:: 1 ::

TRACK CIRCUIT
INTRODUCTION:- In a track circuit, a portion of rail track is electrically
isolated from adjoining rails and included in a circuit to energise a relay. The
occupation or vacancy of the track portion is detected by the condition of track
relay. The length of the track confined within one circuit depends on its working
feasibility and required separation between two running or stalled vehicles on the
track.
Two types of track circuit were devised. One is continuously live and is called a
„CLOSED TRACK CIRCUIT‟. The other one is made live only when occupied by
vehicles and is called an „OPEN TRACK CIRCUIT‟.

According to the nature of supply, the track circuits are categorised as. (1) D.C.
Track Circuits (2) A.C. Track Circuits and (3) Electronic Track Circuit.
OPEN TRACK CIRCUIT:-
The circuit gets completed when the track is occupied through the net resistance of
the vehicle axles occupying the track circuit.
In this type track circuit, if any connection breaks, its occupation goes undetected.
Hence it is used only for limited purpose where its failure does not lead to unsafe
conditions. See Fig.-1.

Closed Type D.C. Track Circuits Non RE :-

Connection of the close Track Circuit is different from the Open Track circuit. They
are so connected as to keep the relay normally energised. The feed is connected
at one end of the track and the relay at the other end so that any breakage of rail
continuity shall drop the relay. See Fig.-2.

COMPONENTS OF TRACK CIRCUIT :-

(1) Battery. (2) Adjustable Resistance.(Regulating Resistance).
(3) Track Relay (4) Track Lead Junction Box (Boot Leg)
(5) Track Lead Cable (6) G.I. Wires connecting cables to the rails
(7) Continuity rail bonds (8) Insulated rail joints

COMPONENTS OF D.C TRACK CIRCUIT (See Fig-3)

RT - Regulating Resistance RB - Ballast Resistance
Rr - Rail Resistance RR- Relay Resistance
RS- Resistance of shunting vehicles
Rfc- Resistance of track lead cable at feed end
Rrc- Resistance of track lead cable at relay end
 :: 2 ::
TRAIN SHUNT RESISTANCE :
The highest resistance which, when applied across the track, can open the track
relay front contacts is known as its “Train Shunt Resistance” value. It is the
measure of its dependability. A higher T.S.R is always aimed at to ensure safety in
train working on these track circuits.
MINIMUM PERMISSIBLE T.S.R :-
It is specified as :-
(i) 0.5 Ω for (a) D.C. Track Circuit
(b) Audio frequency Track Circuits outside their tuned lengths and.
(c) Jeumont type High Impulse Track Circuits with wooden sleepers
in them
(ii) 0.25Ω for all the above types with concrete sleepers (Proposed to be revised as
0.5Ω with RB minimum as 2Ω / KM) and
(iii)0.15Ω for conventional AC Track Circuits and the tuned portions of Audio
Frequency Track Circuits.
PICK UP SHUNT RESISTANCE :-
The highest value of resistance that can cause the track relay to pick up is called
the „pick up shunt resistance‟. If this resistance is very high the track relay may
not pick up properly in case of Open Track Circuit.
DROP SHUNT RESISTANCE:-
In case of Close Track Circuit, the track relay is normally kept energised. Here the
application of proper shunting resistance drop he track relay. The highest value of
shunting resistance that can cause the track relay to drop, is called „Drop Shunt
Resistance‟.
BALLAST RESISTANCE:-
It is the net resistance of various leakage path across track circuit rails offered by
ballast and sleepers. If ballast resistance is high leakage current is less, because
these leakage paths in parallel with each other.
Minimum permissible ballast resistance is specified as,
(i) 2 per kilometre track length within station section.
(ii) 4 per kilometre track length outside the station section.
VF + VR
RB = Ohms. ( RB = Ballast Resistance.)
2 ( IF – IR )
D.C. TRACK CIRCUIT IN RE-AREA
In RE area, traction return current also has flow through track circuit rails to the
substation in parallel with earth return path. Also for working a track circuit, its rails
have to be insulating from the adjoining rails. Track circuit can work even if a rail
connected to one polarity of its supply is insulating. These track circuits in which
one of the two tracks circuited rails carries traction return current are called
‘SINGLE RAIL TRACK CIRCUIT’. In the case of single rail track circuits,
insulated rail joints are provided on rails which carrying positive polarity of
track circuit voltage only.
:: 3 ::
However in between two consecutive track circuits insulated joints are provided on
both the rails so as to be able to maintain „STAGGERED‟ track circuit polarities.
Also negative rails of adjoining track circuits are provided with a cross connection
bonding strip in between, known as „TRANSVERS BOND’. Also, beyond the last
track circuit very close to the block joints, a cross bond is provided across to
connect the two track rails. The relay used must be A. C. Immunised 9 D.C
Track Relay for any length of track circuit.
The regulating resistance must be used „F‟ type i,e 0-25 .It regulates the relay
voltage so that it falls below the drop away value when the track is shunted. The
fall is caused by increased voltage drop across the regulating resistance due to
rise in circuit current when shunted by the vehicles. It is required for adjust the
track voltage. Regulating resistance also protects the feed equipment from short
circuit, when the track is shunted by vehicle.
A ‘B’ type choke ( R = 3 & Z = 120 ) must be provided in series at „Feed End‟
to the non-insulated rail and power supply unit to protect the power supply unit
from traction return current.
D.C CUT SECTION TRACK CIRCUIT IN RE-AREA (FIG - 4)
The length of the track circuit should be limited to :
(a) 450 mtr. where wooden sleepers with ACI TR ( Shelf type or QTA2 ) relay is
used.
(b) 350 mtr. where RCC Sleepers with ACI TR ( Shelf type or QTA 2 ) relay is
used. This length may be increased up to 450 mtr. with adding a „B‟ type
Choke at Relay End.
(c) 750 mtr. where wooden / RCC sleepers with ACI TR ( QBAT ) relay is
used with ‘B’ type Choke at both end.
REASON : When the Track Circuit is occupied the traction return current finds a
path from non-insulated rail to the insulated rail and returns to the return rail
through the relay coil. This cause a voltage to develop across the relay coil. This
voltage is not constant and varies depending on the length of the track circuit and
the traction return current. As per calculation it is found to be maximum of
10V/90mtr.rail length. Based on the immunisation level of the relay the length of
the track circuit is limited.
PICK UP TRACK CIRCUITS (open track circuits) adjacent to CLOSE
TRACK CIRCUITS should not be provided.
D.C SINGLE RAIL CUT SECTION TRACK CIRCUIT IN RE-Area See
FIG-5.
POINTS TO BE CHECKED FOR TRACK CIRCUIT IN RE AREA.
(a) Provision and connection of traction bond
(b) Provision of rail bonds on insulated rail portion.
(c) Provision of cross bonding on the non-insulated rail and its connections.
(d) Staggering of the un-insulated rail for continuous track circuits.
(e) Ensure A.C voltage on the relay does not exceed permissible limits.
 :: 4 ::
CONDITION FOR FALE SAFE ADJUSTMENT :
1) Relay voltage not more than 250 % (and 300 % in case of Q series relay) of
the rated pick up voltage when RB is maximum and Battery voltage is
maximum. Because,
a) The relay may take more time to release or may not be released.
(b) The relay armature contact assembly may be damaged.
(c) Electrical and magnetic characteristics of the relay may get altered.
(d) Over energisation of the relay may cause injurious over heating of the coil.

TR V.R 250 %of Pick up

value

2) Relay voltage not more than 85 % of its D.A. value when TSR of 0.5 Ohms
is applied. Because,
(a) To have adequate contact pressure and low contact resistance .
(b) To keep the relay energised even when the battery voltage reduces further
( within certain limits ).

0.5 TSR TR V.R 85% of

D.A value

3) Relay voltage not less than 125 % 0f P.U. Value when R B is normal and
battery voltage is normal. Because,
a) The percentage release of the track relay reduces by 10 % of the original
value after 10 Lakh operations.

RB
TR
Minim V.R 125 % of
rated P.U
value
 :: 5 ::
STAGGERING OF ADJOINING TRACK CIRCUIT RAIL POLARITIES AND
THEIR IMPORTANCE :-
The arrangement shown above in Fig-6, similar feed polarities are connected to
the adjoining track circuit rails. Here, failure of one of the two block joints No.1 or
No.2 can go undetected as it does not drop the track relay on either side. But
later, if the second block joint also fails, both the track circuit feeds come in
parallel.
When 1T is shunted by a vehicle at the feed end, its own feed is effectively
shunted. But 1TR may not drop due to its proximity to the feed of 2T, while the
shunt is remotely connected making it less effective. This is an unsafe condition
which should be avoided.
And in Fig-7, the polarities of track feed across the block joints in between are not
similar. So, when both the block joints No.1 & No.2 fail, both the track feeds get
connected, +ve to -ve and -ve to +ve with high circulating current in between. The
track relays 1TR and 2TR also come across this circuit separately in parallel. With
this, the voltage across the relays gets reduced. As a result, either 1TR or 2TR or
both may drop, according to the fall of track voltage, even without a shunt across .
However, the track relay across which there is a shunt, can not pick up in any
case.
Hence, to make the track circuit working safe at the time of block joint failures, it is
necessary that the track feed polarities are staggered in continuously track
circuited sections.
BLOCK JOINTS (INSULATED RAIL JOINTS)
Two types of these joints are presently in use, (i) Nylon Insulated Rail joints
and (ii) Glued Rail joints.
NYLON INSULATED RAIL JOINTS : In this type ,insulated components are
supplied by the S&T department, which have to be inserted in the rail joint when
track circuit is being installed.
The insulation components of the rail joint are :
(i) End post. 1 No.
(ii) Left hand Side channels 2 No.
(iii) Right hand Side channels 2 No.
(iv) Ferrules or Bushes 8 No.
(v) Nylon backing plates. 4 No.
(vi) Iron backing plates. 4 No.
These insulated components are available in different sizes to suit different
sizes of Rails, Viz. 60 Kg , 52 Kg , 90 R etc.
Certain precautions have to be taken while installing and maintaining these
block joints as detailed below :-
i) The rail ends at these joints shall be cut straight as otherwise, the nylon end
post may break very quickly.
ii) All the holes on the rails shall be drilled at the same height.
 :: 6 ::
iii) The holes in the rails and in fish plates shall be in correct alignment. Bolts
shall not be forced into the rails, nor shall they be bent and pushed in as the
bushes can crushed.
iv) Rail chairs are replaced by steel bearing plates on one sleeper each holding
rails on either side of the joint. These plates shall be fixed sufficiently clear
of rail ends to avoid their short circuiting.
v) Dog spikes that hold the bearing plates on to sleepers shall not touch the
fish plates and they shall be tightly driven in the sleepers.
vi) Packing of a couple of sleepers on either side of these joints shall always be
good and no water logging shall be allowed near them.
vii) The fish bolts of these joints should not roll due to swing under the traffic.
For this, the steel backing plates shall be properly bent on the sides to hold
the nuts and bolt heads.
MAINTENANCE OF GLUED JOINTS:
1. The ballast used on track in the vicinity of these joints shall be cleaned to
ensure efficient packing and drainage. Care must be taken to see that the
ballast is clear of rails and rail fastenings.
2. The joint does not need any special maintenance than that required for
normal track.
3. At least 10 sleeper on the either side of the joint must be well packed before
the joint is instead to avoid damage of the rail.
4. While welding the joint with adjoining rails, the heat shall not spread to the
joint. Heating appliances shall not be applied at a distance of less than 1
mtr. From the joint.
TESTING OF GLUED JOINTS:
Insulation Resistance of glued joint is tested,
In Dry condition : Resistance shall not be less than 25 Mega ohms when
100 V D.C is applied across the joint by a 100 V D.C megger.
In wet condition : Resistance shall not be less than 3 Kilo ohms when 100
V DC. is applied across the joint by a 100 V D.C megger.
ADDITIONAL INSULATIONS ON POINT TURNOUTS IN A TRACK CIRCUIT:
(1) Two or three William's stretcher bars provided on point turnouts have to be
insulated in the middle to avoid a direct short across the track. Two half pieces of
each stretcher are joined with two small support plates and three bolts. The
insulation components of each stretcher bar are:-
(i) Nylon Backing plates 2 Nos.
(ii) Nylon bushes for bolts 3 Nos.
(iii) Nylon washers for bolts & nuts 6 Nos.
 :: 7 ::
REGULAR CHECKS AND PREVENTIVE MAINTAINANCE OF
TRACK CIRCUIT:
1. T.S.R. : - It shall be ensure that under no circumstances, the failure of a track
circuit results in a train passage under prohibitive conditions. Any change of
their components or adjustments shall be immediately followed by a test of
TSR. For this, a fixed resistance of minimum TSR value is always available
with the maintenance staff.
2. Track Circuit History Card :- Exact entries shall be made in them and no detail
shall be neglected.
3. The condition of rail bonds shall be checked by tacking track voltage reading
on Feed End and Relay End.
4. The point rodding, stratcher and gauge tie plate insulation must be checked
regularly.
5. Just before monsoon, track relay voltage shall be checked and Ballast from
bottom of the rail must be clean by P.Way staff.
6. The due date of overhauling shall be noted in paint on every Track Relay
prominently in the front so that it is not retained in circuit even for one day
after the overhaul falls due. This period should not exceeding 10 Yrs.
7. Track circuit battery condition shall always be good and its voltage shall be
measured after its charger „OFF‟.
8. In no case, the regulating resistance shall be bypassed to avoid track circuit
failure, particularly in monsoon.
9. Anti-tilting devices shall be provided with shelf type track relay and they shall
not be tampered with.
10. Chargers used with track circuit batteries shall be rated for not less than 3
Ampers.
11. Replace the block joint bushes and end posts once in six months or as
instructed with the help of Engineering staff.
12. Replace the damaged or corroded bonding wires.Arrange for packing of
sleepers at block joints if required.
13. In case of failures, receive failure message and then start the restoration work.
DO’S :-
1) Do not test the track circuit by shunting with a wire only.
2) Do not use relays which does not have test labels.
3) Do not keep the relays in the circuits which are due for overhauling.
4) Do not use short brittle brushes for cleaning the relay contacts.
5) Do not tilt the relays.
 :: 8 ::
TYPES OF FAILURES :-
1) NO VOLTAGE : This may happen either due to open circuit (at feed end) or
due to dead short circuit.
METHOD OF TESTING : Disconnect one limb in track lead junction box and
measure the voltage at track side if it is relay end and measure the voltage at cable
side if it is feed end. If the meter shows full cell voltage it means there is a short
circuit.
2) FULL VOLTAGE :
Full voltage at track side – Fault is in the relay end cable or in the relay.
Full voltage at cable side – Fault is in track side.
In case of point zone track circuits failed due to short circuit it may be due
to polarity block joints or insulation joints in gauge tie plates or in ground
connection rods.
It is generally assume that no direct short circuit occurs through sleepers.
If short circuit occurs in PSC sleepers circuit to be disconnected at both ends and
sleepers should be checked with the assistance of Engineering department.
If full voltage (Battery voltage) at track, open circuit to words relay end and
no need to disconnect at track lead junction box. This may be due to rail crack,
continuity bond wire missing. Relay end cable / relay open circuited.
Proceed to words the other end and while doing so check up for rail crack,
missing bond wires etc. by measuring the voltage at various points.
3) LOW VOLTAGE : It may be due to partial short circuit, or high resistance
in rail bonding, or due to poor ballast resistance especially in rainy season.
Condition of ballast and leakage current through it can be ascertained by
measuring and comparing the circuitry current at feed end and relay end. In case
of poor ballast resistance which may be due to poor drainage, damage sleepers
and poor ballast conditions steps can be taken accordingly to improve the same.

TRACK CIRCUIT IN TURN-OUTS

Additional block joints and rail bonds need to be provided on track circuits having
point turn-outs in them. They are required in order to avoid electrical short on each
road by the rails of the other on diversion and also to ensure that the track relay
gets shunted in all portions of the track. Also, while providing end position block
joints on turnout track circuits, protection to running or stabled vehicles shall be
ensured near fouling marks by spacing them with care. It is also preferable,
wherever possible the track circuit rails in series between the feed and the relay
ends.
For track circuiting on turnouts three types of arrangement are possible, viz.
(1) Parallel connection
(2) Series connection and
(3) Series Parallel connection.
The choice between the three depends on the location of track circuit and the
required degree of safety for traffic.
 :: 9 ::

PARALLEL CONNECTION OF A SIMPLE TURNOUT

After providing two block joints in the middle of track circuit, the feed is extended
on to the insulated rail by means of a small two core cable or a mild steel strap
called Feed extension jumper'. This makes it possible for a vehicle to shunt the
track relay while on the parallel portion of the track circuit. (FIG-8.1 & 8.2)
It is preferable to have the block joints in the middle on a less used track (i.e.,
diversion) to increase their life of insulation.

SERIES CONNECTION OF A SIMPLE TURNOUT.

In FIG-9.1 three block joints are provided on the turnout and the track circuit ends
of the two roads are joined by means of two cable jumpers. Connection of the relay
end and feed end may be interchanged if necessary to minimise the cable length.
Here both +ve and –ve connected in series.
In FIG-9.2 one block joint separates the rails of same feed polarity. The failure of
this block joint brings the insulated portion of track circuit in parallel and this may
not be detected till the block joint is tested.

SERIES - PARALLEL CONNECTION OF TURN-OUT.

In this arrangement (FIG-10) of track circuit, only positive or phase polarity rails are
connected in series at the turnout, keeping the rails of other polarity deliberately in
parallel. This is necessary in electric traction areas to provide multiple paths for
traction return current in the track circuit. Then only, interruption in one path does
not force the traction currents to pass through the track circuit equipment and
interfere with its working. In non RE areas also, sometimes this arrangement is
preferred in view of economy in cable expenditure.

TRACK CIRCUITS ON A CROSS- OVER

Both track circuits end in the middle of cross-over as shown in FIG-15. Each half
of the cross-over forms part of a multiple (parallel connection) track circuit on the
main line adjacent to it. The thick lines indicate traction return rails in RE area. In
non-RE area the transverse bonds are not provided.
Positive feed jumpers in RE area and all feed jumpers in non-RE areas are
provided by the S&T staff. Each track circuit has 6 block joints on the turnouts with
two more block joints in between.

TRACK CIRCUITING AT FOULING MARKS & PROTECTION

(1) A track circuit shall extend beyond fouling marks on both straight road and
diversion portions to afford protection to the standing vehicles. In case, it is not
possible to provide the block joints beyond fouling marks on any portion, the point
operation to a position connecting the fouled line is prevented until the time the
fouling vehicle clears the adjoining track circuit also.
(2) With parallel connection of turnout track circuits, the non-clearance of fouling
mark by a vehicle may not be detected when any connection in the parallel portion
is broken. This shall be checked and avoided especially in case of the 1 in 8 1/2
and 1 in 12 turnouts. Hence, it is preferable to have series connection track circuits
to have fouling mark protection on running lines.
 :: 10 ::
(3) The end position block joints on turnout track circuits shall be so located that
not only the last axle wheels but also the overhanging portions of vehicle (1.8m)
clear the fouling mark before the track relay picks up. See FIG-11

TRACK CIRCUITS ON LADDER LAYOUTS:-

(a) Parallel connection (FIG-12):-
Here, for two turnouts on a ladder, 4 block joints and two positive feed jumpers are
provided, while having the feed and relay connections on the first line.
(b) With positive rail in series (FIG-13):-
In this arrangements also, four block joints are provided on the turnout portions.
The second line turnout block joints are provided on the straight road. The positive
rails are connected in series by means of two long feed jumpers as shown. The
feed and relay connections are close to each other on the first turnout.
(c) With both positive and negative rails in series (FIG-14):-
In this arrangement, three block joints are provided on each turnout so that the
negative rails are cut in the middle and included in series. For this purpose, one
long and one short negative feed jumpers are connected as shown. The position
of negative connection to the relay also gets shifted to the right of block joint as
can be seen above.

AUDIO FREQUENCY JOINTLESS TRACK CIRCUIT

INTRODUCTION:
The Audio Frequency Track Circuit (AFTC) is the Joint less type of track circuit
specifically designed to meet the onerous immunity required in AC or DC electrified
areas against the high levels of interference present mainly due to traction
harmonics. The equipment is classified as universal since it can be used-in AC, DC
or Non-electrified sections and meets all the requirements of the known track
circuits.
TECHNICAL SPECIFICATION OF AFTC:
1, Track, circuit length
a) End Fed
Low mode : 50 - 250 metres.
Normal mode : 200 - 1000 metres.
b) Centre fed : 300 - 900 metres. (each half)
2. Minimum ballast resistance : 2 OHM / km
3. Minimum Train shunt resistance : 0.5 ohm (outside tuned area)
: 0. 15 ohm (inside tuned area)
4. Boundary of track circuit : 5 metres (max.) (from centre of tuned
area)
5. Length of electrical separation : 18.0 - 22.0 metres.
of joints
6. Output relay : 50 V / 1350 ohm. DC neutral relay to BRS
930.
 :: 11 ::
7. Current consumption on 24 V DC side
Transmitter : 2.2 A (Max)
Receiver : 0.5 A (Max)
8. Transmitter power output (max)
Low Mode : 3W
Normal Mode : 40 W.
9. Maximum length of connecting cable between
a) Transmitter & feed end tuning unit : 30 meters
b) Receiver & Receiver end tuning unit : 350 meters
11. Receiver output = 40 V - 65 V DC.
12. Receiver Sensitivity = 15 mA.
13. Maximum length of cable (19/1.8 mm Sq. Al.) between the tuning unit and
track.
Long Cable = 3.25 M.
Short Cable = 1.45 M.
14. Resonated impedance bond:
Resonated impedance = 12 ohm (Min.)
Traction impedance = DC 0.75 m. Ohm. and AC 3.00 m. Ohm.
15. Power Supply Unit. :
Input (Nominal) = 110 V, 50 Hz.
Input tapings = 5 - 0 - 95 - 105 - 115 V.
Output voltage = 22.5 to 30.5 V DC.
Output current = 4.4 A (Max.)
Ripple Content = 3 V peak to peak.
7. Track circuit Frequencies :

Actual Frequency band

Type Nominal Frequency Lower Limit Upper Limit

A 1699 Hz. 1682 Hz. 1716 Hz.

B 2296 Hz. 2279 Hz. 2313 Hz.
C 1996 Hz. 1979 Hz. 2013 Hz.
D 2593 Hz. 2576 Hz. 2610 Hz.
E 1549 Hz. 1566 Hz. 1532 Hz.
F 2146 Hz. 2163 Hz. 2129 Hz.
G 1848 Hz. 1865 Hz. 1831 Hz.
H 2445 Hz. 2462 Hz. 2428 Hz.
 :: 12 ::
ADJUSTMENTS OF AFTC:

1. Adjustment of Joint less AFTC EQUIPMENT:-

a) Ensure that the equipment has been installed and connected properly.
b) Ensure that the AFTC of proper frequency units has been installed.
c) Set the, power supply input tapping to match the 110 VAC supply.
d) Adjust the Receiver gain as per the Annexure No. 1 and the under mentioned
procedure shall be followed :

2. Transmitter (Normal mode)

a) (i) Connect one ohm TSR across rails at receiver end tuning unit connections.
Go on reducing the gain setting till the relay drops.
(ii) Now, increase the TSR to 1. 1 ohm. The relay should pick up.
b) If the relay does not pick up, repeat steps (i) & (ii) above for TSR- of 1.2 ohm
and 1.3 ohm.
c) Increase the gain, if the relay is still de-energised. Now the relay should pick up.
d) Reduce the TSR in steps of 0.1 ohm. The relay should definitely drop for TSR
greater than or equal to 0.5 ohm.

3. Transmitter (Low mode)

a) (i) Connect 1.5 ohm TSR across rails at receiver end tuning unit
connections. Go on reducing the gain setting until the relay drops.
(ii) Now increase the TSR to 1.6 ohm, the relay should pick up.
b) If the relay does not pick-up repeat steps (i) & (ii) above for TSR of 1.7 ohm
and 1.8 ohm.
c) Increase the gain if relay is still de-energised. Now the relay should pick up.
d) Reduce the TSR in steps of 0.1 ohm. The relay should definitely drop for TSR
greater than or equal to 0.5 ohm.

RESTRICTIONS:
1. No receiver shall be positioned less than 200 m from any Transmitter on
normal mode and 50 m from low power mode of the same frequency.
2. Centre fed track circuit is to be used only where track needs to be longer
than permitted for an end-fed arrangement.
3. Tuned zones should not be located at level crossings.
4. If a level crossing lies in the track circuit, receiver should be located nearer to
the LC and the length should be restricted to 75% of its normal length. Transmitter
shall be connected only in normal power mode.
5. Track magnet of AWS and impedance bond shall not be located in the tuned
zone.
 :: 13 ::
6. Track devices of axle counter should not be located within 5 m of tuned zone or
15 m of ETU.
7. Inside the track circuit having frequency A - 1699 Hz. (nom.), track device of
the axle' counter shall be located beyond 200 m from the TX of the track circuit.
For track circuits of frequencies E - 1549 Hz. (nom) & G - 1848 Hz. (nom.), the
distance between Tx of the track circuit and track device of the axle counter shall
not be less than 100 m.
8. An earthing rod is to be provided at every location box and all earth
connections from PSU, lightening arrestors of TX & RX are to be made to this
earth. It may also be necessary to provide such earthing arrangements near TTUs
in lightening - prone areas.
9. Tx and Rx locations must be positioned as close as possible to the units.
10. Two units of the same frequency may be housed in the same location provided
they are fed from separate PSUs.

TESTING AND COMMISSIONING:

1. Transmitter / Receiver Input Supply Voltage / Current :-
Check Transmitter and Receiver input supply voltage and current between
terminals B-24, N-24 of transmitter and receiver.
The voltage and current should be as below :

Current (A) Voltage (DC)

Description
Min. Max. Min. Max.
Transmitter Input
Low Mode 0.2 0.4 A 22.5 30.5
Normal Mode 1.3 2.2 A 22.5 30.5

2. Transmitter output & Transmitter Tuning Unit Input Voltage

Check Transmitter Voltage at OP1 & OP2 and tuning unit input voltage at
terminals 1 & 2/4 & 5 for low and normal mode respectively, using frequency
selective meter unit.
The voltages should be as below :

Transmitter Tuning
Transmitter output voltage
Type Unit Input Voltage
Min. V (AC) Max. V (AC) Min. V (AC) Max. V (AC)

A.C.E. & G 10 11 8 11
B.D.F. & H 15 16 13 16
 ;; 14 ::

3 Transmitter & Receiver end Rail Voltage:

Check the Transmitter & Receiver end rail voltage at terminals T1 & T2 of the
respective tuning units, using frequency selective meter unit. Voltage should be as
below :

TC Transmitter End Tx Type Receiver End Rx Type

Length Mode ACEG Volts BDFH ACEG BDFH Volts
Volts Volts
50 m Low Power 0.8 0.8 0.8 0.8
150 m Low Power 1.2 1.4 0.9 0.8
250 m Low Power 1.4 1.8 0.5 0.5
200 m High Power 4.5 6.4 1.2 1.6
400 m High Power 5.0 7.0 1.0 1.2
900 m High Power 5.3 7.2 0.4 0.5

DO's AND DONT's,:

DO’s :
1. Rail Bonding in the tuned area should be done with 50 Sq.mm Aluminum Cable.
2. Drop shunt test should be carried out at RX end.
3. Only one pair of frequencies (A/B or C/D or E/F or G/H) shall be used on
CWR/LWR sections. Combination with other frequencies can be done when
provided with insulated rail joints.
4. Frequency selective meter unit (FSMU) shall be used for measurement (except
for power supply measurement) as far as possible. If measurement is to be done
with digital multimeter, it shall be done after disconnecting power supply to the
adjoining track circuits.
5. During Measurement,
a) Companion transmitter shall be switched off.
b) Rx end of the adjacent track to be shorted or power supply to be switched off.

DONT's:
1. Same PSU shall not. be used for feeding more than one transmitter or Receiver
of the same frequency.
2. In electrified sections, measurements should not be made when a train is in the
vicinity.
3. There shall be no impedance bond, level crossing or switch expansion joint
inside the tuned area.
4. Axle counter transmitter and receiver should not be located in the tuned area.
No track device of axle counter of 5 KHz. system shall be located within 200 rnts.
of AFTC transmitter of frequency A and within 100 mts. of frequency E & G.
 :: 15 ::
FAULT DIAGNOSIS AND RECTIFICATION:
a) If both adjoining track circuits have failed together, first of all check items
common like power supplies, tuning unit or interconnection.
b) Transmitter End
1. Check for "Singing Noise" produced by Transmitter and tuning unit.
2. Check rail to rail voltage at the Transmitter end. If this is OK, application of a 0.5
ohm TSR across the feed end tuning unit rail connections will lower Rail to Rail
voltage by approximately 50%, if the transmitter end is working OK. As such no
further tests needed to be done at Transmitter end.
3. Test 24 V DC Power Supply Voltage and current to Transmitter and the
Transmitter output voltage.
If readings from these tests show a deviation from the normal limits, the power
supply unit, Transmitter or tuning unit may be faulty.
4. For the integrity of interconnections, check tuning unit input and output voltages.
c) Receiver End:
1. Check companion tuning unit voltage. If it is not within limits, the companion
tuning unit is faulty if the rail to rail voltage at the tuning unit of the failed track
becomes OK when T1 and T2 terminals of companion tuning units are shorted.
2. Check the Receiver input current. If this is very less for the Receiver to operate
(less than 15 mA), the Receiver tuning unit is faulty. If it is adequate but the
Receiver output at R + R - is very less with a satisfactory power supply, change
the, Receiver.
ABB – AUDIO FREQUENCY JOINTLESS TRACK CIRCUIT – STYLE TI –21
The basic block diagram of AF track circuit is shown below. The transmitter
feeds in the AF voltage to the track through tuning unit which is received at the
other end by the receiver. A standard miniature line relay is directly operated by
the Receiver.
The track circuit operates on a frequency shift principle where the basic
frequency is shifted between two frequencies close to each other (+ 17 Hz. & - 17
Hz.). - Both the frequencies are detected independently by the receiver for
energising the track relay. This modulation is made to enable transmission of AF
without getting distorted. There are eight nominal frequencies (A to H) in the range
of 1.5 KHz. to 2.6 KHz. that are employed to have eight. types of track circuits.
This enables two types to be used per track and with the available eight types,
track circuit requirement of quadruple lines can be met.
ELEMENTS OF AFTC:
AFTC consists of
Sl.No Description Quantity Sl.No Description Quantity
1 Transmitter 1 4 Receiver 1
2 Tuning Unit 2 5 Power Supply Unit 2
3 End Termination unit 1 6 Output Relay 1
 :: 16 ::

EFFECTS & USES OF A TRACK CIRCUIT IN SIGNALLING

CIRCUIT
1) To indicate occupied / unoccupied condition of a track.
2) To prevent reception / despatch of a train in an occupied track.
3) To put back a signal to its “ON” aspect.
4) To prevent operation of a point under wheels.
5) To protect fowling point in a point track.
6) To lock the route in the face of an approaching train.
7) To prove the complete arrival of a train.
8) To control the aspects of a signal in an automatic area.
9) To prevent automatic re-clearance of a signal.
10) To assist effective working of an axle counter.
11) To achieve one slot one train system of working.
12) To introduce automatic block working.
1T 2T

FIG-6 1TR 2TR

1T 2T

FIG-7 1TR 2TR

 POINT ZONE TRACK CIRCUIT

PARALLEL CONNECTION
OF SIMPLE TURNOUT

SERIES CONNECTION
IN SIMPLE TURNOUT

SERIES-PARALLEL
CONNECTION OF TURNOUT
F.M.
 SERIES-PARALLEL
CONNECTION OF TURNOUT

F.M.
FOULING MARKS
AND PROTECTION

PARALLEL CONNECTION
FIG-12

F.M.

+VE IN SERIES AND

F.M.
-VE IN PARALLEL
FIG-13
F.M.

BOTH +VE AND

-VE IN SERIES
FIG-14

TRACK CIRCUIT ON A CROSS-OVER