Chapter 20: Automatic Block Signalling

Section 1: Automatic Signalling - General

20.1.1 Automatic Block System on Double Line/Single Line: General
(a) Automatic Block is a system in which the movement of trains is controlled by
Stop Signals which are operated automatically by the passage of trains past
the Signals.
(b) The automatic Stop Signal which governs entry of Train into an Automatic
Signalling section is a multiple aspect colour light signal which is not
dependent upon manual operation but is controlled automatically by the
passage of a train into, through and out of the Automatic Signalling section
which the Signal governs.
(c) The line between two adjacent crossing stations shall be divided into a
series of Signalling sections and entry into each signalling section shall be
controlled by a Manual Stop Signal or an Automatic Stop Signal or a Semi-
Automatic Stop Signal which must assume 'ON' position on entry of a train
into the section and be maintained in that position until the train has passed
clear of the next Automatic Stop Signal in advance and also for an adequate
distance beyond it.
(d) No automatic signal shall assume 'OFF' position unless the Line is clear not
only up to the next Stop Signal in advance but also for an adequate distance
beyond it. Except under approved special instructions, this adequate distance
shall not be less than;
(i) 120 meters, if next Stop signal in advance is an automatic signal.
(ii) 180 meters, if *next Stop signal in advance is a Manual stop signal or
Semi-automatic signal.
(*Note: if such signal is a Home signal or LC gate signal)

(e) Signals shall be so spaced as to meet the operational requirements of the

section. At the same time the distance between signals shall not be so high
as to cause serious repercussions during failures or so small as to provide
inadequate braking distance. If the distance between the Caution and Stop
Aspects in the case of three aspect signalling or Attention and Stop Aspects in
the case of four aspect signalling, is less than the Emergency braking
distance of a train, the speed of that train shall be so regulated as to bring
the Emergency braking distance within the above mentioned signal spacing.
(f) The Signal that governs entry into the Block section shall be Manual or
Semi-Automatic Stop Signal, which are explained below.
20.1.2 Manual Stop Signals and Semi-Automatic Stop Signals
(a) Manual Stop Signals: Fixed Signals which require manual control each
time they are taken 'OFF' are called Manual Stop Signals. Manual stop
signals shall be manually operated multiple aspect colour light signals which
shall assume ‘ON’ position automatically on the occupation of the section
ahead but shall assume ‘OFF’ position only when on clearance of the
relevant section and they are operated manually.
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 (b) Semi-Automatic Stop Signals: A fixed signal having both manual and track
circuit controls and which is capable of being operated either as an Automatic
Stop Signal or a Manual Stop Signal, is called a Semi-Automatic Stop Signal
i.e they are capable of being operated either as Automatic Stop Signals or
as Manual Stop Signals as per need.

(i) The Semi-Automatic Stop Signal when working as an Automatic Stop

Signal shall conform to an Automatic Stop Signal in all matters relegating
to its functioning including its normal aspect.

(ii) Similarly, a Semi-Automatic Stop Signal when working as a Manual Stop

Signal shall conform to Manual Stop Signals in all matters including its
normal aspect.

A control may be provided to make a Semi-Automatic Stop Signal to work

either as an Automatic Stop Signal or as a Manual Stop Signal as required.

20.1.3 Special Requirements of Automatic Block System on Single Line

In case of single line, Line clear shall be obtained and Direction of Traffic shall
be established as per GR 9.03 (Extract given below)

GR 9.03. Essentials of the Automatic Block System on single line.

(1) Where trains on a single line are worked on the Automatic Block System,
(a) The line shall be provided with continuous track circuiting or axle counters,
(b) The direction of traffic shall be established only after Line Clear has been
obtained from the block station in advance,
(c) A train shall be started from one block station to another only after the
direction of traffic has been established,
(d) It shall not be possible to obtain Line Clear unless the line is clear, at the
block station from which Line Clear is obtained, not only up to the first Stop
signal but also for an adequate distance beyond it,
(e) The line between two adjacent block stations may, where required, be
divided into two or more automatic block signaling sections by provision of
Stop signals,
(f) After the direction of traffic has been established, movement of trains into,
through and out of each automatic block signaling section shall be controlled
by the concerned Automatic Stop signal and the said Automatic Stop signal
shall not assume ‘off’ position unless the line is clear up to the next
Automatic Stop signal:
Provided further that where the next Stop signal is a Manual Stop signal,
the line is clear for an adequate distance beyond it, and
(g) All Stop signals against the direction of traffic shall be at ‘on’.

(2) Unless otherwise directed by approved special instructions, the adequate distance
referred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 meters.

Chapter 20: Automatic Block Signalling Page 421 of 535

20.1.4 Establishing Direction of Traffic for Automatic Stop Signals on Single Line

(a) A Control shall be provided to establish direction of traffic and to ensure that
conflicting signals can not be taken off and a suitable indicator provided to
indicate the direction established. It shall not be possible to change the
direction unless the entire line between two crossing stations and the overlap
in the direction to be established are Clear. The mechanism of the control
shall, in addition, be suitably approach locked.

(b) Automatic Stop Signals shall operate in the direction of traffic established.
Those Automatic Stop Signals which are against the direction of traffic must
exhibit 'ON' position.

20.1.5 Train Detection (Track Circuits/Axle Counter) for Automatic Signalling

(a) The line shall be provided with track circuits or Axle Counters over its entire
length and may be divided into a series of Automatic Signalling Track Sections.
The Track Circuit for the overlap must be separated from the Track Circuits
for the remaining portion of each signalling section. In case of Axle Counters,
track section may be extended from foot of the next signal in advance up to
an adequate distance beyond it.

(b) DC Track circuits are not to be provided in block section, in future working
due to maintenance issues.

(c) Track circuits/Axle Counter shall also be provided on all passenger running
lines as well as other reception lines between passenger lines including their
connections to the main lines at all stations on the Automatic Section including
stations at either end of the section. There shall be no dead section between
the Track Circuits/Track sections of the station and the Track Circuits/Track
sections of the Automatic Section.

(d) The design of the Axle Counters between two adjacent stations, shall be such
that, individual track sections in each direction shall have resetting facility
from dispatching end station master in case of failure of equipment, with co-
operation of receiving end station master for verification of last vehicle.

(e) Redundancy may be provided in Track circuits/Axle Counters in the Automatic

Section to improve availability.

(f) Media diversity shall preferably be provided for Axle Counters.

(g) Track indicator for Automatic Signalling on Single Line: An indicator shall be
provided at each station to indicate whether the block section is occupied or
clear.

20.1.6 Markers

(a) Each Automatic Stop Signal shall be identified by its number and provided
with a Marker consisting of a white disc with letter ‘A’ in black.

(b) A Semi-Automatic Stop Signal shall be provided with a Marker which shall
show a white illuminated letter ‘A’ against a black background when the
signal works as an Automatic Stop Signal.
Chapter 20: Automatic Block Signalling Page 422 of 535
 (c) Such a Signal interlocked with a level-crossing shall be provided with a yellow
disc with letters ‘G’ in black and an ‘A’ marker light. The ‘A’ marker shall be lit
only when the gates are closed and locked against road traffic.

(d) A Semi-Automatic Stop Signal shall be provided with a Marker which shall
show a white illuminated letter 'A' against a black background when the signal
works as an Automatic Stop Signal.

(i) Such a Signal interlocked with a level-crossing shall be provided with an

enamelled yellow disc with letters 'G' in black and an 'A' marker light. The
'A' marker shall be lit only when the gates are closed and locked against
road traffic.

(ii) When a Semi-Automatic Stop signal is required to protect a level crossing

gate as also points, the signal may be provided with an illuminated 'AG'
marker in addition to the illuminated 'A' marker.

(e) The illuminated markers of a Semi-Automatic Stop Signal shall preferably be

repeated at the place of operation of the Signal along with the aspects of the
Signal.

20.1.7 Restrictions in Graded Sections

(a) Automatic Signalling shall not be provided on sections with heavy and
continuous falling gradients steeper than 1 in 80 unless the brake power of
trains on the section is adequate to enable the trains being stopped at each
of the Automatic Stop Signal.

(b) The suitability of Automatic Signalling on heavy and continuous rising

gradients shall be decided in consultation with the concerned Departments
duly taking into account the ability of a train to start after it has been stopped
at an Automatic Stop Signal.

(c) Points and Crossings in Automatic Block Sections: Emergency Crossovers

and Siding Points shall be secured and approach locked and detected by
Signals reading over the Points.

Section 2: Installation of Automatic Signalling

20.2.1 The installation and wiring shall be carried out as per approved plan and Circuit
Diagrams.

The circuits and equipment shall be so installed as to cause minimum failures

while ensuring maximum safety.

20.2.2 Circuit Features for Auto Signals

(a) The aspects of an automatic signal shall be controlled by the main signal in
advance through lamp proving relays/object controller, in addition to the
controlling relays.

(b) All fail-safe circuits shall work on continuously energized principle such that
any open circuit in wiring, relay contacts, etc. or loss of power supplies shall
not cause an unsafe condition.
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 (c) An automatic signal on a double line/single line shall require all tracks to be
clear up to the next signal and an adequate distance beyond, before it can
display 'OFF' position as per Para 20.1.1 (d). In case of Single Line, Direction
of traffic, shall also be established.

(d) LED signals of approved type by RDSO shall be used.

(e) All external circuits shall be provided with double cutting arrangements.

(f) The circuits shall be so designed that, if the lamp of the aspect displayed
fails, the signal shall immediately assume the next restrictive aspect. Also if
a signal which must display red aspect does not do so for any reason
whatsoever, the signal in rear shall display a red aspect.

(g) The circuit for illuminated 'A' marker of a Semi Automatic Signal shall be
such that the 'A' marker lights up only when the signal is working as an
automatic signal.

(h) The circuit for illuminated 'AG' marker where provided shall be such that the
'AG' marker lights up only when the conditions for 'A' Marker to light up are
satisfied except for the level crossing gate which may either be open to road
traffic or may have failed.

(i) The illumination of the 'A' marker shall prove the correct setting and locking
of the points as required and ensures the back-locking of the route. Level
crossing gates, if any, on the route shall be proved closed and locked to the
road traffic.

(j) The relevant information of Automatic Signalling gears in section should be

available/visible at station like Signals Aspects, track status information, Axle
Counter reset information and gate information.

20.2.3 Level Crossings in Auto Section: Please refer to Chapter 14, section 1 of
SEM for working of LC gates, approach locking and audible warning to LC gate
man.

20.2.4 Installations - Misc

(a) Track circuits: Provisions contained in Chapter 17 of SEM shall be adhered to.

(b) Power Supply: Provisions contained in Chapter 16 of SEM shall be adhered to.

(c) Installation in 25 KV AC electrified areas: Provisions contained in Chapter 22

of SEM shall be adhered to.

(d) Installation of Cables: Provisions contained in Chapter 15 of SEM shall be

adhered to.

(e) Extant guidelines on Installation, Testing & Commissioning shall be adhered

to.

Note: An example of Automatic signalling scheme using optical fibre cable(OFC), Multi
Section Digital Axle Counter (MSDAC) and Object Controllers (of Electronic Interlocking)
is given at Annexure: 20-A1 for information.

Chapter 20: Automatic Block Signalling Page 424 of 535

 Section 3: Maintenance of Automatic Signalling Section
20.3.1 LED signal lamps shall be replaced in case of failure/after completion of codal life.

20.3.2 Marker light shall be replaced on age cum condition basis.

20.3.3 The following shall be tested by the SSE/JE (Signal) at least once in a year:

(a) Track Circuit control on signal and aspect control by signals in advance;
(b) Automatic Cutting-in of the next restrictive aspect when the LED aspect of
the main signal fails;
(c) Interlocking equipments and circuits for level crossings and points;
(d) The circuits that establish the direction of traffic in Single Line and prevent
clearing of conflicting signals on sections provided with Automatic block
Signalling on Single Line;
(e) Axle Counter resetting circuits, if provided.

20.3.4 All failures reported by the Loco Pilots/Motor man shall be promptly attended.

20.3.5 Track Circuits/Axle Counter Maintenance

(a) Adequate precautions should be taken after every track renewal work to
ensure proper working of track circuits/Axle counters.
(b) Provisions contained in Chapter 17 of SEM shall be adhered to.

20.3.6 Power Supply: Provisions contained in Chapter 16 of SEM shall be adhered to.

20.3.7 Cables: Provisions contained in Chapter 15 of SEM shall be adhered to.

Section 4: Modified Semi-Automatic Signalling Working

20.4.1 (a) Under special instructions, one of the automatic stop signals between two
stations in the automatic block signalling territory on Double Line may be
made as modified semi-automatic stop signal in each direction. During
abnormal conditions like fog, bad weather impairing visibility, Modified Semi-
Automatic Signal may be worked by extinguishing ‘A’ marker in the manner
prescribed under special instructions and this section shall also ensure that
the ‘A’ Marker of the Advanced Starter Signal of the station in rear and
Home signal of the station in advance shall also be extinguished. (Provisions
as per para 9.01 of GR shall be ensured.)

(b) Interlocking will be such that during mid-section Modified automatic signal
working with ‘A’ marker extinguished, not more than two trains, one on either
side of this modified stop signal, will be ensured by the signalling system
between two stations in any given direction at any given point of time. The
mid-section modified semi-automatic stop signal shall when ‘OFF’ depict the
aspect (Green or Double Yellow etc.) based on the aspects and number of
Automatic signals (including any other signal) between this signal and the
Home signal of the receiving station.

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 (c) Such Gate signal, which has been converted as mid-section modified Semi-
Automatic Signal, is provided with ‘A’ & ‘AG’ markers. During modified
Automatic Signalling working, these markers will be extinguished.

(d) During normal conditions, mid-section modified semi-automatic stop signal

shall work as normal automatic stop signal.

(e) The mid-section Modified automatic signal shall be painted with alternate
blue and white strips in between.

(f) The relevant indications whether the signal is in normal automatic mode or
modified semi-automatic mode shall be available to the station masters at
both the ends.

Note: This chapter has under mentioned Annexure

S.No. Annexure No. Description
1 20-A1 Automatic Signalling Scheme with OFC, MSDAC & OC

Note: This chapter has under mentioned Drawings in Appendix II

S.No. Drawing No. Description
1 20-D1 Automatic Signalling Scheme with OFC, MSDAC & OC

Chapter 20: Automatic Block Signalling Page 426 of 535

Para No. 20.2.4 Annexure: 20-A1

Automatic Signalling Scheme with OFC, MSDAC & OC

Brief context

The automatic signaling is implemented usually with DC track circuit, AFTC, Universal
Axle Counter (UAC), Single Section Digital Axle Counter (SSDAC). Any Failure of auto signals
will have cascading effect on Trains.

In order to have much better availability, Optical Fibre Cables (OFC) along with Electronic
Interlocking/Object Controllers and Multi Section Digital Axle Counters (MSDACs), with dual
detection may also be used for Automatic Block Signalling (ABS)

I. Introduction

The scheme is explained for a typical block section consisting of three Automatic Block
sections. The scheme consists of two components. One is controlling of aspects of Automatic
signals based on the clearance of tracks ahead and other is Train/track detection for block
section.

(a) Signal aspects are controlled using Object Controllers, placed at controlling Auto section
Goomties.
(b) Continuous Train/track detection is achieved through MSDAC (Dual detection).

For Installing the above two equipment along with necessary power supply, Auto
section Goomties are provided in the block section, with each Goomty catering for one UP
& one DOWN Automatic Signal.

II. Description of the Scheme

A. Auto Goomties

UP and DOWN Auto signals are planned in such a manner that, they are near to a Auto
goomty to drive them. An Auto Goomty (AG) (Relay hut) , works as RBG room for
controlling these UP and DOWN Auto signals as shown below.

Fig 1. Auto Goomties for controlling One Up & One Dn signal

Chapter 20: Automatic Block Signalling Page 427 of 535

B. Electronic Interlocking (EI) and OCs
Both stations ‘A’ and ‘B’ on either end of the block section are provided with Electronic
Interlocking System. The Automatic Signals of either direction are controlled by the EI
of Sending station, through the OCs provided in the AGs. Two OCs are provided in each
AG, for controlling either direction Automatic Signals. This arrangement will ensure that
if any OC has failed, only one direction traffic will get affected. OC for DOWN direction
is connected to EI of station A, similarly OC for UP direction is connected to EI of station
B. The communication media between AG and Station is through OFC and not through
any copper cable. Two numbers of 24 fibre OFCs are provided on UP and DOWN directions
for path diversity.

Fig 2. Interconnection between OCs and EIs over OFC

The communication arrangement between OCs and Central Interlocking Units
(CIUs) in Station A – Station B Automatic section is given below.
1. The DOWN direction Automatic Signals from Station A – Station B are controlled by
CIU of Station A with OC placed at Goomties at each location of signal.
2. Thus a, total 4 OCs are connected to Station A CIU corresponding to G-3, 4, 5 and
one OC is placed at Station B to gather the information of Station B`s Down Home
signal , in order to control the aspect of it`s rear automatic signal. (HYR, HHYR, DYR).
3. Channel A of OC No 24 at Station B is connected to Station A CIU over 4 fibers on UP
direction 24 core fiber (Fiber 9, 10, 11 & 12). These fibers are patched in each and
every location of goomties to have continuity of communication.
4. The architecture of EI provides for 8 number of ports and each port can be connected
with 4 OCs except in case of VDUs where only one VDU can be connected to one
port. The configuration of connection of these 4 OCs to CIU is given in Drawings.
5. The channel-A of 4 OCs is connected to M-0 port of CIU using 4 conductors of fiber,
where primary of one OC is connected to secondary of another OC in cascading way.
Similarly Channel-B of 4 OCs is connected to Channel B of M-0 Port using 4 fiber
conductors.
6. Using this connection configuration, the Down direction OCs of 4 & 5 are cascaded
and their Channel-A is connected to channel A of M-5 port on Up direction 24 fiber
using its 5, 6, 7 & 8 conductors. Similarly Channel-B is connected to channel B of M-
5 port on DN direction 24 fiber using its 5, 6, 7 & 8 conductors. Hence the path
redundancy is achieved by connecting channel-A on UP direction 24 fiber and
Channel-B on DN direction 24 fiber. This arrangement is preferred keeping in view
on the limitation of fibers.
7. In brief, the OC at G - 3 is connected to M-4 port, OCs at G – 4 & 5 are connected to
M-5 port and OC at Station B is connected to M-6 ports of CIU at Station A.

Chapter 20: Automatic Block Signalling Page 428 of 535

 8. Bidirectional RS 485 to OFC converter is used as interface between dark fiber and
CIU as shown below.

Each OFC converter has one primary (Tx, Rx) and one secondary (Tx, Rx). Two
converters are required to connect one OC (Ch-A and Ch-B) to one port at CIU end.
Similarly two more converters are required at OC end.

9. Similarly, the allocation of fibers in Station B – Station A Up direction may be seen in

drawings.

C. MSDACs with Dual Detection

The necessary requirement of Automatic block section is continuous track

detection between adjacent block stations. MSDACs with dual detection (M&R), with
one Detection Point (DP) on each rails of track are used for redundancy and auto
resetting facility. However, both DPs will function simultaneously in Hot-standby mode,
so that failure of any one of the DPs will not affect the track vacancy detection.

In order to minimize the number of track sections, no separate track section has
been made for overlap portion of auto-sections. A single track section includes route as
well as overlap of a signal. Supervisory track sections have been formed using the DPs of
track sections for automatically resetting the track sections. Each supervisory track
section covers two (02) track sections. Supervisory track sections have overlapping
boundaries.

Fig 3. Track Sections and Supervisory track sections

Chapter 20: Automatic Block Signalling Page 429 of 535

Two evaluators (EVs) (M&R) are provided in each AG as well as adjacent stations. The
main DPS of UP and DOWN direction are connected to EV(M) and redundant(R) DPs of
UP and DOWN direction are connected to EV(R). The MSDACs used in the present
scheme have one dedicated COM-AdC board with ethernet port to communicate with
adjacent EVs. The evaluated information from COM-AdC is transferred through it’s
ethernet port to dedicated OFC, via an unmanaged ethernet switch as shown in Fig.4.
The COM-AdCs of both M & R EVs are hot linked and any failure of one of the board
does not hamper the track detection.

Fig 4. Interconnection of EV with OFC via COM

The ethernet switch used in Fig.4 is as shown below

Chapter 20: Automatic Block Signalling Page 430 of 535

 The MSDAC information through ethernet interface (Main & Redundant) is connected
to the ethernet switch which transfers the same onto dark fiber. Two such switches are
used at each location one each for UP and DOWN direction firbers.
The Vital Relays (ACPRs) of each track section are picked up at the sending end of track
section (either in AG or station). The status of vital relays is read by the OCs, and
transmitted to Central Interlocking Unit for logic processing, and the status of aspects
is again sent to corresponding OCs for driving the Automatic Signals.

D. Reset features of MSDAC

The reset arrangement is proposed at three levels using Track Sections and
Supervisory Track Sections, two of which are automatic reset arrangements and
one is manual reset.

(i) L -I : Automatic reset with redundant track section:

Once the train has cleared both the track sections, and any one of the track sections
is in failure state, the track section, which is in clear condition will reset the one in
fail condition. The track section, which is under reset is kept in preparatory mode
and the clear track section information is used to clear the signal.

(ii) L-II : Automatic reset with Supervisory track section:

When a supervisory track section is clear, all the track sections falling completely
within the jurisdiction of that supervisory track section can be assumed to be clear.
If any track section fails and it’s corresponding supervisory track section is clear, it
will automatically reset the failed track section.
In case of automatic resetting with supervisory track section, the reset track
sections will be kept under preparatory mode, and the corresponding signal will
continue to be in ‘ON’ aspect, until a train with low speed enters and exits the
track section with equal count at the boundaries of track section.

(iii) L -III : Manual Reset with Line verification:

In case of failure of Level -1 and Level -2 reset, manual resetting has to be carried
out, which resets all the track sections in the section under consideration. One
reset box at train sending station along with its corresponding Line verification (LV)
box at other station is used to manually reset all the track sections between both
the stations of a particular direction of movement. This reset can be done only
when Station Masters of both the stations have ascertained that all the track
sections between the stations are clear of trains in that particular direction.This
will reset and set all the DPs in preparatory mode. The clearance of train in each
section with balancing of count will make the track section clear and bring to its
normal mode of working.

E. Power Supply Arrangement

Each AG is provided with a Mini IPS, for which the input supply of 230 V AC is from UP
AT and DN AT at each location. The necessary power supplies for EI OCs and MSDAC are
derived from the Mini IPS. MSDAC works on a voltage range of 19-72 V DC. Hence 24 V
DC supply with suitable current capacity from Mini IPS serves the purpose. In stations,
the necessary power supplies are derived from the Major IPS.
Chapter 20: Automatic Block Signalling Page 431 of 535
 F. Cable requirement
Signaling Cable: In the stations, Home & Advance starter signals are directly fed from
the EI/Relay room with standard signaling cable, with aspect repeating relays at signal
locations. Automatic Signals at AG are directly fed using a 12 x 1.5 Sq.mm signaling
cable from AG, without any repeater relay at site, as the distance is not more than 200
meter.

Quad Cable: MSDAC evaluator to each DP requires 1 quad of 4 conductor. A separate 6 quad
cable is used for each DP of dual detection (main + Stand-by) from the nearest Half location
box provided for Signal cable termination at signal location. From AG to Half location box
one 6 quad each is used for UP & DN directions.

Disclaimer:

(1) The scheme given above, was adopted in 2018 for Automatic Signalling work in Vijayawada
– Gunadala – Mustabada section of Vijayawada division of SCRly, is only for Technical
information of signal Engineers and does not indicate endorsement of any particular make of
MSDAC or EI/OC.

(2) Scheme will have to be suitably modified as per Technical requirements/Facilities in

particular make of MSDAC & other equipments being used.

Refer to Drawings 20-D1 in Appendix II

Chapter 20: Automatic Block Signalling Page 432 of 535