Maintenance Handbook On Automatic Signalling Ver2

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
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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 vkWVksefs Vd flxufyax Four-Aspect Automatic Signalling 14
1.12. pkj vLiSDV vkWVksefs Vd 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
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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 funZ’s 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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vkWVksesfVd flXufyax i/nfr;ksa esa iz;ksx gks jgs fo’ks"k y{k.ksak ftudk Hkkjrh; jsy esa mi;ksx
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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
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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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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
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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
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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 la’kksf/kr Ik`"B la[;k rFkk fVIi.kh
rkjh[k en la[;k
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 Date of Page No. and Item no. Remarks

Corr. Slip issue modified
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Reference
1. IRISET Notes.
2. CAMTECH Notes
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1
CAMTECH/S/PROJ/12‐13/HB‐AS/2.0
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 ÒN' position as per General Rule- 9.02,
after stopping one minute by day and two minutes by night.
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Automatic Signalling July 2013

2
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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3
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
Letter ‘A’ in black

on white circular
disc
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.
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4
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

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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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6
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.
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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.
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CAMTECH/S/PROJ/12‐13/HB‐AS/2.0 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.
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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
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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
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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
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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
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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)
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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.
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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
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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.
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Fig. 25
Fig. 26
Lamp Control Circuit
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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.
White
illuminated
letter ‘A’ on
black
background
Automatic Stop Signal

Fig. 28
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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.
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Letter ‘G’ in black on yellow

circular disc
white illuminated letter ‘A’ A G

against black background A
.
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.
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White illuminated
Fig. 30 Gate Signal in Automatic Section
4. vkj vkj vkbZ ¼lhesl

a ½ v/kZ vkWVksefs Vd 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 À’ 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
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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.
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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.
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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 :
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II. When the Signal is at “ON” Position :
a)
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Auto working initiation circuit
Fig. No. 31
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Fig. No. 32
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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.
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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.
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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. Parameter Main Signal C-On Signal Route Shunt
No Lighting unit Lighting unit
.
1. Rated voltage 110 V+25% 110 V+20% 110 V+20% 110 V+20%
at Input
terminals of
Current
Regulator
2. Current For 140 mA 150 mA 25 mA 55 mA
at rated AC +10%, +10%, +5%, (rms) +5%, (rms)
voltage -20% (rms)* -20% (rms)
per unit For 125 mA 125 mA 23 mA 50 mA
at Input DC +10%, -15% +10%, -15% +5% +5%
terminal *
s of
Current
Regulat
or
3. Illumination 1 1 150 50LUX- 50LUX- 30LUX-
measured at 5 7 LUX 10%+40% 10%+40% 10%+40%
1.5 m from 0 5 -
LED Signal L L 10%
lighting in U U +40
axial direction X X %
at rated - -
voltage 1 1
0 0
% %
+ +
4 4
0 0
% %
4 Colour R Y Gre Yellow Lunar White Lunar White
e el en
d lo
w
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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
Compatibility Selection pins Min. assured

with ECR to be shorted Min. glow current at
Name of Signal
voltage min. glow
voltage
Main AC LED ECR Short pin 2-3, 6-7 >112mA rms
Signal/universal & 10-11
Current
Regulator AC Conventional Short pin 3-4, 7-8 >190mA rms
ECR & 10-11
<82.5V
DC ECR Short pin 1-2, 5-6 >106.5mA DC
& 9-10
Blanking Mode for Short pin 13-14

NA
OFF aspect
Non-Blanking Short pin 12-13
Mode for ON NA
aspect
Calling On AC LED ECR Short pin 2-3, 6-7 >90mA rms
& 10-11 >80V
<88V
AC Conventional Short pin 3-4, 7-8 >180mA rms
ECR & 10-11
DC ECR Short pin 1-2, 5-6 >70V >85mA DC

& 9-10 <88V
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Route & Shunt Signal Aspect have following selection

as per RDSO/SPN/153/2004 Rev. 3.0 and mini. assured current.
Min. assured
Selection Pin current at min.
Name of Compatibility Min. glow
to be glow voltage of 4
Signal with ECR voltage
shorted Route, 2 Shunt & 1
Calling on
Route Short pin 2-3,
Indicator/ AC LED ECR >80V<88 >90mA rms
6-7 & 10-11
Shunt
Signal AC Short pin 3-4,
Conventional 7-8 & 10-11 >150mA rms
ECR
DC ECR Short pin 1-2, >70V<80V
5-6 & 9-10 >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 Selected for LED Selected Selected for DC

Route Indicator ECR Conventional ECR ECR
Single Route at
24mA – 26.5mA 34mA – 40mA 22mA – 24mA
110V I/P
5 Route at 110V 118mA – 130mA 190mA – 200mA 115mA – 125mA
2 Route lit & 3

>57mA >85mA >50mA
blank at 110V
3 Route lit & 2 <73mA <125mA <73mA
blank at 110V
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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.
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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
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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.
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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.
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Log Sheet Measure the values as per the log sheet
Date………… Item Permissible range Recorded

value
1 a) Power supply Channel 1 22…35 VDC
2 b) Power supply Channel 2 22…35 VDC
Selector c) (Rectified Rx1 voltage w/o +80..+1000mV DC
position 4 dummy wheel ) MESSAB1
in (d) With dummy wheel set -80..-1000mV DC
test on 40 mm
unit 5 (e) Reference voltage Adjust as per (c)
PEGUE1
(f) ( Rectified Rx1 voltage +80..+1000mV DC
7 w/o dummy wheel )
MESSAB2
(g)With dummy wheel set on -80….-1000mV
40 mm DC
8 h)Reference voltage Adjust as per (f)
PEGUE2
Terminal i) Input Power supply voltage 54 V to 72 V DC
3 & 13 of
EAK
Terminal (j) Transmitter frequency SK1 30.0….. 31.25 KHz
SK1/S1 & (k) Transmitter voltage SK1 40……85 VAC
SK1/S2
Terminal (l)Transmitter frequency SK2 27.4…..28.6 KHz
SK2/S1 & m)Transmitter voltage SK2 40……85 V AC
SK2/S2
Indication n)H1-1 Red/H1-2 Green Note
s (o) H2-1 Red/H2-2 Green Note
Analog (p) H3-1 Red/H3-2 Green Note
board
Indication (q) H1-1 Green/H2-1 Green Note
s Digital (r)H1-2 Green/H2-2 Green Note
board
(s) Signature
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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
5.4
Voltage & Frequency of Tx heads
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 Input power supply 21.5 V to 28.8
position (terminal 2 & 18 of EAK) VDC
in test unit
ETU001
1 a)Power supply Channel 1 22…35 VDC
2 b)Power supply Channel 2 22…35 VDC
4 c) MESSAB1 +80..+1000mVDC
(Rx1 voltage w/o dummy
wheel )
d) With dummy wheel set -80….-
on 40 mm 1000mVDC
5 e) Reference voltage Adjust (as per 3c)
PEGUE1
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Log item AzLS Tolerance range DP: DP: DP:

7
f) MESSAB2 ( Rx2 voltage +80..+1000mVDC
w/o dummy wheel )
g) With dummy wheel set -80…..-
on 40 mm 1000mVDC
8 h) Reference voltage Adjust (as per 5f)
PEGUE2
Terminal Transmitter frequency 30.0…..
SK1/S1 & SK1 31.25KHz
SK1/S2 Transmitter voltage SK1 40……85 VAC
Terminal Transmitter frequency 27.4…..28.6KHz
SK2/S1 & SK2
SK2/S2 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:
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(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 Tolerance range
value
U60 WDE voltage 60 V DC 30 V to 72 V
U24 Operating voltage 24 V DC 21.3 V to 22.4 V
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FS Transmitter frequency 43 kHz 42.8 kHz to 43.2 kHz

of the double wheel
detector
F1 Signal frequency 1 3.50 kHz 3.47 kHz to 3.53 kHz
F2 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. Observed Values

Parameter Acceptable Range
No. 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.
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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
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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.
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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
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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 Vªd

S 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.
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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.
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 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 Normal (max.) Optg. Max. rated current for

Voltage Current per barrier, each barrier, boom length
boom length up to 9.76 up to 9.76 m
m (≈ 10 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*)
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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.
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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.
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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.
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 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.
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 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 Vªd

S 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.
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 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.
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 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)
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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
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RELAY ROOM Sig.No. 1 LOC.
S1
DENCR
B1 B2 S1
HHGE
S1 S1
DP1R HHPR
A1 A2
B6 B5
CURRENT LED ( YELLOW)
(2E)
S1 S1 REGULATOR
DP1R R1 S1 R2 HHPR
HHECR D2 D1
A5 A6
S1
DENCR S1
DGE
S1 S1
S1 S1
HR DR DENCR C2 C1 DPR
BX110
A1 A2
1A B3 B4 B3 B4 A6 A5
CURRENT LED (GREEN)
S1 S1 S1 S1 REGULATOR
HR DR DENCR aL S1 aR DPR
NX110
C3 C4 DECR D2 D1
C3 C4 D5 D6 S1
DENCR
A1 A2 S1
S1 S1 HGE
DR HPR
A1 A2
A8 A7
CURRENT LED ( YELLOW)
S1 S1 REGULATOR
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DR aL S1 aR HPR
HECR D2 D1
B5 B6
S1 S1 S1 S1
DECR HECR HHECPR DENCR
3L 3R C3 C4 A8 A7 D2 D1 S1
RGE
S1
HR

D8 D7
CURRENT LED (RED)
REGULATOR
aL S1 aR
RECR
SIGNAL LAMP CONTROL CIRCUIT
57

ANNEXURE ‐1

SIG.NO.1 LOC.
RELAY ROOM
HPR, HHPR, DPR CIRCUIT
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RELAY ROOM
S1 S1 S1
DECR DP1R HPR R1 S1 R2
B24 N24
(INT) 1L 1R A1 A2 A1 A2 DENCR (INT)
S1
DR R1 S1 R2
A1 A2 DP1R
S1
HR R1 S1 R2
B1 B2 HPR
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.
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 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 À' marker is at ÒN', 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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
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Maintenance Handbook On Automatic Signalling Ver2

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Hkkjr ljdkj &GOVERNMENT OF INDIA

jsy ea=ky;& MINISTRY OF RAILWAYS

vkWVksesfVd flXufyax ij vuqj{k.k gLriqfLrdk

MAHARAJPUR, GWALIOR – 474 005

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;g gLriqfLrdk uk flQZ vkWVksesfVd flXufyax midj.kksa ds vuqj{k.k rjhdksa dk o.kZu

eq>s fo’okl gS fd ;g iqLrd vkWVksesfVd flXufyax Hkkxksa esa flXufyax midj.kksa dk

dSeVsd] Xokfy;j v- jk- rqis

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This handbook is prepared with the objective of imparting knowledge about

This handbook not only describes the maintenance practices of Automatic

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

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

dSeVsd] Xokfy;j fn-dq-;kno

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On Indian Railways failures of Automatic Signal affects the punctuality of

This maintenance handbook has been prepared to disseminate knowledge to

We are sincerely thankful to Shri Nirala Katiyar Sr. D.S.T.E./Signal/NDLS/NR,

Since technological upgradation and learning is a continuous process you

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dSeVsd@,l@izkst@2012&13@,p ch@&vkWVksflx@2-0 lh,l #XX fnukad--------

ISSUE OF CORRECTION SLIPS

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

Where “XX” is the serial number of the concerned correction slip

CORRECTION SLIPS ISSUED

Sr. No. of Date of Page No. and Item no. Remarks

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Automatic Block Working is a system of train working in which movement of the

The following are the essentials of Automatic Block System.

Where trains are worked on Automatic Block System: -

1.2. ykHk Advantages

 Line capacity increases.

 Less dependence on human agencies.

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

This adequate distance defines as an overlap of 120 metres (minimum) in

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So it becomes necessary to have the end of overlap in advances of every

1.4. vkWVksesfVd jksd flXuy Automatic Stop Signal

Letter ‘A’ in black

Automatic Stop Signal

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

There is an attempt for numbering the automatic signals according to their

The method of numbering helps in easy identification and location of signal by

Track circuits are to be numbered according to the Automatic Signal governing

In quadruple line as there are 2 UP and 2 DOWN lines, it becomes necessary to

If the lines extend to two different destinations, alphabets corresponding to the

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1.5. VªSd ifjiFk Track Circuits:

Arrangements and Numbering:

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In case of AC 25 KV electrification, one of the following types of track circuits can

(a) DC single rail track circuits.