective packaging until they are

installed in the wheel detection equipment. Do not touch circuit board terminals, conductors, components or plug

connectors. In all adjustment work, the double wheel detector must be in the

uninfluenced state (no wheels or other metal objects in the vicinity). 6.5. vkWfM;ks fQzDoslh VªSd lfdZV Audio Frequency Track Circuit Do’s Check connection to the rails and condition of electric joint cable on

each visit. Earth screen of Isolation transformer. Provide separate Surge arrestor on Rx.



54

Use proper size cable prescribed in the installation manual for Rail Bonding in the tuned area.

Carry out Drop Shunt Test at Rx end. Ensure dropping of relay with TSR of 0.5 Ohms outside and TSR of

0.15 Ohms inside the tuned area. In case of failure during monsoon, gain adjustment to be increased till

satisfactory operation is attained. TSR should be checked without fail. After the monsoon season the gain should be restored to original

setting at the time of commissioning, else there could be unsafe failure.

Don’ts Do not use same power supply for feeding more than one Tx or Rx of

same frequency. Do not take measurements when a train is in the vicinity of Track

Circuit in RE area. Don’t keep Level crossing inside tuned area. Don’t provide Impedance bond in tuned area. Don’t change output Relay when Rx is working. Don’t provide Axle Counter Tx/Rx coil within 200 m of AFTC. Don’t provide Axle Counter in or within 18 to 20 metre of any tuned

area/any ETU. Don’t install AFTC where SEJ falls inside tuned area. Do not short circuit TU or disconnect Tx or Rx from tuning unit unless

both adjacent track circuits are switched OFF. Don’t do adjustments after commissioning except during monsoon

when the ballast resistance is affected. 6.6. bySfDVªd IokbaV e’khu Electric Point Machine Do’s Tighten all fixing bolts and other associate fittings. Lubricate all moving parts either with oil/grease and clean excessive

oil /grease. Clear the ballast from ground connection rods. Watch for any unusual noise while working if so, take remedial

measures. Issue Disconnection Notice whenever required & Do not Disconnect

with out giving notice. Watch for any iron burrs in the stock rail if so clear the same. Watch for excessive creep (15 mm. is permitted.) if so take assistance

from Engineering staff. Check for excessive opening if so, take remedial measures.

(Engineering). Ensure proper packing of sleepers. Check for proper making and breaking of Detection Contacts & other electrical contacts including Cut Out contact. Clean the Motor armature and ensure it is free from Carbon Deposits.



55

Test the working of point with & with out 5mm test Gauge and ensure correct working. Correct it if required. Use only Hand Crank for operating the Point Machine for Manual

working. Test for effective Track Locking. Use proper tools while carrying out Maintenance, Testing and

adjustments. Drain out Water if collected in side the Machine & close the drain out

hole. Don’ts Do not commence maintenance work on point without prior information to

ASM/CASM on duty. Do not try to replace any part of the point machine or associated wiring

without proper disconnection notice. Do not operate the Machine locally with out hand crank. Do not adjust lock & detection slides straightaway without checking

switch opening (only + 3mm. is allowed from initial opening) Do not use oil in Transmission Gear Rim. Do not allow water to get stagnated in side the Machine. Do not short any electrical contacts manually under any

circumstances. Do not disturb the pre-setting of the detection contacts at site. 7. vkWVksesfVd flxufyax [k.Mks dks laiw.kZ vuqj{k.k vuqca/k Over all Maintenance of Automatic Signalling Sections 7.1. For over all maintenance, testing and precautions to be taken in Automatic

Signalling sections, following maintenance handbooks and pamphlets prepared by CAMTECH/Gwalior may be referred.

Name of handbook Publication No. LED Signal CAMTECH/S&T/S/2009/HB/LED/2.0 March 2009 Colour light signal CAMTECH/99/S/CLS/1.0 July 1999 Electric point machine CAMTECH/S&T/S/2010/HB/EPM/1.0 March 2010 DC track circuit CAMTECH/S/2004/DCTC/2.0 March 2004 Power Equipment Ver.2.0 CAMTECH/S/2006/PE/2.0 March 2006 Lead Acid Cell Ver.2.0 CAMTECH/S/2005/LAC/2.0 March 2005 Electric lifting barrier CAMTECH/2007/S/ELB/2.0 March 2007 Manual Lifting Barrier CAMTECH/2000/S/MLB/1.0 November. 2000 Digital Axle Counter CAMTECH/S/2008/MSDAC/1.0 December 2008 (Multi Section)



56

Name of Pamphlet Publication No. Point Maintenance CAMTECH/S&T/S/2008/P/PM/1.0 Nov.2008 Maintenance of Interlocked Gates CAMTECH/S&T/S/2009/P/IG/1.0 Oct.2009 Relay Room Precautions CAMTECH/S/2010-11/RR/1.0 May.2010 Do’s & Don’ts Maintenance of IRS CAMTECH/S/2010-11/IRSPM/2.0 July.2010 Electric Point Machine DC track circuit CAMTECH/S&T/S/2009/P/DCTC/1.0 March 2009 LED Signal CAMTECH/S/2005/LEDF/1.0 May 2000 LED Signal CAMTECH/S/PROJ/10-11/PAM/LED/SIG/1.0 Dec. 2010 DC track circuit CAMTECH/S&T/S/2009/P/DCTC/1.0 March 2009 Digital Axle Counter CAMTECH/S&T/S/2009/P/MSDAC/1.0 Sept. 2009 (Multi Section) Colour light signal CAMTECH/S&T/S/2009/P/9/CLSM/1.0 March 2009 Maintenance



57

ANNEXURE ‐1

HH

PR

HH

PR

A2

S1

DEC

R

D8

3L

NX11

0

BX11

0

1A

S1

HH

ECPR

S1 HR

D7

3R

HEC

RS1

S1

C3

HR

C4

S1

B3

HR

B4

C4

S1 DR

C3

B3

S1

DR

B4

S1

DEN

CR

D5

D6

S1

DEN

CR

A6

A5

DEN

CR

S1

S1

DR

D2

B5

D1

B6

DEN

CR

S1

S1

A8

A1

A7

DR

A2

S1

DEN

CR

(2E)

DP1

RS1

C2

A5B6

C1

A6

B5

aR aRR

ECR

S1

aL

S1

HEC

RaL

R2

aRS1

DEC

RaL

S1

HH

ECR

R1

S1

A1 D2

S1

DP1

R

S1

DEN

CR

B1

B2

S1

D1

Sig

.No

. 1

LO

C.

C4

C3

A7

A8

D1

S1

D2

A1

S1

A2

DPR

DPR

HPR

HPR

A2

S1

A1 D2

S1

D1

S1

HH

GE

LED

( Y

ELLO

W)

REG

ULA

TOR

CU

RREN

T

S1

DG

E

S1

HG

E

LED

(G

REE

N)

LED

( Y

ELLO

W)

S1

RG

E

LED

(R

ED)

REG

ULA

TOR

CU

RREN

T

REG

ULA

TOR

CU

RREN

T

REG

ULA

TOR

CU

RREN

T

SIG

NAL

LAM

P CO

NTR

OL

CIR

CU

IT

REL

AY

RO

OM



58

SIG

.NO

.1 L

OC

.R

EL

AY

RO

OM

HPR, HHPR, DPR CIRCUIT



59

RELAY ROOM

A1 A2

HPRS1

B1

R2R1 S1

HPRB2

HRS1

S1DR

A2 DP1R

S1R1 R2

A1

N24(INT)

R2S1R1

DENCR

S1DP1R

1R A2A1B24(INT) 1L

S1DECR

DENCR CIRCUIT 8. vkWVksesfVd flxufyax ls lacf/kr dqN fn’kk funsZ’k Some Guide lines regarding

Automatic Signalling and special features: Now a days to control the automatic signal, double detection is being

provided on automatic signalling section such as Analog Axle Counter & SSDAC or MSDAC, AFTC & MSDAC or SSDAC, DC Track Circuit & SSDAC in parallel for dual detection.

In this way AFTC & MSDAC in Mumbai CST to Kalyan section, Analog Axle

Counter and SSDAC in Mathura to Palwal Section and DC Track Circuit and SSDAC in Agra Cantt to Raja ki mandi section have been provided in parallel for dual detection to minimize the signal failures.

Where dual detection is provided to control the automatic signal and in case

one axle counter is failed due to any reason it is reset automatically through front contact of another axle counter, AFTC or DC Track circuit which is provided in automatic signalling section in parallel in the form of second detection when automatic signalling section is clear of trains.

Automatic Signal are numbered as per the number of track circuit or Axle

Counter provide on the portion of Automatic Signalling Section by which the Automatic Signal is controlled i.e. numbers of Automatic Signals and numbers of Track Circuits/Axle Counters provided on the portion of automatic signalling section just ahead of the signal are same.



60

When at the place from which Absolute block signalling territory ends and Automatic Signalling territory starts, a board is provide in which “Automatic territory start” is written in black on yellow enamelled rectangular board.

In the same way when at the place from which Automatic Signalling

territory ends and Absolute block signalling territory starts, a board is provide in which “Automatic territory ends” is written in black on yellow enamelled rectangular board.

When ‘A’ marker light is extinguished no train shall pass the signal at ‘ON’

without proper authority to proceed. Interlocking of level crossing gate is compulsory in automatic signalling

territory for protection of rail and road traffic. Provision of warning bell is compulsory at all level crossings in Automatic

Signalling sections. Warning Bells shall be operated by approaching trains, and for this purpose track circuit or Axle Counter are used.

All the level crossings in automatic signalling sections shall be approach

locked.

Procedure for passing an automatic stop signal displaying the red aspect (on Double line)

When an automatic stop signal with `A' marker is at `ON', the driver

shall bring his train to stop in rear of the signal. After the train has stopped he shall 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, he

shall give a prescribed code of whistle and exchange signals with Guard and proceed slowly with great caution to stop short of any obstruction.

After reaching the next signal ahead, the driver will obey the aspect of the next signal ahead.

When an automatic signal is showing blank aspect, the signal shall be

treated as defective signal and it shall be treated as signal showing most restrictive aspect and can be passed as per Gen. Rule 9.02 after stopping in rear of the signal one minute by day and two minute by night.



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ANNEXURE ‐2 WORKING CIRCUIT OF ONE AUTOMATIC SIGNAL (6010) USED IN JNC‐PWL SECTION



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