S-25

TRAIN DETECTION - TRACK CIRCUITS

TR

INDIAN RAILWAYS INSTITUTE OF

SIGNAL ENGINEERING & TELECOMMUNICATIONS
SECUNDERABAD - 500 017
INDIA
JANUARY 2009
 S-25

TRAIN DETECTION - TRACK CIRCUITS

CONTENTS
S.No Chapter Page No

1 Introduction 1

2 D.C Track Circuits 11

3 Joints, Bonding Plans & Maintenance 19

4 Audio Frequency Track Circuit 47

5 Siemens Remote-fed Coded AFTC 51

6 ALSTOM AFTC 63

7 ANNEXURE – I : ABB AFTC – STYLE TI –21 69

8 ANNEXURE – II: US & S AFTC 77

Drafted By P.Raju, IMS-2

Checked By S.K.Nanda, LS1

Approved By Ch.Mohan, SPS

DTP and Drawings G.Rajagopal, SE (D)

Verified by P.V.Ravi, SSE(D)

No. of Pages 81

Date of Issue JANUARY 2009

Version No A1

© IRISET

“ This is the Intellectual property for exclusive use of Indian Railways. No part of this publication
may be stored in a retrieval system, transmitted or reproduced in any way, including but not limited
to photo copy, photograph, magnetic, optical or other record without the prior agreement and
written permission of IRISET, Secunderabad, India”

http://www.iriset.ac.in
 TYPES OF DC TRACK CIRCUITS

CHAPTER – 1: INTRODUCTION
1.1 All electric circuits essentially consist of a power source, a load and a pair of conductors
to connect them with or without a control switch. 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.

Two types of track circuit were designed. 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.' The latter type is rarely used due to its serious limitations.

According to the nature of supply source, the track circuits are categorised as:

(a) D.C.Track Circuits

(b) A.C.Track Circuits and
(c) Electronic Track Circuits.

They are comparable as below: -

Sl.
No D.C.T.Cs. Electronic T.Cs
1. These work on the principle of relay Only track voltage gets reduced in these
voltage regulation when vehicles shunt when shunted to drop the relay.
the track.
2. These are simple in design and less These require more sophisticated and
costly. costly components.

3. They can be fed from small batteries or Track feed is given through individual
rectifiers connected to AC mains. conversion units that need additional
Batteries need more maintenance. surveillance.
4. The maximum workable length of these The maximum workable length of these
track circuits is about 750m. track circuits is about 750m.

5. Insulated Rail joints at track ends are Except points and crossings insulated rail
additional sources of failure in these. joints are not used.

6. Not Immune to interference and Immune to interference and harmonics.

harmonics.

7. Only one rail is available for traction Both the rails are available for traction
return current. return current.

8. Equipment is required to be provided in Equipment can be provided in centralised

the trackside location box. location.

1.2 Types of DC Track Circuits

(a) Open DC Track circuit

(b) Closed DC Track circuit

Page 1 TRAIN DETECTION TRACK CIRCUITS

INTRODUCTION

1.2.1 Open DC Track Circuit

A schematic diagram of an 'Open Track Circuit' is given below: -

7 6 7

5 6

2 1 3

TR

Fig No.1.2.1

The components of the track circuit are: -

1) Battery

2) Adjustable Resistance

3) Track Relay

4) Track Lead Cables

5) G.I. wires connecting cables to the rails

6) Continuity rail bonds

7) Insulated rail joints.

The circuit gets completed when the track is occupied through the net resistance of the
vehicle axles occupying the track circuit.

The series resistance is so adjusted as to give sufficient voltage to the relay when axles
shunt track rails with a high contact resistance. It is also to be ensured that the relay does not
get, without shunt, a voltage enough to pick it up due to leakage currents through track bed
ballast when damp. Otherwise, the track circuit can fail frequently.

In this type of track circuit, if any connection breaks, its occupation goes undetected.
Hence, it is used only for limited purposes where its failure does not lead to unsafe conditions.
Block Section clearance and Approach proving for Calling on Signal Clearance are such
occasions.

IRISET Page 2
 TRACK CIRCUIT PARAMETERS

1.2.2 Closed Type D.C. Track Circuit

A schematic diagram of a 'Closed Track Circuit' (most commonly used) is connected as below:

Fig.No.1.2.2

TR
The components of the track circuit are the same as provided in the 'Open Track Circuit'
as shown earlier, except their mode of connection. In open Track Circuit, the relay is connected
normally energized and 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.
In this track circuit, the series resistance is called a Regulating Resistance. 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. Sufficient regulating resistance is essential because the battery
internal resistance cannot cause much difference to the relay voltage with track occupation.
Regulating resistance also protects the feed equipment when the track is shunted by avoiding a
short across it.
1.3 TRACK CIRCUIT PARAMETERS
The factors which influence the working of this track circuits are shown in an equivalent
electric circuit below: -
Rfc Rr Rrc
RT
RB Rs RR Fig.No.1.3

Rfc Rr Rrc

Resistance Description
RT Regulating Resistance is the resistance which is adjustable when used with a
fixed voltage battery and connected in series with the track.
RB Ballast Resistance is the net resistance offered by the ballast and sleepers
across the track to leakage of rail currents. It varies according to the dry or wet
condition of the ballast and soil
Rr Rail Resistance is the resistance offered by the continuity rail bonds, which is
rather more than the resistance of the rails themselves. It is in fact negligible
under normal conditions, but varies according to bond conditions.
RR Relay Resistance is fixed for a relay and type of its coil connections.
RS Resistance of the shunting vehicles is the resistance offered by the shunting
vehicle axles. It varies according to the condition of rail table (top), weight of the
vehicles and their speed.
The highest resistance which, when applied across the track, can open the track
relay front contacts is known as its 'Train Shunt Resistance' (TSR) value. It is
the measure of its dependability.
Rfc Resistance of track lead cable at feed end
Rrc Resistance of track lead cable at relay end is generally very low and Rrc is the
main constituent of cable resistance.

Page 3 TRAIN DETECTION TRACK CIRCUITS

INTRODUCTION

Limitations are imposed on the above parameters to make the working of track circuits
safe and reliable. These limitations called the 'Track Circuit Parameters'

A track circuit is as reliable as its components and its ability to withstand the external
influences like weather, keeping its relay properly energised. It is dependable for train working
safety as its capacity to detect its occupation when shunted by a vehicle with high rail contact
resistance.

The relations between the various factors mentioned above and the TSR value of a track
circuit have to be clearly understood so as to maintain the track circuits properly under adverse
conditions. A higher T.S.R is always aimed at to ensure safety in train working on these track
circuits.

1.4 MINIMUM PERMISSIBLE T.S.R

It is specified as: -

(a) 0.5 Ω for (a) D.C. Track Circuits.

(b) Audio frequency Track Circuits outside their tuned lengths.

(b) 0.15Ω for Conventional AC Track Circuits and the tuned portions of Audio
Frequency Track Circuits.

1.5 PICK UP SHUNT AND DROP SHUNT RESISTANCES

In case of 'Open Track Circuits', the shunting resistance causes the track relay to pick
up. If this shunting resistance is very high, the track relay may not pick up properly. Hence, the
highest resistance value that can cause the track relay to pick up is called the 'Pick Up Shunt
Resistance Value'.

In case of 'Closed track Circuits', the track relay is normally kept energised. Here, the
application of a proper shunting resistance drops the track relay. The highest value of shunting
resistance that can cause the track relay to drop is referred to as 'Drop Shunt Value'. It should
be measured with TSR Meter once in quarterly. The drop shunt value must be higher than the
minimum permissible TSR for safety working of Track circuit. During regular inspections all the
parallel portion of the track circuit should be checked for Drop-shunt.

Once the track relay is dropped, it requires a considerable increase in its voltage to pick
up again. This increase can be affected by increasing the shunting resistance. This least
resistance value at which the track relay picks up again is called the 'Pick up Shunt Value' of
this track circuit.

1.6 IMPORTANCE OF PICK UP SHUNT ON A CLOSED TRACK CIRCUIT

In longer track circuits, sometimes effective shunting by a lighter vehicle may not take
place throughout their length. At vulnerable points, the track relay may again pick up
momentarily under occupation.

This may be due to rusty rails in a portion of track on less frequently used lines. This
may also be caused by the drop shunt being of critical value and the ballast condition in the
track not being uniform.

So, it is necessary that at the time of installation and often during maintenance, the 'Pick
up Shunt' value be also noted for such track circuits.

IRISET Page 4
 BALLAST RESISTANCE

1.7 BALLAST RESISTANCE

It is the net resistance of various leakage paths across track circuit rails offered by
ballast and sleepers. The longer track circuits, more is the number of these leakage paths in
parallel with each other and hence lesser becomes the net ballast resistance.

Also leakage current through each path goes up with increase in dampness added to the
ballast dustcoat. Clean ballast free from dust or soil is not a good conductor. The ballast
resistance falls to its lowest value during the first showers of monsoon. When rain water flows
over it and washes dust off, the ballast resistance improves again. A good drainage is essential
to avoid water logging and for maintaining a higher ballast resistance. Periodical screening of
the ballast is not only necessary to improve the strength of track bed. It also improves the track
circuit ballast resistance.

VR VR

IF IR

A A

TR
Fig.No.1.7 (a)

1.7.1 CALCULATION OF BALLAST RESISTANCE IN A D.C. TRACK CIRCUIT

Measure the voltages and currents as shown. The Ballast Resistance can be calculated
from: - VF + VR

2(IF – IR)

(i.e. Average Rail Voltage)

Leakage Current

Knowing the length of track circuit, RB per Kilometer can be found out.
In the case of a Track Circuit working on AC., the ballast resistance can be found from: -
RB = V0.4/I0
Where, V0.4 = Voltages across rails at 0.4 length from the Feed End
I0 = The Feed End current when the relay end leads are not connected.
0.4 L

V V 0.4

L
Fig.No.1.7.1 (b)
A I0

Page 5 TRAIN DETECTION TRACK CIRCUITS

INTRODUCTION

1.7.2 MINIMUM PERMISSIBLE BALLAST RESISTANCE FOR TRACK CIRCUITS

It is specified as: -

(a) 2 Ω per Kilometer track length in station yard; and

(b) 4 Ω per Kilometer track length - block section (as here, better drainage can be
provided, the track being free from all line connections).

Note: Wherever PSC (Pre-Stressed Concrete) sleepers are used, availability of insulated liners
up to a minimum level of 97% shall be ensured.

As water seeps through wooden sleepers more easily than passing over the hard
surface of concrete sleepers, the ballast resistance of a concrete sleeper track circuit is always
less than that of wooden sleeper track circuits in monsoon. Also, the capacitance effect of
reinforcing rods in a concrete sleeper drains some more current from the rails to charge itself.
Hence, leakage currents are more in concrete sleeper track circuits.

The basis for arriving at the Minimum Ballast Resistance value of 1 Ω /Km in non-RE
areas is as follows: -

In 1 Km length of track, about 1500 sleepers are provided. If on an average, each

sleeper, with rubber padding under the rails and neoprone liners under pandrol clips offers at
least 1500 Ω resistance in parallel with damp ballast, the net resistance amounts to 1 Ω per
Kilometer.

In RE area, as one rail of single rail track circuit is maintained at earth potential, that rail
leaks more current to earth.

1.8 MINIMUM PERMISSIBLE RESISTANCE OF A CONCRETE SLEEPER

Type of Area Minimum Permissible Resistance Of A Concrete Sleeper

(a) In Non - RE and 500Ω after six months from the date of manufacture.
AC RE area

800 Ω for Single Rail Track Circuits of up to 200m length

(b) In DC RE area. and Double Rail Track circuits of up to 400m length.
1000 Ω for Single Rail track circuits of more than 200m
length and Double Rail Track circuits of more than 400m
length.

1.8.1 METHOD OF MEASUREMENT

Measurement shall be made with a sensitive Multimeter of not less than 20 KΩ/Volt
resistance of coil. Megger should not be used.

After cleaning a spot on the surface of each insert, measurement shall be made between
inserts A & B, A&C, A &D, B & C, B & D, and C&D.

The lowest of these readings shall be considered the sleeper resistance.

IRISET Page 6
 BALLAST RESISTANCE AND THE TRAIN SHUNT RESISTANCE (T.S.R)

A B C D

X X

HALF SECTIONAL ELEVATION

HALF SECTIONAL PLAN AT 'X X'

Fig.No.1.8.1

1.9 BALLAST RESISTANCE AND THE TRAIN SHUNT RESISTANCE (T.S.R)

If the ballast resistance of a track circuit is more, the leakage currents across rails are
less resulting in lesser voltage drop across the regulating resistance. Due to this, the track
voltage and the relay voltage are higher. To bring this voltage down to a value below the relay
drop away, the track is required to be shunted by a smaller resistance. It means that an
increased ballast resistance of a track circuit causes a decrease in Train Shunt Resistance
value.

VR

RB Verses V R

R B Verses TSR
TSR

Min RB

Fig.No.1.9

The relationships of Ballast Resistance (1) with the track relay voltage and (2) with the
Train Shunt Resistance are depicted in a graph here with Ballast Resistance on the X - Axis and
the other two on the Y - axis.

As can be seen, at higher values of RB, the effects of its change on VR and T.S.R are not
as prominent as at its lower values.

1.10 RAIL & BONDING RESISTANCE

What is generally referred to as 'Rail Resistance' is the combined resistance of the

track circuits rails and the continuity bonds at rail joints. 8 SWG, G.I wire bonds are provided by
the signalling staff to reduce resistance at these joints. In DC RE areas, Traction Power
department also provides larger cross-section multi-strand copper bonds for good conduction of
traction return currents at these joints. These also serve to limit the rail drop of track circuit
voltage. The resistance of these bonds is considerable enough as compared to the resistance
of rails themselves, which is negligible.

Page 7 TRAIN DETECTION TRACK CIRCUITS

INTRODUCTION

Due to continuous battering of rail ends by the moving wheels and due to the
interference of External factors, these bonds sometimes get loosened, become rusty at the
ends or may even break. This causes further increase in their resistance.
Obviously, the longer the track circuits, the higher becomes their rail resistance.

1.11 HOW TO CALCULATE THE TRACK CIRCUIT RAIL RESISTANCE

Measure the rail voltages and currents at the feed end and relay end of the track circuit.
Then the rail resistance value can be deduced as below:-
2(VF – VR) where, VF = Feed End track voltage
Rr = VR = Relay End Track Voltage
(IF + IR) IF = Feed End Track Circuit current
& IR = Relay End Track Circuit current
i.e. _(Voltage drop in the rails)__
(Average Track circuit current)

1.12 RAIL IMPEDANCE OF AN AC TRACK CIRCUIT

In track circuits where alternating currents are fed to the track rails, rail inductance also
plays a part along with rail resistance to cause voltage drop in rails. Also, due to their 'Skin
Effect' rails offer more resistance to AC currents. To know the total effect of both these factors,
rail impedance is considered instead of rail resistance in the working of these track circuits.

1.12.1 CALCULATION OF RAIL IMPEDANCE

V VS

A Io

V VS

A Is

Fig.No.1.12.1

First, remove the relay end connections of the track circuit as shown in Fig.1. Take the
readings of feed end voltage across the track and the feed end current.
Let these readings be V0 and I0
Calculate, open circuit impedance, Z0 = V0/ I0
Then short the track circuit at relay end as shown in Fig.2 and take the readings of
voltage and current at feed end. Let these readings be VS and IS
Calculate, Short circuit impedance, ZS = VS/IS.
Also, calculate RB of the track circuit.
From these values, the rail impedance can be deduced as Zr = (Z0 x ZS) / RB.

IRISET Page 8
 RELAY RESISTANCE AND T.S.R

1.12.2 RAIL RESISTANCE / IMPEDANCE AND THE T.S.R

Rail resistance and the rail impedance are directly proportional to the length of a track
circuit as all the rails are connected in series. T.S.R. at the relay end of track circuit is lesser
than that at its feed end due to the reduced track voltage there. It means that the rail resistance
or rail impedance has an adverse effect on the T.S.R. Because of this the track circuit rail
resistance shall be kept low.

1.12.3 MAXIMUM PERMISSIBLE RAIL RESISTANCE

For track circuit lengths up to 700m, the maximum permissible rail resistance is 1.5 Ω
per kilometer.

For track circuit lengths more than 700M, the maximum permissible rail resistance is 0.5
Ω per kilometer.

Generally the track circuit length is limited to 700m (C.S.R length) within station yards.
Outside the station sections, track circuits may be longer. The condition of rail bonds cannot be
checked as frequently outside the station yards as inside them. Hence, the need for keeping
the rail resistance minimum there.

1.13 RELAY RESISTANCE AND T.S.R

TSR

40 Ohms
RR

Fig.No.1.13

Up to about 40 Ω higher relay coil resistance has an improving effect on the T.S.R.
Beyond that, if the relay resistance is increased, T.S.R starts falling.

However, in the British practice of railway signalling which is predominant on our

railways, the relay resistance is limited between 2.25 and 9 Ω. This facilitates their lesser
operating values. Due to this, the relays' percentage release is high, contributing to better
T.S.R. of track circuits. But to keep the T.S.R. within limits in these track circuits, a higher
regulating resistance in series is required.

Siemens DC Track Relay has a 50 Ω resistance. It works on a lesser current

comparatively allowing for higher track leakage. Due to this a 2 Ω regulating resistance is
enough to give a good T.S.R.

In practice, track circuits with Siemens Relays are found to give a better T.S.R. always.

Page 9 TRAIN DETECTION TRACK CIRCUITS

INTRODUCTION

1.14 REGULATING DEVICES

The internal resistance of any power source is necessarily less. Due to this, there
cannot be any considerable drop in the source voltage of a track circuit on application of shunt
that can cause the relay to positively drop. Reduction of relay voltage to a value below its drop
away with shunt across is achieved by using a 'Regulating Device' in series with track circuit
power source externally. This also serves to avoid a direct short across the source that can
cause damage to it.

A series resistance of suitable value is used as 'Regulating Device' in track circuits of

almost all types. With AC Track Circuits, sometimes an inductor or condenser is used in its
place. Since the regulatory nature of all the three is the same, studying the effect of regulating
resistance on the working of a track circuit serves as an example.

TSR

RT

Fig.No.1.14

The effect of increase in the regulating resistance on the T.S.R. of a track circuit is
similar to that of increase in the relay resistance. Up to an extent, increase in the regulating
resistance results in an increase of T.S.R. But beyond a limit, it starts having an adverse effect.

1.15 TRACK LEAD CABLES

Voltage drop in the track lead cables shall be kept within limits so as to work sufficiently
long track circuits with minimum power application.

Generally, feed sets are kept in location boxes very close to the track circuits to get
better track voltages with minimum applied source. But longer track lead cables at the relay end
cannot be avoided at way - side stations because of the need to keep the track relays in the
cabins and avoid thefts.

However, longer track leads due to their high resistance in series with the track relays
make their operations and release quicker. This is an advantage in case of shorter track
circuits.

***

IRISET Page 10
 D.C. TRACK CIRCUITS IN NON - RE AREAS

CHAPTER – 2: D.C TRACK CIRCUITS

2.1 D.C. TRACK CIRCUITS IN NON - RE AREAS
The smallest closed type track circuit that is provided is of 2 rail length (i.e. 26m). These
track circuits are used as block clearance and occupation detection track circuits of Absolute
Block Territories.

On running lines at the platforms where trains are stopped and on stabling lines, the
track circuits provided are called as 'Berthing Tracks' and these are fairly longer. Similarly
longer track circuits are provided in signal and block overlaps and also in automatic block
sections. The longest track circuit workable in a station section is about 600m in length. Longer
track circuits than these may be sometimes provided in Intermediate block sections, and
automatic sections. But with the advent of axle counters, the usage of track circuits outside of
station sections is now-a-days very limited.

For the study of these track circuits, a distinction may be made between smaller track
circuits of up to 100m length and the others.

Sl.
Small Length Track Circuits Long Track Circuits
No
1 In these, power loss is less. T.S.R also is There is a considerable difference
fairly uniform from feed end to relay end. between their feed end track voltage and
relay end track voltage particularly in point
track circuits. Hence, to keep T.S.R at the
feed end high enough rail resistance shall
be kept within limits
2 Track relays with 9 Ohm resistance shall be Shelf type track relays of 2.25 Ohm
used in these. A higher relay resistance resistance and Q series track relays of 4
yields higher T.S.R, 2.25 Ω relay resistance Ohm resistance are used in these.
here may cause unsafe conditions. Otherwise, with higher operating values of
9 Ohm relays, it is difficult to keep leakage
and rail voltage drop within limits.
3 These can work under worse ballast Ballast resistance shall be kept as high as
conditions, as the number of their ballast possible. Frequent screening of ballast in
leakage paths is less. these is necessary. In places with poor
drainage, it is almost impossible to work
longer track circuits in monsoon.
4 Since a fast moving light engine may clear Relays with greater release time lag also
this track circuit very soon, its relay shall may not pose problems ordinarily with
have the least release time lag. these track circuits.
5 Relay end track voltage is better in these. Track lead cables cannot be very long
Track lead cables can be longer with more causing more voltage drop in them. Track
voltage drop in them. Higher lead resistance circuits are occupied by running trains
in series causes quicker relay operation. This sufficiently long to make their relays drop
is necessary as these are cleared by running
trains more quickly
6 In these, a higher regulating resistance is Regulating resistance can be kept at lower
necessary to get a good T.S.R for their safe value. Particularly in monsoons it
working. When ballast resistance is high, a becomes necessary. However, when it is
regulating resistance nearly equal to relay too low, track circuit shall be closely
resistance (about 8.5Ω) is necessary monitored for shunting.
7 Smaller feed voltages are required for these Larger feed voltages are required.
Secondary cells with track feed rectifiers
are preferable for these.
8 Track circuits with plug in type relays of higher Shelf type track relays with lesser
operating values also can work satisfactorily. operating values are preferable with these.

Page 11 TRAIN DETECTION TRACK CIRCUITS

DC TRACK CIRCUITS

2.2 STAGGERING OF ADJOINING TRACK CIRCUIT RAIL POLARITIES AND

THEIR IMPORTANCE
1
SHUNT
+ +
1T 2T
- -
2

1TR 2TR

Fig.No.2.2 (a)

In the arrangement shown in fig.2.2 (a), 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.
1
SHUNT
+ -
1T
- + 2T
2

1TR 2TR

Fig.No.2.2 (b)

In the arrangement shown in fig.2.2 (b), 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 cannot 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.

2.3 D.C. TRACK CIRCUITS IN AC RE AREAS

In RE areas, traction return current also has to flow through track circuit rails to the
substation in parallel with earth return path. Also, for the purpose of working a track circuit, its
rails have to be insulated from the adjoining rails. Track circuit can work even if rails connected
to one polarity of its supply are insulated. These track circuits in which one of the two track
circuited rails carries traction return current are called 'Single Rail Track Circuits'. With DC
track circuits in RE area, this is the only possible arrangement.
In the case of isolated track circuits, insulated rail joints are provided on rails carrying
positive polarity of track circuit voltage only. The other rail carrying negative polarity is not
provided with any insulated joints.

IRISET Page 12
 TRACTION BONDS

2.4 TRACTION BONDS

(a) Structural Bond.
(b) Transverse Bond.
(c) Cross Bond.
(d) Longitudinal Bonds (Continuity)

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 the negative rails
of adjoining track circuits are provided with a cross connection-bonding strip in between, known
as 'Transverse Bond'. This transverse bond (i) facilitates passing of traction return current
ahead from one track circuit to the other and also (ii) helps in detecting a block joint (insulated
rail joint) failure between the two track circuits.

INSULATED RAIL 1

T.B T.B

UN-INSULATED 2
RAIL

TRACK
FEED
1TR 2TR
Fig.No.2.4

When block Joint No.1 fails, 1TR drops as its feed gets short circuited and when block
joint No.2 fails, 2TR drops as its feed gets short circuited.

The rail at whose block joint, traction return current flow is stopped is called the
'Insulated Rail'. The rail at whose block joint, traction return current is given an alternate path
through transverse bonds is called the 'Un-Insulated Rail'.

2.5 CROSS BONDING OF UNINSULATED TRACK CIRCUIT RAILS

Uninterrupted flow of traction return currents through track circuit rails shall be ensured
to avoid their interference with track circuit working.
Rail Breakage
X

TRACK
FEED EQPT.
TR
Fig.No.2.5 (a)

In case there is a break in the traction return path of track circuit as shown, the heavy
traction return current passes through the track feed source to the insulated rail and returns to
the uninsulated rail through the track relay at the other end to go further ahead.

Page 13 TRAIN DETECTION TRACK CIRCUITS

DC TRACK CIRCUITS

OHE Mast
STRUCTURAL BOND

CROSS BOND

Fig.No.2.5 (b)

This can cause unsafe conditions in track circuit working. To avoid this, an alternate
path shall be available for traction return current in such circumstances.

SCRAP RAIL

Fig.No.2.5 (c)

In multiple line sections traction return rails in track circuits are cross connected with
bonding straps at an interval of about 100metres in between them.

Also, beyond the last track circuit very close to the block joints, a cross bond is provided
across to connect the two track rails.

2.6 DC. SINGLE RAIL TRACK CIRCUITS

12 10

9 9
8 8

12 7
10 7

6 6
4
5 5
3
2
TR 11
1

110 V Fig.No.2.6

IRISET Page 14
 DC. SINGLE RAIL TRACK CIRCUITS

Components
1) Battery charger 110V /2-10V D.C.
2) Feed Battery (1 to 4 sec. cells).
3) Fuse & link
4) Regulating Resistance (adjustable) 0-30 Ω
5) Type 'B' choke (R=3 ohms &Z= 120Ω ).
6) Track lead cable (2 X 2.5 mm2 copper).
7) Track lead J.B
8) Track lead steel wire ropes.
9) Transverse bonds.
10) Block joints.
11) Track Relay (ACI).
12) Continuity Bonds.

Certain precautionary arrangements are necessary for the safe working of a D.C. track
circuit in R.E. area as detailed below, due to the passage of traction return current through one
of its rails.

(i) Only an AC.I track relay (of shelf type, QTA 2 type or QBAT type) shall be used
with this track circuit. Even though small track circuits of up to 100-meter length
can work safely in normal conditions with a non-immunised track relay, they
may be unsafe for a while when the catenary snaps and falls on the track circuit
rails or their connections. This is because at that time, the heavy short circuit
current through the un-insulated rail can cause an abnormal AC. voltage across
the relay.

(ii) Maximum length of Track Circuit under different track parameter conditions
shall not exceed the limits as given in the table below.

Sl. Section Min. Ballast Max. Length Type of Track

No RE/ Yard/ Resistance TSR of Track Relay to be used
Non RE Sleeper Block in Ohm per in Circuit in
Km Ohms meters
QT2 of 4Ω or 9 Ω
Wooden/ as per
1 Non RE Block 4 0.5 Ω 1000 m
PSC requirement.
QT2 of 4Ω or 9 Ω
Wooden/ as per
2 Non RE yard 2 0.5 Ω 670 m
PSC requirement.
3 RE Wooden/
Block 4 0.5 Ω 450 m QTA2
PSC
4 RE Wooden Yard 2 0.5 Ω 450 m QTA2

5 RE PSC Yard 2 0.5 Ω 350 m QTA2

QBAT in
conjunction with
6 RE PSC Yard 2 0.5 Ω 750 m QSPA1 With
B-type Choke at
relay end.

Page 15 TRAIN DETECTION TRACK CIRCUITS

DC TRACK CIRCUITS

(iii) QSPAI relay only shall be used as repeater for QTA2 or QBAT track relay due
to its lesser operate time lag. However, for ACI shelf type track relay any AC.
immunised line relay can be used as repeater due to its greater operate time
lag.

(iv) When shelf type ACI track relay is used, track feeding shall not be done directly
from a rectifier, without a battery in parallel. Also their connection shall be so
done that whenever battery gets disconnected, rectifier also shall automatically
be isolated from the track. Otherwise, AC interference voltage coming across
the charger output terminals gets half wave rectified and reemerges on the
same terminals. Sometimes when this gets applied across the relay through
track may not allow it to drop easily when shunted.

(v) A protection chock of ‘B’ Type (3 Ohm resistance and 120 Ohm impedance at
50Hz) shall be connected in series with track feed to the un-insulated rail. This
prevents damage to the feed source in case of a catenary snap resulting in
heavy currents in the un-insulated rail.
A similar choke shall be connected in series with the relay also for its protection.
In the case of shelf type ACI track relay with this choke in series, 450m long
track circuit can be worked even with traction return current going up to 1000
Amps. Without this choke, 450 m long track circuit can be worked only when
the traction return current is within 600 Amps.

(vi) A fuse rated with 5A / 250V, is also provided at the feed end of the track for
additional protection.

(vii) A Regulating resistance of 0-30 Ohm is used for regulating purpose so that
minor adjustments can be made on the track feed voltage, which is
considerably higher than that of a track circuits in non RE area. Here, the relay
operating values are greater.

(viii) Whenever somebody has to work on the track circuit equipment, before starting
the work, a surge discharge shall be connected across the track at the site of
work. This is to protect the staff from excessive AC current that may parts
through the equipment in times of a catenary circuit short.

(ix) A transverse bond shall be connected joining the un-insulated rails of two
adjoining track circuits as already discussed before.

2.7 SAFE & RELIABLE WORKING OF D.C. TRACK CIRCUITS

Safe working of a track circuit is ensured if the track relay does not fail to drop with
application of minimum permissible TSR across it, under the most adverse condition. The relay
gets maximum voltage when current through leakage paths is minimum and this is the most
adverse condition for shunting of the track relay. This condition is caused by maximum ballast
resistance and optimum feed source voltage of the track circuit.

Without a shunt across the track, its relay excitation shall not exceed 300% of its pick up
value this is to see that the residual flux in the core dives not cause a reduction in the relay drop
away value of more than 15%. Also, when minimum TSR is applied, the relay voltage shall fall
to its drop away value minus the permissible margin of 15% so that with any marginal change in
the relay drop away value over a period, the relay does not fail to drop with the shunt across.

This sums up the required conditions for safe working of these track circuits.

IRISET Page 16
 PROCEDURE FOR FAIL SAFE ADJUSTMENT

Also, for making the track circuit reliable, minimum excitation of the track relay when
track is not occupied shall be 125% of its pick up value. This alone can cause the required front
contact pressure on the relay. Relay excitation is the minimum when its feed source voltage is
normal and the net ballast resistance is minimum allowing for heavy leakage currents.

Adjustment of the track circuit voltage to satisfy the above conditions simultaneously is
possible with a careful choice of tapping on the regulating resistance. This is commonly
referred to as 'the fail-safe adjustment of D.C. track circuits. This is done in three stages to
satisfy the conditions stipulated in the IRSE manual and given as below:-

(a) with optimum feed voltage and maximum ballast resistance of the track, its relay
voltage:-

(i) When the minimum permissible shunt resistance is connected across, shall not
be more than 85% of its drop away value;

(ii) Without a shunt across, shall not be more than 250% of its pick up value, in case
of Shelf type TR; shall be more than 300% o its pick up value, in case of Plug in
type DC Track Relay except QBAT. It shall not be more than 235% of the rated
pick up value for QBAT.

(b) With normal feed source voltage and minimum permissible ballast resistance of the
track, its relay voltage shall not be less than 125% of its pick up value except QBAT
& for QBAT, it shall not be less than 122% of pick up value.

2.8 PROCEDURE FOR FAIL SAFE ADJUSTMENT

(a) First the highest possible (infinite) ballast resistance condition is erected by directly
connecting the feed and regulating resistance in series to the track relay excluding
track rails from the circuit, in case the length of track lead cables is more, the voltage
drop in them shall be reckoned and the relay voltage readings shall be corrected to
exclude this voltage drop.

(i) Minimum permissible TSR (0.5Ω) shall be connected across the relay. The relay
voltage shall be adjusted to 85% of its drop away value by choosing the correct
tapping on the regulating device.

TSR

TR
Fig.No.2.8 (a)
(ii) Now, the shunt resistance shall be disconnected and the relay voltage shall be
measured. If it is more than required value it shall be brought down by
increasing the regulating resistance suitably.

The required value is 250% of pickup value for Shelf type Track relays
300% of Pickup value for Plug in Type Track relays except QBAT & 235% of the
pickup value for QBAT.

RT
TR
Fig.No.2.8 (b)

Page 17 TRAIN DETECTION TRACK CIRCUITS

DC TRACK CIRCUITS

(b) It is now necessary to check whether the minimum required voltage is available on
the relay under minimum ballast resistance and normal feed voltage conditions.
Also, in this condition, rail Voltage drop cannot be ignored, as the relay voltage is
just sufficient. Hence, the track is included in the circuit, by connecting the feed set
and the relay to it at their respective ends. It shall now be checked if the relay has a
voltage not less than 125% of its pickup value except QBAT & for QBAT it shall not
be less than the 122% of its pickup value.

However, the relay voltage shall not be increased now if found to be less, as in that case
an improved ballast resistance condition can make the track circuit working unsafe. During the
time of minimum ballast resistance condition, the track circuit shall be divided into two or more
portions with separate relays. The feeding of these track portions is done as below:-

5(1)TR
5(1)TR 5TR

Fig.No.2.8 (c)

This arrangement is known as 'fed over' or 'cut section' track circuit arrangement. The
relay connected to the last portion of the track is treated as the track relay of the entire. Section
involved for the purpose of detection and other controls.

2.9 Requirement of batteries for DC track circuits with different type of relays

DC Track circuits in Non-RE area

Battery /Cell required for track circuit Length

Relay Type
Up to 100 mts 100 mts and above
Plug in type 4 Ω 2V (Lead Acid) 4V (Lead Acid)
Plug in Type 9 Ω 2V (Lead Acid) 4V (Lead Acid)

DC Track circuits in RE area

Battery / Cell (Lead Acid) required for track circuit Length

Relay Type
Up to 100 mts 100 - 450mts Up to 750 mts
Plug in type (ACI)
4V 6V -
QTA -2, 9 Ω
Plug in Type (ACI)
4V 6V 8V
QBAT, 9 Ω

***

IRISET Page 18
 INSTALLATION AND MAINTENANCE

CHAPTER – 3: JOINTS, BONDING PLANS & MAINTENANCE

3.1 INSTALLATION AND MAINTENANCE

Before installing a track circuit, the portion of track to be included is made properly
conductive and exclusive so as to make it fit for track circuiting.

A straight track portion of welded rails does not need any props to enhance its
conductivity. But if smaller panels or individual rails are to be included, the ordinary fish-plated
and bolted joints themselves cannot give good electrical continuity. The rails have to be
additionally connected with Continuity Rail Bonds.

3.2.1 Rail Bonds

BOND WIRE PROTECTOR

SECTION YY
'Y' CHANNEL PIN
BOND WIRE

60

'Y'

SECTION ON 'YY'

0.50
0.25

8
4.50
4.30 30
SINGLE GROVE CHANNEL PIN

Fig.No.3.2 (a)

8SWG Galvanised Iron wires are shaped as shown to make 'Rail Bonds'. To fix a pair of
bonds at each rail joint, holes are drilled on the rails with a 6.9mm drill. The bond wire ends are
inserted in these holes and channel pins are driven to hold them tight. Two bonds are used
together so as to get lesser bond resistance at the joints. This also ensures that one of these
bonds at least is always secure.

Two types of channel pins are in use. One has only one grove to hold bond wire. The
other one has two groves so that two wires can be held by the same pin. Two bond holding
clamps called 'Bond Wire Protectors' fixed on the fish bolts of joint as shown ensure that the
bond wires do not loose-hang, swing under the train and get entangled with any hanging part of
vehicle.

The following precautions shall be taken while providing these rail bonds:

(a) The bonds shall be fixed without much delay after drilling holes so that the holes do
not get rusty.

(b) Drilling of holes and driving the channel pins through them shall be done in the same
direction to ensure proper riveting of the pins.

(c) Channel pins shall be driven with a 1½ kg. Hammer for their proper hugging in the
holes.
Page 19 TRAIN DETECTION TRACK CIRCUITS
JOINTS, BONDING PLANS & MAINTENANCE

(d) Bond wires shall not be provided between the rails and fish plates, as they cannot be
easily checked.

(e) Holes for bonding shall be as close to the fish plates as possible.

At switches and crossings, additional bonding is also required between: -

1) The heel of a cut-heel switch and lead rail

2) The lead rail and the stock rail.
3) The wing rail and the point rail.
4) The wing rail and the splice rail
5) The splice rail and the nose rail.

3
1 5
4

Fig.No.3.2 (b)

In addition to these 'Continuity Rail Bonds' provided by the S&T department in RE

areas, traction power department also provides high current capacity bonds at the rail joints for
traction return current passage. Traction bonds can be found throughout the length of track
whether track circuited or otherwise. In AC RE areas, mild steel flat is used for this purpose
whereas multi-strand copper wire ropes are used in DC RE areas. In fact, traction power bonds
also can serve the purpose of track circuit continuity. But their becoming loose or breaking at
one or two places does not affect traction as much as it fails the track circuit. Hence, providing
of rail bonds by the S&T department is considered essential at all places.

Secondly, the track portion to be detected has to be electrically isolated from adjoining
rails so as to block the track circuit current, within its boundaries by providing 'Block Joints' at
each end of the track circuit. This is, however, not necessary in case of coded Track circuit
such as Audio Frequency track circuits in which frequency coding takes care of this need.

Also on track circuits in which additional rail connections such as turnouts are to be
included more block joints are required to include them without shorting track circuit rails.
These joints have to be provided in all types of track circuits including coded ones.

3.3 BLOCK JOINTS (INSULATED RAIL JOINTS)

Two types of these joints are presently in use,

(a) Nylon Insulated Rail joints and

(b) Glued Rail Joints.

IRISET Page 20
 NYLON INSULATED RAIL JOINTS

3.4 NYLON INSULATED RAIL JOINTS

In this type, insulation components are supplied by the S&T department, which have to
be inserted in the rail joint when track circuit is being installed and also whenever they get
crushed under traffic resulting in insulation failure. To prevent failures under normal conditions
block joint insulation is checked electrically by means of a meter by the S&T staff according to a
time schedule.

The metallic components of the rail joints as supplied by the civil engineering
department for this purpose are not the usual ones. The fish plates are planed so as to
accommodate insulation liners between the rails and themselves. The fish bolts have to be of
140mm length instead of 115mm. Also, four steel backing plates have to be provided for
support over the nylon backing plates held by fish bolts.

4 5 1
432
1
6
6 3
2 3
5
4

210 12
SECTION ON 'YY'
Y 3
2

3 7R

2.75

FISHING PLANES AFTER PLANING

2.75 PLANED FISH PLATE FOR BLOCK JOINT

8R

3 7R

Fig.No.3.4
Fig.No.3.4

The insulation components of the rail joint are:

1) End post 1No

2) Left hand Side channels 2 Nos.
3) Right hand Side channels 2 Nos.
4) Ferrules or Bushes 8 Nos.
5) Nylon backing plates with coller 4 Nos.
6) Nylon backing plates w/o coller or as required for packing nylon washers.

These insulation components are available in different sizes to suite different

weightages of rails, Viz. 60 kg, 52 kg, 90 R, 75R etc.

Page 21 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

Proper components only shall be used according to the rail weightage. Even left hand
side channels and right hand side channels shall not be interchanged after locally sizing them
up to avoid insulation break down on these joints.

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.

(iii) The holes in the rails and in fishplates 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 thus get 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
fishplates 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.

3.5 GLUED RAIL JOINTS (As per RDSO Manual of 27.9.90)

Glued Rail Joints are available in two types:

(a) G3 (L) type having 6 bolts and (b) G3 (S) type having 4 bolts. The drawings for the
same of different rail sections are:

Sl.
Rail Section Drawing No. for
No
G3(L)type G3(S)type
1 75R RDSO/T-1283 RDSO/T-3008
2 90R RDSO/T-1276 RDSO/T-1278
3 52kg RDSO/T-671 RDSO/T-1259
4 60kg(UIC) RDSO/T-2572 RDSO/T/2576

The joints are fabricated in a workshop and transported to the site for insertion in
the track. G3(L) type joints shall be used with CWR and LWR of 75R, 90R, 52kg and
60kg(UIC) rail sections in all temperature zones. I, II, III, & IV both in B.G and M.G.

G3(S) type joints may be used in Fish plated track and SWR panels of 75R, 90R,
52kg and 60kg (UIC) in temperature zones I, II, III & IV both in B.G and MG.

Laying of these joints involves civil Engg. Works viz. distressing of welded rails,
welding of the joints into running track etc.

IRISET Page 22
 GLUED RAIL JOINTS

Materials used for fabrication of Glued Joints

Sl. Quantity for

Description Remarks
No G3(L) G3(S)
Rail Piece of min.4m
1 1No. 1No. -
length
2 Fish Plates 2Nos. 2Nos. Steel to conform to IRST-1/M.37
3 Punched Washers 12Nos. 8Nos. IS 1875-class IV.
4 Punched Washers 6Nos. 4Nos. To be fabricated as per
5 Insulating end post 1No. 1No. Procedure described below.
6 Insulating Liners 2Nos. 2Nos.
Bolts: 24X140 mm-IS 1363-1967.
7 HTS Bolts with nuts. 6Nos. 6Nos.
Nuts Hexagonal M24-IS1363-1967
As
8 Adhesives -
required
Cut to sizes as specified below and
9 Glass cloth carrier 4 pieces 4 pieces
used for fabrication.

The insulating components viz. bushes, liners and end-posts are fabricated using glass
cloth reinforcement and epoxy of an RDSO approved quality with hardener by a hand laying
process or pressure moulding technique. These are built up layer after layer to achieve
sufficient thickness. Generally end posts are made of 20 layers, liners of 4 layers and bushes
of 5 layers.

After making a rectangular piece of glass cloth reinforcement and allowing it to cure, it is
cut and profiled to the shape of an end post. The liners are fabricated in the hollow of a rail
web. The bushes are cut to size from a long ferrule made by winding a wide piece of glass
cloth on a bolt shank layer after layer with adhesive in between. The fabricated component is
able to be separated from the surface on which it is made due to a coat of a releasing agent
applied beforehand.

All the insulating components of the joint are stuck in place with an adhesive layer and
the bolts are tightened for a permanent setting.

INSULATING BUSH

INSULATING LINER
ADHESIVE LAYER
FISH PLATE

WASHER

NUT BOLT

Fig.No.3.6

Page 23 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.7 Maintenance of Glued Joints

(a) 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. The clearance from the underside of rail must not be less
than 50mm.

(b) The joint does not need any special maintenance than that required for normal track.

(c) As in the case of standard insulated joints, the metal burrs at the ends of rails shall
be removed well in time to avoid short circuiting through them. This work shall be
done skillfully avoiding damage to end posts.

(d) Normally no relative movement occurs between rails and fish plates at these joints.
In case failure occurs with separation of rail/fish plate surfaces and relative
movement takes place, the damaged joint must be replaced soon. The electrical
resistance of the joint does not decrease appreciably for a considerable time even
after this separation.

(e) Live cinders shall not be dropped near these joints, which can cause damage to
them. Protective boxes of asbestos or some such things shall be provided for these
joints at places where this cannot be avoided.

Testing of Glued Joints i.e. Insulation Resistance test in Dry condition:

Resistance shall not be less than 25 MΩ when a meggering voltage of 100V DC is
applied across the joint.

In wet condition: Resistance shall not be less than 3 KΩ when obtained with
application of 100V DC and by dividing the voltage reading with that of current.

Precautions needed while inserting a glued joint:

(i) At least 10 sleepers on either side of the joint must be well packed before the
joint is inserted to avoid damage /fatigue of the joint.

(ii) No damage shall be caused to the joint while inserting.

(iii) 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 1m from the
joint.

3.8 TRACK CIRCUITING 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 to provide for detection of rail breakage in a track circuit by
including all the track circuit rails in series between the feed and the relay ends.

For track circuiting turnouts, depending on the mode of connection between the rails of
different track circuit portions 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 or economy.

IRISET Page 24
 PARALLEL CONNECTION OF A SIMPLE TURNOUT

3.9 PARALLEL CONNECTION OF A SIMPLE TURNOUT

(With Block
TB TN RN RB Joints on
Diversion)

Fig.3.9 (a)

TN TB RN RB (With Block
Joints on
Straight road)

Fig.3.9 (b)

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.

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.

3.10 SERIES CONNECTION OF A SIMPLE TURNOUT

RB RN

+_

_
+ (With Block
Joints on
Diversion)
TN

Fig.3.10 (a)
TB

Page 25 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

Bonding arrangement shown in fig.3.10 (a) & (b) detects presence of train even in case
of rail fracture also. To achieve this, jumper is provided between negative rails. But open circuit
failure of this jumper may not be detected. Hence care should be taken for checking the
healthiness of this jumper.

RB RN
(With Block Joints
on straight Road)

TN
TB
Fig.No.3.10 (b)

Here block joints are provided on the turnout and the track circuit ends of the two roads
are joined by means of two cable jumpers. The relay is connected near the turnout as shown.
The relay end and the connecting end of that track circuit portion may be interchanged if
necessary to minimise the length of cable required.

3.11 SERIES - PARALLEL CONNECTION OF TURN-OUT (COMMON PRACTICE)

(With Block
Joints on
RN RB Diversion)
TN
TB

Fig.No.3.11 (a)

IRISET Page 26
 TRACK CIRCUITING AT FOULING MARKS & PROTECTION

RB RN

(With Block Joints

on Straight Road)
TB TN

Fig.No.3.11 (b)

In this arrangement 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.

3.12 TRACK CIRCUITING AT FOULING MARKS & PROTECTION

3m
F.M

Fig.No.3.12

(a) 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.

(b) 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.

(c) 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. So, in case of Crossovers, Block joints
shall be provided from the Fouling mark at a distance of NOT LEES THAN 3m.

Page 27 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.13 TRACK CIRCUITS ON A CROSS- OVER

Both track circuits end in the middle of cross-over as shown. 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.

RN1 RB1

T.B.

T.C.J
T.C.J. TRACK CIRCUIT JUMPER

T 2
B
T
N2
T.B. TRASVERSE BOND
T.B
N1
T
B1

T.C.J
T

RB2 RN2
Fig.No.3.13

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.

3.13.1 TRACK CIRCUITS ON A DOUBLE (or) SCISSORS CROSSOVER

(a) Parallel Connection:

RB1 RN1 TB1 TN1

TB
TJ TJ

T.B. TRASVERSE BOND

T.J. TRACTION JUMPER

TB2 TN2 RB2 RN2

TJ

TJ

Fig.No.3.13.1 (a)

IRISET Page 28
 TRACK CIRCUITS ON A CROSS- OVER

In this arrangement also, the crossover portion has two parallel connection track
circuits including the adjoining main line in each.

In RE area, the transverse bonds and two traction power jumpers on each track
circuit are provided by the traction department. In non-RE area, negative feed jumpers
are provided in place of traction jumpers by the S&T staff and no transverse bonds are
needed.

Each track circuit has, in addition to four end position block joints on main line,
four block joints exclusively on cross overs and four block joints in between to separate
the track circuits. The cross-over portions have twelve block joints in all.

(b) Connection with positive rails in series

1
B

C
A
2
RB1 RN 1 TB 1

TN1
3
F

RB2 RN 2
TN 2 TB 2

Fig.No.3.13.1 (b)

In this arrangement the positive feed of track circuit (1) is interrupted at (A) and
(B) by two separating block joints. A positive cable jumper is connected as shown to
extend the feed on to the extreme portion on the right. Another Positive jumper (2) is
connected between (c) and (d) to bring the positive feedback to the turnout portion. In
the second track circuit, one positive cable jumper (3) is connected between (E) and (F)
as shown to make the positive rail connection a series one. Negative rails of these track
circuits on the turnouts are not separated.

Page 29 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.13.2 TRACK CIRCUIT ON A DIAMOND CROSSING

(a) Parallel Connection

RN RB

TB TN

Fig.No.3.13.2 (a)
In this four block joints are provided on the turn-out portion as shown and two
positive feed jumpers are connected to include the parallel portions in the track circuit.

(b) with positive rail in series

TN
TB

RB
RN

Fig.No.3.13.2 (b)

In this arrangement, the feed and relay connections of the track circuit are shifted
inside to the turnout portion. The positive rail ends on straight road and turnout are
joined by means of two cable jumpers.

(c) with both positive and negative rails in series

TN
TB
RB RN

Fig.No.3.13.2(c)

The arrangement is almost similar to the one shown in (B) except that the
negative rail on the turnout is brought in series by means of two separation block joints.

IRISET Page 30
 TRACK CIRCUIT ON A SINGLE SLIP LAYOUT

3.13.3 TRACK CIRCUIT ON A SINGLE SLIP LAYOUT

(a) Parallel Connection

TB TN Fig.No.3.13.3(a)
RB RN

The layout has block joint positions and positive jumper connections similar to
those of a diamond cross over without slip and with both rails in parallel.

(b) With positive rail in series

RN
TN TB RB

Fig.No.3.13.3 (b)

On this layout the block joint positions and positive jumper connections are
similar to those of a diamond cross over without slip and with positive rail in series.

(c) With both positive and negative rails in series

RN
TN TB RB

Fig.No.3.13.3 (c)

The same arrangement of connections as with a diamond cross over without slip
can be repeated here.

Page 31 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.14 TRACK CIRCUIT ON A DOUBLE SLIP LAYOUT

(a) Parallel wiring

R B
R N

TB TN
Fig.No.3.14 (a)

In this arrangement, 4 block joints are provided on turnout portion of straight

roads and 4 more block joints on adjacent slip turnout portion. Two positive rail jumpers
are provided. The feed and relay connections are made on one of the two tracks at the
extreme ends.

(b) With positive rail in series

B R
N

TB TN

Fig.No.3.14 (b)

In this arrangement also, the 8 turnout block joints are placed exactly as in
parallel connection. The positive rails at one extreme end of the layout are joined by a
positive cable jumper. The feed and relay connections are made at the other extreme
end.

IRISET Page 32
 TRACK CIRCUITS ON LADDER LAYOUTS

3.15 TRACK CIRCUITS ON LADDER LAYOUTS

(a) Parallel connection

RN RB

TB TN

Fig.No.3.15 (a)

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

TB TN
RB RN

Fig.No.3.15 (b)

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.

Page 33 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

(c) With both positive and negative rails in series

TB TN
RB RN

Fig.No.3.15(c)

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.

(d) Series parallel connection of track circuit on double line layout where both the
lines branch off to a side

1 1
TN TB

1 1
RN RB
1T 2RN
2RB

1T 2T

3TB 2TN
3TN
2TB

3T

3 3
RN RB
Fig.No.3.15 (d)

Three track circuits are provided on this double line layout.

1T has two block joints on the turnout with one positive jumper. The feed and
relay of this track circuit are connected at extreme positions on either side.

2T has four block joints on the turnout with two positive feed jumpers connected
as shown. Feed and relay are connected on the turnout close to each other.

IRISET Page 34
 ADDITIONAL INSULATIONS ON POINT TURNOUTS IN A TRACK CIRCUIT

3T has two block joints on the turnout. Its relay is connected at one extreme end
of the line. Its feed is connected on the turnout as shown.

In all the above layouts, the negative rails are shown with thick lines. In RE
areas, these rails carry traction return current, which is passed on to the adjacent track
circuit through transverse bonds shown. In non RE areas, these bonds are not required.
While the negative feed jumpers are provided by the traction power department in RE
area, they are provided by the S&T department in non RE areas.

3.15 ADDITIONAL INSULATIONS ON POINT TURNOUTS IN A TRACK CIRCUIT

(a) 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.

Fig.No.3.16

(b) Gauge tie plates provided on wooden sleepers have to be insulated. Two pieces of
this plate are joined with insulation between them. The insulation components for
each plate are:

(i) Nylon end post with 3 holes 1 No.

(ii) Nylon bushes for bolts 3 Nos.

(iii) Nylon washers for bolts & nuts 6 Nos.

Page 35 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.16

(a) With Electrical detectors provided on mechanical points

Insulation to be provided between detector rods and drop links: - 1 bush & 2
washers per rod.

(b) With IRS type point machine

Insulation components provided between each switch rail and tongue attachment are:

(i) Nylon liner plate 1No.

(ii) Nylon Bushes 2Nos.

(iii) Nylon washers 2Nos.

(c) With Siemens type point machine

Insulation components provided between each switch rail and D-bracket for
rodding attachments are:

(i) Nylon insulation plate 1 No.

(ii) Nylon Bushes for bolts 2 Nos.

(iii) Nylon washers for nuts 2 Nos.

(d) In addition, any rodding lay across the track and which is likely to short the two track
rails has to be insulated. The rodding insulation joint has the following nylon
components:

(i) Liner plate 1 No.

(ii) Bushes for bolts 2 Nos.

(iii) Washers for bolts & nuts 4 Nos.

Fig No.3.16.1

IRISET Page 36
 TRAP CIRCUIT

3.17 DEAD SECTIONS IN TRACK CIRCUITS

These are defined as those portions of track circuits in which occupation by a vehicle
cannot be detected. This may be due to the vehicle shunting rails of the same track feed
polarity. This may also be due to one or both rails of that portion being bypassed by the track
feed.

The following are some of the examples where dead sections occur: -

(a) The block joints position on track rails is staggered either

(i) due to unequal rail creep, particularly on curved tracks.

Fig.No.3.17 (i)
D.S

or (ii) due to rail ends on cross-overs being out of square:-

Fig.No.3.17 (ii)

(b) A track portion is excluded from track circuit either

(i) due to a level crossing road not allowing track circuiting of the covered area of
track:
LEVELCROSSING

Fig.No.3.17 (iii)

or (ii) due to a bridge or culvert being under the track.

BRIDGE Fig.No.3.17 (iv)

or (iii) due to a tram line passing across the railway track.

RLY TRACK Fig.No.3.17 (v)

Page 37 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

While allowing for dead sections in track circuits, the following precautions shall be
taken so as to avoid unsafe conditions of traffic over them: -

• The dead section shall not accommodate a four-wheeler vehicle entirely in

itself without shunting any 'live' portion of the track circuit at the same time.

In B.G sections, the distance between the two axles of a four-wheeler is 6m

(20') and in MG /NG sections, it is 3.6m (12').

Fig.No.3.17 (vi)

6m in BG
3.6 m in M.G/N.G
• If one trolley of an eight-wheeler gets entirely accommodated in a dead
section, the second trolley of the same vehicle shall not go beyond the live
portion of that track circuit in either direction.

In B.G sections, the distance between the two axles of this trolley is 1.8m (6')
and in MG/NG sections, it is 1.125m (3'9").

In this case, the track circuit shall extend on either side of dead section by
more than 12m (40').

Fig.No.3.17 (vii)

1.8 m
in BG 11.7 m (39')
1.125m in
MG/NG

• If the dead section is longer than 10.8m(36') as in the case of long bridges
underneath the track, a 'Trap Circuit' shall be provided including the control of
dead section track by two other track circuits on either side as shown.

3.18 TRAP CIRCUIT

The controlling relay contacts of BTR may be connected in series with the battery
instead of relay, if desired. (Ref: Fig. No.: 3.18)

The working of Trap Circuit:

When the train coming from the left is trapped in the dead section, BTR, which has
dropped, cannot pick up as ATR has already picked up and CT is not yet occupied.
Similarly, when the train coming from the right is trapped in the dead section, BTR,
which has dropped, cannot pick up as CTR has already picked up and AT is not yet occupied.
BTR picks up only when the train passes over AT or CT after completely clearing BT
and the dead section. Once picked up, it is kept energised through its own front contact till it is
shunted again by a vehicle.
If the last vehicles of a train get trapped in the dead section after parting from the train
and the front portion goes ahead over the track circuit in advance, this cannot be detected. But
this is very unlikely to occur. Also the vehicle trapped in the dead section of BT does not
detected at the time of AT or BT failing.

IRISET Page 38
 TRAP CIRCUIT

CABLE JUMPER

DEAD
AT BT BT CT
SECTION

CABLE JUMPER

ATR CTR
ATR
TB TN TN TB TB TN
BTR
BTR
CTR

Fig.No.3.18

3.19 CUT SECTION TRACK CIRCUITS OR FED OVER TRACK CIRCUITS

This is an arrangement in which a track circuit is split into two or more sections with
individual track relays and the feed for each latter section is controlled by the relay of former
section.

6(i)T 6(ii)T 6T

TN TB
6(i)TR 6(ii)TR
6(i)TR 6(ii)TR 6TR
6(i)TR 6(ii)TR

TB TN TN TB

Fig.No.3.19 (a)

This is generally adopted when it is not possible to work a long track circuit due to the
deteriorated condition of its ballast resistance, till the ballast condition is improved. The higher
net ballast resistance of each portion as compared to its net value of the whole length of track
makes this arrangement workable.

This is also adopted in automatic signalling sections wherein the last control track circuit
of each automatic signal is fed over the overlap track circuit of that signal. This method of
control is termed as 'Automatic overlap system'.

S101 S103 S105

A1T 101T 101AT 103T 103AT 103BT 105T

Fig.No.3.19 (b)

In this arrangement, when 101 ATR goes down, 103TR which also controls S103 is still
picked up but when 103TR goes down, 101ATR cannot pickup until 103T is also cleared by the
running train. Thus while 101AT controls only S101, 103T controls both S101 and S103.
Page 39 TRAIN DETECTION TRACK CIRCUITS
JOINTS, BONDING PLANS & MAINTENANCE

3.20 STRAY CURRENTS IN D.C TRACK CIRCUITS

Due to high soil resistivity under the track bed between the two ends of a track circuit
and complete earthing of only one of the two track rails, sometimes some stray voltage
develops on the track. This can be observed when a voltmeter is connected across the track
after disconnecting the concerned track circuit feed.

TR

Fig.No.3.20

Beyond a certain limit, this voltage may prevent the track relay from dropping when track
is shunted by a vehicle. The incidence of this phenomenon may be frequently observed in
rocky territories where some power cables may have been laid in the vicinity. There were
instances when DC track relays of a DC track circuit operated due to stray currents. It is
therefore necessary that DC stray current tests shall be carried out to ensure that DC track
relays shall not operate with stray currents.

For measuring the stray currents, the following shall be borne in mind:

(a) The test shall be carried out only on non-electrified lines i.e. the test shall be carried
out at the foot-by-foot survey stage itself, which is done at the time to preparation of
the Project Report for Electrification.

(b) If there are already track circuits existing in the area, they shall be disconnected to
safeguard against false readings being recorded in case of leakage of Block, Joints.

The length of the track required to be track circuited shall be insulated by

means of Block Joints on either end of the rails. On this track, Bonding is not
considered necessary on the rail joints.

Two suitable earths, one on either end of the track shall be provided and
these are connected to the rails by leads of negligible lead resistance. The earth
resistance shall not exceed 5Ω.

The arrangement of measuring the D.C. stray current is shown in Fig.3.21

X X1

A MILLI AMMETER A MILLI AMMETER

5 OHMS 5 OHMS
MEASUREMENT OF STRAY CURRENT
Fig 3.21

IRISET Page 40
 STRAY CURRENTS IN D.C TRACK CIRCUITS

Two suitable types of milli-ammeters are connected. as shown in the

diagram and the readings are taken simultaneously at 'X' and 'X1'.

The readings shall be recorded at different periods of the day - one in

morning, one in afternoon and one in evening and. the test shall be extended for 3
days so that maximum values can be obtained.

For measurement of stray voltage, the arrangement needs modification

as shown in Fig.3.22

The resistance 'R' shall be equal to the resistance of the relay. After
making the connections, measure the voltage across the resistance at 'X' and ‘XI'. A
milli-voltmeter is adequate for this purpose.

X X1

V R

5 OHM
MEASUREMENT OF RAIL EARTH VOLTAGE

Fig 3.22

Here also, the readings shall be taken for different periods of the day for
3 days to obtain maximum values.

The reading will give the potential difference between the rails and earth.
If this voltage is high the track relay will pick up when the track is shunted by the
axles of a train.

Since the pickup voltage and currents of D.C. track relays are small, it is
to be ensured that high stray currents and voltages are not present at the location of
track circuits.

Where stray currents/voltages are observed, the length of the D.C. track
circuits shall be cut down so as not to exceed the following limits for each length of
the track circuit:

As per SEM Part II Annexure 32

(a) Rail earth voltage as measured across the Resistance 'R' shall not exceed 100mV.

(b) The total stray current as measured, shall not exceed 10 milliamps if the length of
the track circuit is less than 100metres and 100 milliamps, if the length of the track
circuit is 100 metres and above.

Page 41 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

3.21 REGULAR CHECKS AND PREVENTIVE MAINTENANCE OF TRACK CIRCUITS

(a) T.S.R: - It shall be ensured that under no circumstances, the failure of a track circuit
results in a train passage under prohibitive conditions. Regular checks of TSR on
each track circuit shall be carried out without fail. 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.
(b) TRACK CIRCUIT HISTORY CARDS: Exact entries shall be made in them and no
detail shall be neglected. Inspectorial staff shall carefully check these on every visit.
Ballast resistance value shall periodically be calculated and monitored to avoid
failures on this count in the near future.
(c) TRI-MONTHLY JOINT INSPECTION OF SSE/JE(S) with JE/SE/SSE (P-Way) helps
in carrying out timely preventive maintenance. The joint inspection involves block
joints, condition of track ballast and drainage, clearance of ballast under the track
circuit rails and packing of block joint and point sleepers. The broken and crushed
insulations of block joints shall be replaced soon.
(d) The condition of rail bonds shall be ascertained by taking track voltage readings on
every fourth track circuit rail at least once in three months to avoid intermittent track
circuit failures. This shall be recorded in the inspection reports.
(e) Although the point rodding, stretcher and gauge tie plate insulations do not fail often,
the packing underneath the point sleepers shall be well maintained to keep them in
good condition always. A visual inspection on every visit to the site, particularly of
tongue attachment liners and the recesses under the gauge tie plate joints helps in
detecting a failure condition about to develop.
(f) Just before the onset of monsoon, track relay voltages shall be checked once, not to
be taken off guard in avoiding track circuit failures with the first showers. Also, on
clearing of weather after monsoon, it shall be seen that the track relay voltages do
not shoot up beyond safe limits. Particularly, early attention shall be paid to those
track circuits on which adjustments are made during monsoon.
(g) It is a healthy practice to keep all the section track relay voltages of recent inspection
noted in the personal work schedule files or dairies of the concerned JE/SE/SSE.
Whenever a new reading is noted, it shall be invariably tallied with the previous
reading so that any unusual changes do not escape the attention of all concerned.
(h) 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.
(i) All the track circuit tail cables shall be meggered once in six months and
replacements shall not be delayed in the case of cables showing less than 1 mega
ohm insulation resistance. The condition of cable sheathing at the location entries
shall not be missed during inspections.
(j) Track circuit battery condition shall always be good and its voltage shall be
measured after switching its charger off.
(k) In busy yards, most of the track circuit maintenance, other than taking of voltage
readings shall be carried out under permitted block except in cases of post failure
maintenance works.
(l) In no case, the regulating/damping/protective resistances shall be bypassed to avoid
track circuit failures, particularly in monsoon.
(m) Anti-tilting devices shall be provided with shelf type track relays and they shall not be
tampered with.
(n) Chargers used with track circuit batteries shall be rated for not less than 3 ampere.

IRISET Page 42
 TRACK CIRCUIT FAILURES

3.22 TRACK CIRCUIT FAILURES

These failures are basically of two kinds:

(a) Track circuit does not get shunted properly by vehicles.

(b) Track relay drops when track is not occupied, either (i) intermittently or (ii)
continuously.

Some guidelines are given below for finding out and rectifying certain general
faults in track circuits.

3.22.1 COMMON FAILURES

Shunting Failures:-

Sl.
No. Symptoms Check for Remedy
(1) Loose or missing rail Replace the missing bonds or drill
Failure occurs in bonds or their high resistance. new holes on rails to reconnect
certain parallel them.
1
portions of track (2) Broken or loose feed Reconnect them.
circuit. Jumpers.
(1) Excessive relay voltage Decrease charger output suitably.
Failure at feed caused by Charger boost.
end or relay end
2 (2) Excessive relay voltage Readjust the track voltage
of D.C. track
caused by Drastic increase in Suitably.
circuits.
ballast resistance.
Failure at relay (1) Excessive relay voltage Readjust the feed end
end or feed end due to increase in ballast transformer tappings and if
of AC track resistance. necessary bond condenser
circuits. connections at feed and relay ends
in a Double rail track
3 (2) Highly increased phase Monitor source phase angle for
angle due to increase in some time after adjusting track
ballast resistance. voltage to avoid further failures.
(3) Improved phase angle at
source.

3.22.2 Track relay repeater drops intermittently

Sl.
No. Symptoms Check for Remedy
Low track relayvoltage Restore the health of track battery in
caused by a DC track circuit (or) Increase feed
transformer tappings and monitor
Sluggish track (1) Mains voltage reduction. source voltage of AC track circuits,
relay operation voltage of AC track circuits
1
with its low
voltage. (2) Defective block joints Replace the defective insulation if
found. Remove rail burr or iron
filings on end post.

Page 43 TRAIN DETECTION TRACK CIRCUITS

JOINTS, BONDING PLANS & MAINTENANCE

Sl.
No. Symptoms Check for Remedy
(3) Defective point rodding or Replace the defective insulation if
stretcher or other insulations found. Check carefully for any small
(a rare occurrence) metallic object wedged under gauge
plate insulation, when relevant
sleeper packing is loose
Track relay 1) Loose or broken rail bonds
Replace or reconnect the defective
drops bonds.
occasionally with 2) Loose series feed jumper Reconnect them properly
2
no constant connections or track lead
reduction in its connections.
voltage.
(1) Block joint or other Locate and replace the defective
insulation defect in the track insulation.
portion connected with that
Relay voltage point setting only.
disappears for a
3 particular setting (2) Loose bonding or other Replace or reconnect the defective
of points in the connections or bad jumper bonding or other connections and
track circuit. cable insulation in the track repair the defective cable.
portion connected with that
point setting.
Track voltage Defective block joint insulation Replace the defective insulation
disappears soon over which the previous train
after a vehicle has just passed before failure.
4 movement and
is restored after
another
movement
Track relay Low track relay voltage Necessary voltage adjustments or
dropped caused by faults mentioned insulation replacements or repairs to
5 continuously above. defective connections as mentioned
above.

3.22.3 D.C Track Circuits faults

Sl.
Symptoms Check for Remedy
No.
1 Intermittent (1) Low battery voltage after Replace the defective cells and boost
dropping of track switching the charger off. the charger output for the time being, if
repeater relay. necessary.

(2) Loose battery connection Remake a secure connection.

(3) Loose connection on Secure and re-solder the loose
regulating resistance connection, if possible or replace the
particularly on the coil side of defective regulating device, if
a pot type resistor. necessary.
2 Continuous Dry solder developed on Re-solder the defective coil connection
dropping of track shelf type track relay coil and check for restored continuity and
relay. connection. relay operation. Replace the relay if
necessary.

IRISET Page 44
 ______________________ RAILWAY Annexure 'A'
S & T - TC/1
Para 911(a)
SIGNAL & TELECOMMUNICATION DEPARTMENT
TRACK CIRCUIT TEST RECORD CARD

1 STATION OR SECTION OF LINE _________________ 2 TRACK CIRCUIT NUMBER _____________________ 3 DATE ______________________________
4 TYPE OF RELAY ______________________________ 5 DATE INSTALLED ____________________________ 6 P.U. VOLTS __________________________________
7 D.A. VOLTS __________________________________ 8 P.U. M/A. ___________________________________ 9 D/A. M/A. ____________________________________
10 RESISTANCE OF RELAY _______________________ 11 LENGTH OF TRACK __________________________ 12 LENGTH OF LEADS BATT. TO TRACK ____________
13 LENGTH OF LEADS RELAY TO TRACK ___________ 14 TYPE OF BALLAST ___________________________ 15 TYPE OF BATTERY ____________________________
16 LENGTH OF LEADS RELAY TO TRACK ___________ 17 SIZE OF CONDUCTOR TO RELAY ______________ 18 CONDITION OF SLEEPERS ______________________
19 STATE OF INSULATED JOINTS 20 NUMBER OF ASHPITS IN TRACK ______________ 21 No. OF L.XINGS IN TRACK ______________________
OTHER THAN JOINTS AT POINTS 22 NUMBER OF INSULATED JOINTS
OR JOINTS ON A CURVE _______________________ IN TRACK __________________________________

VF - VR 1/2 (VF - VR )
RAIL RESISTANCE = BALLAST RESISTANCE =
1/2 (I T +I R ) IT - I R
VF VR
VOLTAGE AT RELAY TERMINALS
CURRENT AT RELAY =
RESISTANCE OF RELAY

Page 45
IR

Fig.No.3 (g)
IT
32 33 34 35
23 24 25 26 27 28 29 30 31 BATTERY END
CONDITIONS PERCENTAGE DRAINAGE CONDITION
CONDITION CONDITION CONDITION RESISTANCE VOLTAGE VF IF
OF BALLAST OF BALLAST OF TRACK OF RAIL OF BONDS OF CURRENT
DATE WEATHER OF TRACK AT AT VOLTAGE AT
WET DAMP CLEAR OF GOOD, FAIR SURFACE & JUMPER INSULATED AT
OR DRY RAILS JOINTS BATTERY BATTERY BATTERY RAILS
OR BAD RAILS

36 37 38
RELAY END 39 40 41 42 43 44 45

VR
IT
CONDITION CURRENT AT BALLAST DROP SHUNT PICK UP NUMBER OF SIGNATURE
VOLTAGE AT RAIL
OF RAIL RELAY VALUE SHUNT TRACK CAUSE OF FAILURES OF
RAILS RESISTANCE RESISTANCE
SURFACE TERMINALS VALUE FAILURES A.S.T.E
_______________
SIGNATURE
OF S.S.E
STATION _________________

TRAIN DETECTION TRACK CIRCUITS

TRACK CIRCUIT TEST RECORD CARD
 ______________________ RAILWAY Annexure 'B'
S & T - TC/2

IRISET
Para 911(a)
SIGNAL & TELECOMMUNICATION DEPARTMENT
TRACK CIRCUIT TEST RECORD CARD

1 STATION OR SECTION OF LINE _________________ 2 TRACK CIRCUIT NUMBER _____________________ 3 DATE ______________________________
4 TYPE OF RELAY ______________________________ 5 DATE INSTALLED ____________________________ 6 P.U. VOLTS __________________________________
7 D.A. VOLTS __________________________________ 8 P.U. M/A. ___________________________________ 9 D/A. M/A. ____________________________________
10 RESISTANCE OF RELAY _______________________ 11 LENGTH OF TRACK __________________________ 12 LENGTH OF LEADS BATT. TO TRACK ____________
13 LENGTH OF LEADS RELAY TO TRACK ___________ 14 TYPE OF BALLAST ___________________________ 15 TYPE OF BATTERY ____________________________
16 LENGTH OF LEADS RELAY TO TRACK ___________ 17 SIZE OF CONDUCTOR TO RELAY ______________ 18 CONDITION OF SLEEPERS ______________________
19 STATE OF INSULATED JOINTS 20 NUMBER OF ASHPITS IN TRACK ______________ 21 No. OF L.XINGS IN TRACK ______________________
OTHER THAN JOINTS AT POINTS 22 NUMBER OF INSULATED JOINTS
OR JOINTS ON A CURVE _______________________ IN TRACK __________________________________
JOINTS, BONDING PLANS & MAINTENANCE

110 V SUPPLY FEED TRANSFORMER

VF - VR 1/2 ( VF - VR )
ADJUSTABLE RAIL RESISTANCE = BALLAST RESISTANCE =
1/2 (I T +I R ) IT - I R
REACTANCE IR
LOCAL 110V
TRACK RELAY VOLTAGE AT RELAY TERMINALS
CURRENT AT RELAY =
IT RESISTANCE OF RELAY

***
VR VF

Fig.No.3 (h)

Page 46
32 33 34 35
23 24 25 26 27 28 29 30 31 BATTERY END
CONDITIONS PERCENTAGE DRAINAGE CONDITION CONDITION CONDITION CONDITION RESISTANCE VOLTAGE VF IF
OF BALLAST OF BALLAST OF TRACK OF RAIL OF BONDS OF INSULATED OF TRACK AT AT
DATE WEATHER VOLTAGE AT CURRENT AT
WET DAMP CLEAR OF GOOD, FAIR SURFACE & JUMPER JOINTS BATTERY RAILS
BATTERY BATTERY RAILS
OR DRY RAILS OR BAD

36 37 38
RELAY END 39 40 41 42 43 44 45
IT SIGNATURE
VR CONDITION CURRENT AT PICK UP NUMBER OF
BALLAST RAIL DROP SHUNT
VOLTAGE AT OF RAIL SHUNT TRACK CAUSE OF FAILURES OF
RELAY RESISTANCE RESISTANCE VALUE
RAILS SURFACE VALUE FAILURES A.S.T.E
TERMINALS
_______________

SIGNATURE
OF S.S.E
_________________
STATION
 INTRODUCTION

CHAPTER – 4: AUDIO FREQUENCY TRACK CIRCUIT

4.1 INTRODUCTION

The Audio Frequency Track Circuit (AFTC) is working with modulated signal in audio
frequency range 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.

4.2 Advantages of Audio Frequency Track Circuits

(a) Universal use – used in AC / DC / Non-RE sections.

(b) Joint-Less - Insulation Rail Joints not required if used in straight road portion. Joint-
less track vacancy detection.

(c) Dependency on other departments is minimised, as usage of insulated rail joints are
minimised for separation of track circuits.

(d) Immune to harmonics - Not affected by harmonics generated by Thyristor controlled

locomotives.

(e) Double Rail track circuit - Both Rails are available for traction return currents.

(f) Suitable for longer Length track circuits. Hence ideal for Automatic Block signalling.

(g) Remote feeding up to 3 km possible.

(h) Bit-coded Track circuit - to enhance safety & reliability

(i) Uses FSK / MSK principle for signal transmission and hence immune to Traction
interferences.

(j) Diagnostic LED indications provided on all modules for ease of maintenance.

(k) Other signals like Train speed control and messages to driver can be superimposed
with train detection signal. So, it is useful in cab signalling.

4.3 Principal of Working

Audio Frequency Track Circuit (AFTC) uses Frequency Shift Keying (FSK) Technique,
where the basic frequency is shifted between two frequencies (± ∆f) close to each other. Both
the frequencies are detected independently by the receiver for energising the track relay. This
modulation is made to enable transmission of Audio Frequency without getting distorted. There
are different nominal frequencies in the audio frequency range that are employed to have
different types of track circuits.

In Frequency Shift Keying Technique; Carrier frequency, which is audio frequency, is

generated by an oscillator circuit and Modulating signal is digital data. Carrier frequency and
Digital data signal are fed to FSK modulator. FSK modulator generates output of Higher
frequencies and Lower frequencies with reference to digital data signal. i.e. In correspondence
to each “1” bit, the “ f+∆f ” frequency (higher frequency) is transmitted and in correspondence to
each “0” bit, the “f-∆f” frequency (lower frequency) is transmitted by the FSK modulator. In other
words FSK modulator output is deviated between two adjacent frequencies.

In some AFTCs MSK (Minimum Shift Keying) technique is also used. This means that
the digital data is divided into even and odd stream. The odd stream consists of b1, b3, b5 bits
and even stream consists of b0, b2, b4, and b6 bits. Each bit in both streams is held for two bits
interval. In correspondence to each “0” bit, the “f-∆f” frequency is transmitted and in
correspondence to each “1” bit, the “f+∆f” frequency is transmitted by the MSK modulator.

Page 47 TRAIN DETECTION TRACK CIRCUITS

AUDIO FREQUENCY TRACK CIRCUIT

fH = f + f fL = f - f fH = f + f

Variation with time

of modulated track
circuit frequency

Variation with time

of bit pattern

5 ms 10 15 20 25 30 35 40 ms
bit 1 2 3 4 5 6 7 bit 8 bit1

Bit Pattern

Modulated signal, after amplifying and filtering, is fed to feed end of the track circuit. At
the other end called receiver end / relay end this signal is taken and fed to Receiver unit in
which received signal amplitude is evaluated, frequency is checked and data (coding) is
checked. The receiver section only issues a ‘Track Clear’ signal if the receiver measures
sufficiently high amplitude of the track voltage, frequency is within the range and bit pattern data
(coding) is correct. Otherwise it shows ‘Track Occupied’ status. Modulation provides safety
against interference and coding provides safety against false fed.

4.4 Electrical isolation between two adjacent track circuits

Audio frequency track circuits are generally separated by electrical joints. These consist
of a rail bond and a tuning unit. The tuning unit is located in the trackside connection box and
used to tune the electrical joint to the relavent track circuit frequency. Electrical isolation
between two adjacent track circuits is achieved by using these tuning units.

Tuning unit of frequency ‘f1’ offers high impedance (pole) to its own track circuit
frequency ’f1’ and low impedance (zero) to the adjacent track circuit frequency ’f3’. Similarly
Tuning unit of frequency ‘f3’ offers high impedance (pole) to its own track circuit frequency ‘f3’
and low impedance (zero) to the adjacent track circuit frequency ‘f1’ as sown in fig below. So,
electronic isolation is formed between these tuning units of adjacent track circuits.

Track Section 1 Track Section 2

Frequency f1 Frequency f3

vehicle position

Track
Voltage Track Voltage
Track Voltage
Frequency f3 Frequency f1
100 %
Response threshold
of receivers
50 %

Axle position

Shunting Overlap Zone

IRISET Page 48
 ELECTRICAL ISOLATION BETWEEN TWO ADJACENT TRACK CIRCUITS

Following points should also be taken care for AFTC installation:

The railway should prepare frequency and installation plans jointly with the AFTC
manufacturer at competent level. Railway should ensure proper training of installation and
maintenance staff and submission of technical and installation manuals by the AFTC
manufacturer before new installations. Technical and installations manuals should detail all
configurations, their installation requirements / adjustments / specified values / precautions etc
for 25 KV AC RE, 1500 V DC RE and Non RE area. OEM (Original Equipment Manufacturer)
should inspect AFTC installation and certify its efficacy before its commissioning.

(a) Frequency Selective Volt Meter (FSVM), True RMS multimeter and other measuring
instruments as recommended by the AFTC manufacturer should be used for AFTC
measurements.

(b) Safety tests as specified by the manufacturers like Directionality test for S bonds,
Interference test, TSR tests and proper track circuit adjustment should invariably be
ensured and recorded before commissioning.

(c) Provision of liners & pads under both the rails, proper drainage to avoid water
lagging in the track during rainy season (as per Para 279 (7), Chapter II, Part H of
Indian Railways Permanent Way Manual) and clearance of foot of the rails from
ballast (as per Para 279 (8), chapter II, Part H of Indian Railways Permanent Way
Manual) should be ensured.

(d) As AFTC is inherently a double rail track circuit (pl. refer Para 17.19.4, 22.10.5.2,
22.10.3.2 of SEM Pt. II), it is recommended that bonding practice should be adopted
as per provisions of ACTM FOR Double Rail track circuits (Para 3.8 and Para 5 of
‘Appendix II – CODE for Bonding and Earthing for 25KV, A.C. 50 Hz, Single Phase
Traction System of Indian Railway A.C Traction Manual Volume II Part II) in existing
and ongoing works in electrified sections.

(e) In case Single Rail Configuration is proposed / planned in view of RB’s letter no.
92/Sig/SGF/5-Pt dated 22.11.05, railway should ensure from the Principals of AFTC
manufacturer that interconnection of OHE masts to rail has been assessed in its
design and validated before going for it and take necessary precautions as
recommended by the manufacturer.

(f) Tuning zone must not contain check / guard rails, level crossing, catch point /
expansion joint, TPWS (or AWS) track equipment, impedance bonds, old bypassed
insulated rail joints and structure bond / cross bond. Any other restriction as
prescribed by the AFTC Manuals should also be observed.

(g) Maximum permissible cable lengths between Transmitter (Tx) & its TU (Tuning Unit)
and Receiver (Rx) & its TU with 0.9 mm dia. copper conductor of quad cable are
within limits as specified in technical & installation manuals of AFTC.

(h) Tx and Rx of same track circuits are not run in one cable. Receivers of different track
circuits having same frequency are not run in one cable. Similarly, Transmitters of
different track circuits having same frequency are not run in one cable. Instructions
contained in the manuals should be followed.

(i) Cable compensating resistance, line matching unit, end terminating unit,
equipotential / S / α / Shunt bond etc. are used as applicable and as specified in the
equipment’s manuals.

(j) As design of AFTC is specific to make, it would be preferable not to install variety of
AFTCs in a section from maintenance point of view.

Page 49 TRAIN DETECTION TRACK CIRCUITS

AUDIO FREQUENCY TRACK CIRCUIT

(k) At boundary of AFTC of one make with another make or DC track circuit, specified
arrangement as per AFTC’s technical and installation manuals should be provided
and continuity of traction return current path should be ensured and strengthened. S
/ Alpha / Impedance Bond or any other bond (as specified in the equipment’s
manual) used between rails of a track or track to TSS (Traction Sub Station) should
be of adequate current capacity to provide smooth passage to return current from
one rail to the other in case of break in path in one rail and near TSS.

***

IRISET Page 50
 THE GERMAN ABBREVIATION FOR FTG-S

CHAPTER- 5: SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

5.1 The German abbreviation for FTG-S

F = Remote fed, coded

T = Audio Frequency
G = Track Circuit
S = Siemens
Remote fed, coded Audio Frequency track circuits can be used in place of conventional
Track circuits to overcome shortcomings of the latter.

5.1.1 Features of FTG-S

(a) FTGS is remote fed with a frequency modulated AC voltage. Both transmitter and
receiver are centrally provided in Relay Room/huts, up to 3 Km away from the track
section.
(b) Centralised electronic equipment consists printed circuit boards provided in frames
on racks.
(c) Highly reliable - since mechanical stress and climatic influences have less effect as
electronic components are installed in Relay room/hut.
(d) Have maximum availability since extensive operating state indications (diagnostic
aids - LEDs) permit fault localisation and immediate replacement of defective PC-
boards.
(e) Have transmitter, receiver, and demodulation and relay PCBs of plug in type. Ten
(10) FTGS track circuit components can be accommodated in a rack.
(f) Maintenance free tuning units are provided in the trackside connection boxes.
(g) Both the rails are available for traction return current.
(h) Immune to AC/DC traction interference's.
(i) Joint less track circuit except in point zones.

5.1.2 Types of FTG-S

Two types of track circuits are developed with twelve (12) operating frequencies, one to
be provided within station limits and the other for outside the station limits.

5.1.3 Operating frequencies

F9 = 4.75 KHz
FTG-S 46
F10 = 5.25 KHz
(For longer track circuits
outside station limits) F11 = 5.75 KHz
F12 = 6.25 KHz

F1 = 9.5 KHz
F2 = 10.5 KHz
F3 = 11.5 KHz
FTG-S 917
F4 = 12.5 KHz
(For shorter track circuits
F5 = 13.5 KHz
within station limits)
F6 = 14.5 KHz
F7 = 15.5 KHz
F8 = 16.5 KHz

Page 51 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

5.1.4 Technical parameters and data

Sl.
Technical parameters data
No
Frequency modulation coding with 15 types of 8 bit
1 Transmission reliability
pattern per track circuit frequency

2 Minimum Ballast Resistance 1.5 ohms/km (ideal is 2.5 ohms/Km)

3 Maximum recommended TSR 0.5 ohms (other than the tuned zone)
4 Electric traction AC/DC tractions
5 Rail cross section Any

6 Power Supply (i) 220V AC + 22V/-33V, 50Hz. ±1 Hz

(ii) 110V AC ± 15%; 50 Hz ±1 Hz

Standard Configuration (st) 80VA

FTGS - 46
Central feed-in (M) 90VA
Standard (ST) 65VA
7 Power Consumption
Central feed in (M) 75VA
FTGS -917
Points (W) 75VA

Crossings (K) 85VA

8 Cable for feed in Star quad cable of 0.9 mm core diameter (from cabin to tuning unit)
and feed out Copper ropes of diameter 25 mm2 (from tuning units to track rails)

9 Minimum effective length of TC 30 Mts.

10 Maximum effective: (Table - 1)

RANGES OF INFLUENCE FOR RB=1.5 OHM X KM RB=2.5 OHM X KM
REMOTE FEEDING ZA ST 917 M 917 WK 917 ST 917 M 917
4.5 KM <=1.0 OHM 300 M 750 M YES 350 M 950 M
FTG 4.5 KM <=0.5 OHM 350 M 850 M 400 M 1000 M
S 917
6.5 KM <=0.5 OHM 300 M 700 M 330 M 850 M
REMOTE FEEDING ZA ST 46 M 46 ST 46 M 46
FTG
S 46 6.5 KM <=0.5 OHM 550 M 1000 M 750 M 1500 M

ZA = PERMITTED AXLE SHUNT ST = STANDARD LAYOUT

RB = SPESIFIC BALLAST RESISTANCE M = CENTER-FED LAYOUT
W/K = POINTS & CROSSINGS LAYOUT

11. Diagnostic LED indications on all PCB's ensure quick fault detection

12. Comparison of transmitted and received signals using magnetic memory in addition to
electronic memory (Magnetic memory).

IRISET Page 52
 Indoor Equipment

5.1.5 System consists of the following components

(a) Indoor equipment

(b) Outdoor equipment

5.1.6 Indoor Equipment

It consists of two units:

(a) CPU (Central Processing Unit) frame with printed circuit boards (Ref.
Fig.No.5.1.a, b)

(i) Transmitter card

(ii) Amplifier card
(iii) Filter card
(iv) Receiver I card
(v) Demodulator card
(vi) Receiver II card
(vii) Relay card

Mounting frame for standard track circuit (ST) or central feed-in (M):-

F V S E1 D E2 R C L
L5 L6 L7

L9

L4 L4.1 L1
L2 L5 L6 L7
L3
L8

Fig.5.1 (a) Mounting frame FTG S 46-ST

F V S E1 D E2 R E1 D
W
L5 L6 L7 L5 L6

L9

L4 L4.1 L1
L2 L5 L6 L7 L5 L6
L3
L8

Fig 5.1(b) Mounting frame FTG S 46- M

Page 53 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

(b) Power supply Unit: (Refer Fig. No5.2 (a), (b))

Input voltage = 110V AC or 220 V AC

Output voltage = + 5V DC, + 12 V DC

+ 5 V DC + 12 V DC

AC LED TEST LED FUSES LED TEST LED

ON SOCKET FAIL ON SOCKET FAIL

Fig 5.2 (a) Front view

+ 5 V DC + 12 V DC

1 2 3 4 5 6 7 8

110 V AC
Fig 5.2 (b) Rear view

5.1.7 Outdoor Equipment: (Fig.No5.3)

1. Tuning units in track connection boxes - 2 Nos.

2. Star quad cables (9m m dia.) - for connecting T.U to Rx Tx
3. 25 mm 2 copper lead ropes - for connecting TU to rail.

IRISET Page 54
 S BOND TRACKSIDE ARRANGEMENT

5.2 S BOND TRACKSIDE ARRANGEMENT

Lv Lv

L1 L1

r r r
Centre of track S Bond
+ 5cm

Block or
S Bond L1 Branch Clamp
r r

D
r
Cable Clamp

L2

Connecting cables

D C B A
Connecting Box

Fig.No.5.3

5.2.1 Principle of Working (Refer diagrams No5.4 (a), (b)

Audio frequency modulated and coded signals are generated by the transmitter card.
These signals are amplified by the amplifier card and then filtered by the filter card. The filter
card passes only fc± ∆f signals attenuates all other harmonic frequencies and noise. The output
of the filter card is then fed to the feed end track through a tuning unit. When the track is
unoccupied, transmitted Audio Frequency modulated AC voltage reaches the receiver end
tuning unit through rails. From receiver end T.U. signals are sent to the receiver card provided
in the cabin through quad cables. Here the signals are demodulated and evaluated in two
separate channels for redundancy. The codes of received signal are compared for matching
with the preset code there in. If there is a match, two track relays, connected at the end of the
channels in relay card (GF1, GF2) picks up.

Whenever the track is occupied, the transmitted signal voltages get shunted through the
vehicle axle. Receiver card detects this and drops the two track relays (GF1, GF2).

Various LED indications are provided on each card to facilitate failure detection.

Various testing voltage are available at measuring sockets.

Page 55 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

SCHEMATIC REPRESENTATION:
Out door Site
S BONDS

f1 f2 f3

TRACK

Trackside Connection box Trackside Connection box

with tuning units with tuning units

Transmitter Receiver

Indoor Equipment FTGS

Mounting frame
Clear /Occupied
Indication to interlocking
Fig.5.4 (a)

S Bonds

Track

Level setting Level setting

and tuning and tuning
Outdoor
Equipment
Cables

Indoor DEM
Equipment
Adjustable Demodulator
Filter response level 1.1
Filter

F&A* RX1
Relay with
Amplifier Receiver 1.1 Receiver 2.1 pick-up and
drop-out delay

RLY
RX2
Relay with
Transmitter Receiver 1.2 Receiver 2.2 pick-up and
drop-out delay
TX

Demodulator
Power Supply 1.2
230 V AC /
12 V, 5V DC
DEM
to
from Interlocking Power Supply Interlocking
Functional Diagram of SIEMENS AFTC

Fig.5.4 (b)

IRISET Page 56
 FUNCTION OF PCB'S IN FTG-S FRAME

5.3 Function of PCB's in FTG-S Frame

(a) Transmitter Card:

Transmitter PC board consists of a quartz oscillator with modulator. In this

card a particular audio frequency voltage is generated and modulated with a bit
pattern. The particular track circuit frequency is generated by means of a variable
frequency divider, which steps down the clock pulses of the quartz oscillator (16,336
MHz). Bit pattern & frequency can be selected by means of bit pattern code plug
and frequency code plug.

(b) Amplifier and Filter Circuits:

For FTG-S917, these are provided in one PCB and for FTG-S46, these are
on separate PCB's. In this card, the modulated audio frequency signal from the
transmitter is raised to the required level by the amplifier and transmitter to the feed
end point of the track via a selective filter.

(c) Receiver Circuits: These are provided on two PC Boards.

Receiver 1 PCB: It assesses the track voltage amplitude received through cable
from the track-tuning unit. When the track is clear, this card transmits pulses to the
demodulator card and extends DC voltage to receiver card 2.

(d) DC Modulator PCB:

When the track circuit is vacant, this card compares the bit pattern received
from Receiver 1 with an internal reference bit pattern. This reference bit pattern
selected by means of bit pattern coding plug. Please note that bit pattern-coding plug
of this card must have same code as in the bit pattern coding plug of transmitter
card. If both are identical, the received bits are sent to the logic comparator on the
Receiver 2 PCB.

(e) Receiver 2 PCB:

This card combines the output signals of receiver 1 resulting from amplitude
assessment there and those of demodulator after bit pattern check. The output
signal resulting from the dynamic AND operation, is amplified and fed to the Relay
PCB.

For reasons of safety, Receiver 1, Demodulator and the Receiver 2 circuits

are of two identical channels picking up two relays independently.

(f) Relay PCB:

There are two relays one in each channel. The interlocking circuits regularly
check the switching state of both track relays.
For operational reasons, the track occupied signal is delayed by 170 milli
seconds and track clear signal is delayed by 1300 milli. Sec.

Frequency and Bit pattern (Data) coding Plugs

Different Frequency and bit pattern coding plugs are available to select the
frequency and data in the transmitter card and also select the reference data signal in
the demodulator card.

Page 57 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

Frequency coding plug (for Transmitter Card only)

9500; 10500; 11500; 12500; 13500; 14500; 15500; 16500;

4750; 5250; 5750; 6250;

Bit pattern coding plug (for Transmitter Card and Demodulator Card)

M2.2; M2.3; M2.4; M2.5; M2.6;

M3.2; M3.3; M3.4; M3.5;

M4.2; M4.3; M4.4;

M5.2; M5.3;

M6.2;

5.4 TRACK CIRCUIT DELIMITATION BY SECTION DIVIDER BONDS

9m
9m PTG S 46 6.7 m FTG S 46 6.7 m

1.75m 6.7 m
3.2m 3.2m FTGS 917 FTGS 917

'S' BOND OF STEEL ALFA BONDS

WIRE ROPE 16mm dia. GALVANISED STEEL WIRE ROPE
IN BET. TWO AFTC'S 16mm dia. AT THE END OF THE AFTC

S-BOND - This connector is built of two semi loops each delimited between its center tap and
its connection point to the rail. This along with the rail of this region forms the inductive branch
of a parallel-resonated circuit. The discrete capacitors of tuning unit make its capacitive branch.

TR TR

RECEIVER (f1) RECEIVER (f3)

AXLE (f1) (f3)

C1 C1

TX (f1)

IRISET Page 58
 TRACK CIRCUIT DELIMITATION BY SECTION DIVIDER BONDS

The more distant semi loop of the two S-bonds delimiting a track section is tuned to the
operating frequency of track circuit. Feed is applied to the resonated semi loop circuit causing
its transmitter to consume little energy. The other semi loop of section divider is tuned to the
operating frequency of neighboring track circuit. Due to the layout of semi loops in the S-bond,
an axle standing on the S-bond occupies both the near and advance track circuits. This S-bond
causes overlapping, of the two track circuits so that there is no detection gap.

In the last AFTC of a region, End bonds (Alfa bonds) are provided at their exact
delimitation or for their transition to other types of track circuits with block joints in between.

5.5 Three modes of connections are adopted for FTGS-depend on the length of
section and location

(a) STANDARD LAYOUT

EFFECTIVE LENGTH

F5 F1 F3

SIGNAL &
BOX &
12 V DC / 5V DC 220V 50 Hz

(b) CENTRE FED LAYOUT

EFFECTIVE LENGTH

F5 F1 F1 F3

1 2

&
&
12 V DC / 5V DC 220V 50 Hz

Page 59 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

(c) POINT LAYOUT

F1 F3

F5 F1 F4

1 2

&
&
12 V D C / 5V D C 220V 50 H z

5.6 Frequency & Data (coding) allocation for SIEMENS AFTCs of one
Centralised place

(a) For adjacent track circuit, same frequency or very next frequency should not be
allocated. There should be at least one frequency separation. But F8 can be followed
by F9 since between these two frequencies frequency separation is more.

F1 F3

201T 203T

In the above example for 202T we cannot allocate F1 & F2 frequencies. Other
than those two frequencies any frequency can be allotted.

(b) If the same frequency is repeated any where in the same yard/ centralised place then
care should be taken while allocating ‘data’. Then data must be different for the other
track circuit where same frequency is used.

F1 (2.2) F3 (2.4) F5 (2.2) F1 (3.2)

201T 203T 204T 205T

In the above example for 205T frequency ‘F1’ is repeated. It shall be observed
that data (shown in bracket) is different for 201T and 205T.

(c) At one centralised location / station yard, for any two track circuits frequency and data
both should not be identical.

IRISET Page 60
 RESTRICTIONS & PRECAUTIONS

5.7 Restrictions & precautions

(a) Frequency plan for more than two parallel tracks require interlacing of FTGS-46 and
FTGS-917 AFTCs.

(b) FTGS-917 has limitation of 1Km for remote feed against 2.9Km for FTGS-46 with
0.9mm dia. Copper conductor. FTGS-917 will require use of 1.4mm dia. Copper
conductor for more distance.

(c) AFTC in point zone requires insulation rail joints, strict bonding discipline. FTGS-46
configuration cannot be used in point zone. FTGS-917 is permitted for point track
circuits with two receivers.

5.8 Testing Voltages at Measuring Sockets

For troubleshooting purposes, the voltage at the power unit and measuring socket the
major components can be measured. The permitted values are given in the tab below.

Sockets Adjuster Permitted Measurement

Remarks
Circuit board range Value [V] location
Square wave voltage
1/ 2 Transmitter
20V AC 9 to 12* approx.18V T=1/10= 69 to
(-B40/B41-) output
210 us
Square wave voltage
3/4
200V AC 60 to 90 Amplifier output approx.100 to 150V with
(-B42-)
peaks
3 /4 To track (before cable
200V AC 30 to 100 Filter output
(-B40-) stabilizing resistor)
II 5 / II 8 “Clear” track volt.
> 6.5 Without external axle shunt
II 5 / II 8 20V AC “Occupied” track
<5 (see section 5.10) with 0.5
(-B33-) volt.
I 6/II 8
II 6/II 8 20V DC 12 to 15 Receiver 1 output
(-B33-)
I 7/II 8
Demodulator
II 7/II 8 20/2V AC 1.3 to 2.0
input
(-B33-)
I 8/II 8
20V DC 11 to 13 12 V Supply voltage
(-B33-)
I 9/II 8 Receiver 1 output
II 9/II 8 - - without
(-B33-) modulation
I 10/II 8
Reference
II 10/II 8 20V DC 5.6
voltage
(-B33-)
I 11/I 12
II 11/II 12 20V DC 16.5 + 1 Relay voltage
(-B39/B34-)
I 13/I 14
Cascade clock
II 13/II 14 20V DC 4 to 5 Output of AND element
pulse
(-B39/B34-)

Page 61 TRAIN DETECTION TRACK CIRCUITS

SIEMENS REMOTE-FED, CODED AFTC (FTG-S TYPE)

Sockets Adjuster Permitted Measurement

Remarks
Circuit board range Value [V] location

12V /0 V 20V DC 12 + 1 Power unit Supply voltage 12V DC

5 V/0 V 20V AC 5 + 0.5 Power unit Supply voltage 5 V DC

E1/E2 20/2V Via adjusting filter;

0.3 to 2.0 Receiver 1 input
(-B33-) AC according to setting

* Owing to shape of curve only approx. values.

***

IRISET Page 62
 TYPES

CHAPTER – 6: ALSTOM AFTC

6.1 The Digi coded AFTC of ALSTOM make is designed to minimise periodic maintenance.
However, Periodical checks and measurements are recommended in order to keep the system
available at all the times.

Preventive maintenance to maximize the availability of insulating joints, cables, short

circuits, Rail connections etc can be desirable. The Diagnostic LED indications and defined
measuring points are provided to solve possible failures.

This system is equipped with a diagnostic board in its design and with which the values
of characteristic voltages and currents can be displayed on the monitor of PC, so that they can
be stored on a hard disk.

Instructions and procedures given in this manual together with a modular structure of the
product engine that solving failures will be simple and easy.

6.2 Types

DTC 24 DTC 921

F1 = 2100 Hz (diff: 400Hz) F7 = 9.5 KHz (diff: 1.6KHz)
F2 = 2500 Hz F8 = 11.1 KHz
F3 = 2900 Hz F9 = 12.7 KHz
F4 = 3300 Hz F10 = 14.3 KHz
F5 = 3700 Hz F11 = 15.9 KHz
F6 = 4100 Hz F12 = 17.5 KHz
F13 = 19.1 KHz
F14 = 20.7 KHz

DTC 24 is used for longer length track circuits, where as DTC-921 is used for short
length track circuits. DTC-24 is used on main line, points & crossings track circuits lengths from
100m to 700m in case of end-fed configuration, and up to 1000m in case of center-fed
configuration. DTC-921 is used on main line, points & crossings track circuits lengths from 30m
to 400m.

6.3 EQUIPMENT
1. Outdoor Equipment: S-bonds / α – bonds / Shunt bonds, Tuning units, cables, etc.

2. In door Equipment
(a) Evaluator:
(i) Tx - Rx module.
(ii) RT module. (Train Detection Module)
(iii) Modem board.
(iv) Point Rx board. (for Points zone track circuits)
(v) Diagnostic board. (Optional)

(b) Power Supply Unit.

Page 63 TRAIN DETECTION TRACK CIRCUITS

ALSTOM AFTC

BLOCK DIAGRAM

TU TU

Filter Tx CARD Filter

Rx CARD

Amp Amp

MSK Code MSK

Modulator Generator Demodulator
MODEM CARD

Vacant/
Occupied

D C
Delay 2 Delay
Network Comparator

RI CARD
RMS/ Delay 1
MSR
RT Card 110 V AC
Amp Generator
20 KHz

The connection cable between the Tuning Unit (T.U.) & processing unit used is a
Shielded Cable (double armored and shielded pair plus one service telephone pair. The
telephone connection can be used during calibration and putting in to service of electric joints.)
Containing two conductor pairs (1 Quad) of 1.5 Sq.mm, one for each of the two track circuits of
the Tuning Unit location.

IRISET Page 64
 WORKING OF THE SYSTEM

6.4 Working of the system

The Digi code system is based upon audio frequency track circuits. This implies that a
train or vehicle is detected by injecting audio frequency signals with a specific protection codes
in the track. If that signal, after it has been received on the other side of the section, meets all
criteria defined, the section is stated clear. If a train or vehicle occupies the section concerned,
it will create a short circuit and results an occupied condition.

MSK (Minimum Shift Keying) technique is used. This means that the digital data is
divided into even and odd stream. The odd stream consists of b1, b3, b5 bits and even stream
consists of b0, b2, b4, and b6 bits. Each bit in both streams is held for two bits interval. In
correspondence to each “0” bit, the “f-∆f” frequency is transmitted and in correspondence to
each “1” bit, the “f+∆f” frequency is transmitted by the MSK modulator. ∆f = 100 Hz. Data
transmission rate is 400 Bits/ sec (Baud).

Digi code is fitted with a number of LED’s allowing to obtain very rapidly a rough
indication of the probable origin of the problem. The signal is generated in the relay room by a
modulator circuit, then amplified and injected in the track filter, a cable and a tuning unit.
Receiving, tuning unit and sent to the relay room through a cable. Then the signal is filtered and
checked both in amplitude and bit patterns (after demodulation) and, on the basis of the result
of the checks, clear track circuit information is given.

At the Departure point (Exit- Tx end), the code generator generates modulating signal.
The modulating signal is represented by a cyclically repeated 200-bit Sequence. The bit
sequence contains the protection code associated to the track circuit. The protection code is
selected, via mechanically setting, while putting into service. When receiving the bit sequence,
the modulator generates the MSK (Minimum shift keying) modulated signal. Then this
modulated signal is power amplified, which is required for feeding to the field circuit.

The band pass Transmission filter is provided with passive components and transforms
the square- wave signal generated by the amplifier into the sine wave signal that supplies the
field circuit. After running over the field circuit, the track circuit signal returns to the Processing
unit. In the processing unit, it is transformed by the vital circuits that establish the occupied /
vacant state of the track circuit.

The band pass Receiver filter is realized by passive components and selects the track
circuit signal drawn directly from the field circuit on the normal layout branch. The receiver
amplifier increases the signal level so as to render it compatible with the operation of the
successive circuits. The occupied / vacant state of the track circuit depends upon the effective
voltage value of the signal received and upon the composition of the data message.

Starting from the output of the Receiver Amplifier, two separate routes can be identified.
One dedicated to the valuation of the effective value and the other for comparing the message
transmitted and the message received. The two routes converge in circuit, the solid-state
magneto relay, which ensures a true output, when the conditions at the inputs are true.

The fail-safe comparator compares the demodulated data and the data transmitted by
the coder on a bit-by-bit basis. The sequence compared must be in phase in order to achieve
positive comparison. In order to obtain alignment, the data transmitted must be delayed for an
interval of time equal to the delayed propagation of the signal via track circuits. This function is
realised by the Delay network.

The output of the comparator supplies the delay-1 circuit that in turn enables the 20 KHz
generator. The 20 KHz frequency oscillator represents one of the two inputs of the Solid State
Magneto relay (RMS) / Magneto Static Relay (MSR).

Page 65 TRAIN DETECTION TRACK CIRCUITS

ALSTOM AFTC

The RMS-transfers the alternating signal from the first input to the output as and when a
continuous voltage having an amplitude greater than a certain threshold present on the second
input. The outgoing signal from the Receiver Amplifier is rectified to supply the RMS continuous
input. The RMS threshold level is guaranteed intrinsically by its construction characteristics. The
RMS output is rectified to enter into the Delay-2 circuit, the output of which generates the
occupied / vacant Digi code signal.

The function of the Delay-1 and Delay-2 circuits is to avoid the undue temporary
clearance of the track circuit ensuring, in safety, that the signal clears the track circuit only after
the characteristic delay timing.

The comparator supplies the Delay 1 circuit. The function of this circuit is to delay the
energisation of the 20 KHz generator for about 1 second only after the continuous comparison
of the data transmitted and received. In addition, the delay 1 sets its output almost immediately
to zero. If negative pulses of the comparator’s output are detected when the bits do not
correspond.

The magnetic threshold supplies the delay 2 circuits. The function of the circuit is to
delay for about 1 sec. The energisation of the vital output of the equipment (occupied/ vacant)
after application of the 20 KHz signal and the level of the signal received at the magnetic
threshold. The overall energisation delay is about 2 seconds. In case of Normal layout branch
and it is 1 Sec in case of Switch branch. Moreover, the function of the delay-2 is to supply an
output of zero or maximum (12V per vital input and 24V per relay coil) without intermediate
values versus user.

6.5 Power Supply Unit

The manufacturer will supply the Power supply unit with the input voltage option of either
230V AC±10%, 50 Hz ±2% or 110V AC±10%, 50 Hz ±2% as per the customer requirement.

6.6 Restrictions & precautions

(a) AFTC in point zone requires insulation rail joints, strict bonding discipline.

(b) DTC-24 configuration cannot be used in point zone. Track circuits in point zone can
have a maximum of two branches (maximum 3 receivers). For correct operation of
track circuit in point zone, the length of the main branch and diverted branches are to
be as specified in the manual.

(c) Remote feeding with 0.9mm dia. Copper conductor is up to 3Km.

(d) Tuning units are for pre-specified pairs of carrier frequencies.

(e) Lengths of S-bond, Terminal bond and Short circuit bond depend upon pair of carrier
frequencies used in the TU.

(f) A carrier frequency can be assigned any of pre-specified 3 codes only, against a
total of 42 codes.

(g) Direct inter connection of OHE masts to a rail is not recommended.

IRISET Page 66
 ADVANCED FEATURES

6.7 Advanced features

(a) Inversion of Transmitter and Receiver ends depending of Direction of Traffic.

(b) Track to train message for CAB signalling in addition to train detection.

6.8 Various Test Points and limiting Values of Parameters for DTC 24 Main Line

Card Test Points Allowed Values Measured Values

V TX Square wave output. 10-90 V AC

TX Frequency Range at V OUT F channel ±100 Hz

CARD
V OUT TX Filter output. 2-40 V AC

DC level (50 V Fuse) 45-58 V DC

DC level (10 V Fuse) 9.0 - 11 V DC

24 V DIG 22 - 28 V DC

RX VIN > 0.300 V AC

CARD
VRX ; when Track Circuit is Vacant 0.500 to 0.900 V AC

VRX ; when Track Circuit is Occupied 0.010 to 0.280V AC

+12V 11.8 -12.2VDC

-12V 12.2 to 11.8 VDC

+5V 4.9 - 5.1 VDC

RT
CARD 22 - 27 VDC
24V LOC
OUT PUT; when
20-28 VDC
Track Circuit is Vacant.
OUT PUT; when
< 0.6 VDC
Track Circuit is Occupied.

OUT MSR; when

4.8 - 7 V DC
Track Circuit is Vacant.

Page 67 TRAIN DETECTION TRACK CIRCUITS

ALSTOM AFTC

Card Test Points Allowed Values Measured Values

OUT MSR; when

< 4.2 V DC
Track Circuit is Occupied.

20 KHZ Voltage. 25 - 32 V AC

MSR + -; when
9.8 - 20 V DC
Track Circuit is Vacant.

***

IRISET Page 68
 ELEMENTS OF AFTC

ANNEXURE – I
ABB – AUDIO FREQUENCY TRACK CIRCUIT – STYLE TI –21
1. 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.
The Receiver directly operates a standard miniature line relay.

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 Audio Frequency 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.

TRACK CIRCUIT TRACK CIRCUIT TRACK CIRCUIT

FREQUENCY FREQUENCY FREQUENCY
F1 TU TU F2 TU TU F1
F1 F2 F2 F1

Tx PSU Rx Tx PSU Rx
F1 24 V DC F2 F2 24 V DC F1

Track Track
Relay Relay

Fig.No.7.1

Block Diagram of a Basic Audio Frequency Track Circuit

2. ELEMENTS OF AFTC

Sl.
AFTC consists of No.s
No.
(a) Transmitter 1

(b) Tuning Unit 2

(c) End Termination Unit 1 (In centre fed Track Circuit only)

(d) Receiver 1

(e) Power Supply Unit 2

(f) Output Relay 1

Page 69 TRAIN DETECTION TRACK CIRCUITS

ABB – AUDIO FREQUENCY TRACK CIRCUIT – STYLE TI –21

3. Transmitter – TX

As shown in functional diagram, a Bi-stable Multi-vibrator (1) produces a square wave

output of 4.8 Hz. An oscillator (2) produces the nominal frequency f (A or B or H). The square
wave output of the multivibrator modulates the output of oscillator (f) to produce a signal,
which varies by ±17 Hz about the nominal frequency (f) at a rate of 4.8 Hz in modulator (3). The
output amplifier (4) increases the signal to a power level suitable for transmission down the
track. The transformer (5) provides a means of matching the amplifier output to the load. Filter
(6) is provided to isolate the unit from unwanted AC / DC currents from the track.

Functional diagram of transmitter is shown below: -

Osci-
2 llator Matching / Isolating
Transformer
1
Multi Modu- Output To Tu
Vibrator lator Filter

3 4 5 6
Output
Amplifier
Fig.No.7.2

The transmitter output waveform is shown below: -

f + 17 f - 17 f + 17 f - 17

Modulation
at 4.8 HZ
Fig.No.7.3

4. RECEIVER – RX
Functional diagram of Receiver is shown below: -
Filter Filter Demodulator

Amplifier

2a 3a 4a 5a
Time Relay
1 6 Delay Drive
Sequential
Input AND Gate
Input 7 Output
From Tu Trans- Relay
former 2b 3b 4b 5b
Filter Amplifier

Filter Demodulator
Fig.No.7.4
IRISET Page 70
 TRACK TUNING UNIT - TTU

Signal received from the (receiver end) tuning unit is fed to the Input-Isolating
Transformer (1) of the Receiver. This has tappings to obtain different turn ratios for the
adjustment of receiver gain. Inter-winding earth screen is provided to afford protection from the
common mode interference’s. Different taps as provided on the input side to be connected to
the tuning unit are shown ' below. The connected tap is for a gain of 7. Receiver input wiring &
pick up current for different gain settings are given in Annexure I. 1Ohm resistance is provided
to enable direct measurement of input current.
1H

1
1L

3H

3
3L

9H

9
I/P2 9L

I/P1
From 1
ETU/TTU I/P2

Terminal arrangement of Receiver for Gain Adjustment

Fig.No.7.5

The higher frequency of signal is filtered at 2A and the lower frequency of signal at 2B.
Thereafter, they are amplified at amplifiers (3A & 3B), filtered at (4A & 4B) and demodulated at
5A & 5B. The two demodulated frequencies are combined in a sequential 'AND' gate (6) which
gives a constant output only when both the frequencies are out of phase by 180 degrees. This
output after an initial time delay of about two seconds provided by (7) is extended to the relay
driver to energise the relay.

5. Track Tuning Unit - TTU

The electrical separation of adjacent track circuits is obtained by tuning a short length of
track (about 20 meters) using tuning units to which a transmitter/receiver is connected. Each
tuning unit present offers low impedance to the frequency of adjacent track circuit and prevents
its influence. Thus tuning unit forms a part of electrical separation joint. Block schematic of the
tuning unit is given below:
TO TRACK

T1
1
C1
To Rx - BOTH MODES
Tx - LOW MODE
L
2
3
4
To Tx - HIGH POWER
C2 MODE

5
T2

TUNING UNIT
Fig.No.7.6

Page 71 TRAIN DETECTION TRACK CIRCUITS

ABB – AUDIO FREQUENCY TRACK CIRCUIT – STYLE TI –21

Tuning unit, in addition to acting as a selective band pass filter provides a means of
connecting transmitter/receiver to the rails. Receiver is always connected to terminals 1 & 2.
Transmitter is connected to terminals 4 & 5 for normal power mode while it is connected to
terminals 1 & 2 for low power mode (short track circuits of 50 to 250 m.)

6. End Termination Unit - ETU

End Termination Unit is used at the start and the end of section on which AFTC is
provided. An insulated rail joint is normally provided beyond the ETU within one meter. It is also
used in place of TTU for centre fed arrangement. Two types of end termination units - one with
3 parallel branches of circuits for frequencies A, C, E & G and the other with two branches of
circuits, for frequencies B, D, F & H. The schematic arrangement of each is given below:

TO TRACK TO TRACK

Rx Rx

Tx Tx

ETH ETH

TO TRACK TO TRACK
FREQ - A,C,E,G FREQ - B,D,F,H
END TERMINATION UNIT
Fig.No.7.7

A common power supply unit generally feeds 2 adjacent AF Track circuits. It supplies
power to the Transmitter and Receiver ok adjacent Track Circuits. This works on 110V AC and
gives out 24V DC (nominal) for the working of the track circuit. Detailed specification
requirement is spelt out in item number 15 of technical specification of AFTC. Since the system
works on 110V AC, an uninterrupted AC power supply central system is to be provided when
we go in for this type of track circuit.

7. Output Relay: 50 V / 1350 ohm, DC neutral relay to BRS: 930.

8. TECHNICAL SPECIFICATION OF AFTC

1. Track circuit a) End Fed Low mode 50 - 250 metres

length
Normal mode 200 - 650 metres
b) Centre fed 450 - 1200 metres

2. Minimum ballast resistance 2 OHM / km

3. Minimum Train shunt resistance 0.5 ohm (outside tuned area)

0.15 ohm (inside tuned area)

IRISET Page 72
 TECHNICAL SPECIFICATION OF AFTC

4. Boundary of track circuit +/- 5 metres (max.)

(from centre of tuned area)

5. Length of electrical separation Joint 18.0 - 22.0 metres.

50 V / 1350 ohm.
6. Output relay
DC neutral relay to BRS: 930.

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.

8. Transmitter 2.2 A (Max)

Current consumption on 24 V DC
side Receiver 0.5 A (Max)

Low Mode 3W
9. Transmitter power output (max)
Normal Mode 40 W

a) Transmitter & feed

30 meters
end tuning unit
10 Maximum length of connecting
cable between b) Receiver &
350 meters
Receiver end tuning
unit

11 Receiver output 40 V - 65 V DC

12 Receiver Sensitivity 15 Ma

13 Maximum length of cable (19/1.8 Long Cable 3.25 M.

mm Sq. Al.) between the tuning
unit and track Short Cable 1.45 M.

Page 73 TRAIN DETECTION TRACK CIRCUITS

ABB – AUDIO FREQUENCY TRACK CIRCUIT – STYLE TI –21

Resonated
12 ohm (Min.)
impedance
14 Resonated impedance bond
DC 0.75 m Ohm
Traction impedance
AC 3.00 m Ohm

Input (Nominal) 110 V, 50 Hz

5 - 0 - 95 - 105 -
Input tappings
115 V
15 Power Supply Unit
Output voltage 22.5 to 30.5 V DC
Output current 4.4 A (Max.)
Ripple Content 3 V peak to peak

9. Centre fed arrangement

When the length of track circuit is required to be more than 900 meters, centre fed
arrangement shall be provided as indicated below:

T1
T2
T2

TU1 TUL 2 ETU 2 TUR 3 TU 3

Tx 1 RxL 2 RL 2 Tx2 RR 2 Rx R2 Tx 3

CENTER FED TRACK CIRCUIT

Fig.No.7.8

10. Termination with other types of Track Circuits

A special arrangement using ETU shall be provided as indicated below when an AFTC
is followed by other types of track circuits. Insulated rail joints are, to be provided at a distance
not greater than 1 meter.

IRISET Page 74
 TERMINATION OF AFTC WITH NON- TRACK CIRCUITED PORTION

<1M

AFTC OTHER TC

ETU

Rx R

TERMINATING WITH OTHER TCs

Fig.No.7.9

11. Termination of AFTC with non- track circuited portion

Both the rails are to be shorted with 50 sq. mm Alu cable at 18.5 meters from the last
tuning unit as indicated below:

18.5 M

TTU

Rx R

INTERFACE WITH NON-TRACK CIRCUITED LINE

Fig.No.7.10

12. Frequency allocation plan

In this AFTC Type TI 21there are Eight Operating Frequencies A to H.

A & B - Paired Frequencies for FIRST Line

A B A B A

C & D - Paired Frequencies for SECOND Line

C D C D C

E & F - Paired Frequencies for THIRD Line

E F E F E

Page 75 TRAIN DETECTION TRACK CIRCUITS

ABB – AUDIO FREQUENCY TRACK CIRCUIT – STYLE TI –21

G & H - Paired Frequencies for FOURTH Line

G H G H G

For more than four tracks the above sequence is repeated. Between track-circuits of
same frequency pair on different Lines, there should be a minimum separation of two lines.

A B A B A

E
D

F
C

E
D

F
C

E
} Separation of Two
Tracks

A B A B A

(Note : AFTC shall be adjusted to correct level. In the event of over energisation caused
inadvertent change from low power mode to high power mode or by other reasons, the
level of AF signal received at Rx will be beyond the specified level of demodulator and
there will be neither demodulation nor detection of AF signal. This will result in the
dropping of relay when the track is free. While shunting, the signal level is bound to
come down and fall within the range of demodulation resulting in detection and output
will be extended to energise the relay when the track is actually shorted. Hence, when
adjustment in any part of the track circuit is done, all the parameters shall be checked for
their correctness within the limits specified therein. )

***

IRISET Page 76
 BRIEF DESCRIPTION

ANNEXURE - II
AFTC - UM71 (UNION SWITCH & SIGNALS)
1. Brief description

The UM71-AFTC is a remote fed Joint less Track Circuit suitable for all non-RE, RE (DC
Traction and AC Traction) areas. As regards electrified tracks, traction return current can be
the bi-rail type. In UM-71 track circuit - the Transmitter and Receiver can be centrally provided
in the Equipment room/relay room maximum in 1 KM away from the track circuit.

2. Configurations of UM-71 Track Circuit

These track circuits can be setup in two types. They are 1. End of section transmission
and 2. Intermediate transmission

3. End of section Transmission (End fed)

In the end of section transmission configuration, at one end Transmitter is provided and
the other receiver is provided, as shown in Fig.1

TC

Transmitter Receiver
End of Section Transmission (End Fed) Fig.1

4. Intermediate Transmission (Center fed)

In the Intermediate transmission configuration, transmission is provided at the center of

track circuit. A receiver is installed at each end of the track circuit as shown in Fig.2.

TC

Receiver - I Transmitter Receiver - II

Intermediate Transmission (Centre Fed) Fig.2

5. Principle of operation

Frequency assignment

The UM71 operates at one of the four basic carrier frequencies in two pairs:

CARRIER FREQUENCIES Fc SET1 (UP LINE)

* One pair assigned to Track I: V1-F1 : 1700Hz

V1-F2 : 2300Hz

Page 77 TRAIN DETECTION TRACK CIRCUITS

AFTC - UM71 (UNION SWITCH &SIGNALS)

CARRIER FREQUENCIES Fc SET2 (DN LINE)

* One pair assigned to Track II: V2 - F1: 2000Hz

V2 - F2: 2600 Hz

Each pair (set) can be used for one track (UP / Dn.)

This Track Circuit operates on Frequency shift key (fsk) principle where the frequency is
shifted between two frequencies close to each other (i.e. Basic frequency ± 11 Hz).

∆ F = 11Hz Modulation rate is set by division of 128 of the basic frequency.

fc
i.e. modulation signal frequency =
128

Example: -

CARRIER FREQUENCIES Modulation Rate

V1 - F1 - 1700 Hz 1700/128 = 13.3 Hz

V1 - F2 - 2300 Hz 2300/128 = 18.00 Hz

V2 - f1 - 2000 Hz 2000/128 = 15.6 Hz.

V2 - f2 - 2600 Hz 2600/128 = 20.3 Hz

6. Components

The system consists of the following components:

(a) Indoor equipment. (Equipment at Relay room)

(b) Field Equipment (wayside equipment)

(a) Indoor Equipment

The Equipments in the Relay room are Transmitter, Receiver, Power supply unit
and Relay (24 V DC plug-in-type Relay).

(i) Transmitter (Tx)

The transmitter generates a power limited sinusoidal signal, at one of the

four basic frequencies (Fo) 1700 Hz; 2000 Hz; 2300 Hz; 2600 Hz.

The basic frequency is encoded by shifting which is switching two

frequencies with a modulation depth, ∆ ƒ = 11 Hz. The basic frequency is
modulated at a rate set by division by 128 of this basic frequency (Fo).

(ii) Receiver

The Receiver detects the presence of the train in the associated track
section. The receiver must recognise the carrier signal in quality (modulated
frequency) and in quantity (i.e., level).

IRISET Page 78
 COMPONENTS

(iii) Relay

It is a 24V DC, plug-in-type, non-proved type. (Ordinary Q series line

Relay QN1 can be used as a Track Relay).

(b) Field Equipment (way side equipment)

The Air core Inductor (ACI), Matching Unit (MU) and Tuning Unit (TU) are
provided at the way side, near the tracks. There is one tuning unit (TU) for each of the
four frequencies used, where as matching unit is common for all the frequencies.

(i) Matching Unit (MU):

Impedance matching between the items of the equipment installed at the

track and those installed in the technical room (i.e. Relay room - Tx and Rx) is
achieved by means of an auto-matching unit.

(ii) Tuning Unit:

There are two types of tuning units: -

- Tuning Unit F1 (V1 & V2): This consists of LC (inductive Capacitance) series
circuit tuned at a frequency close to F2. If characteristics are:

Capacitive impedance at frequency F1

Low capacitive impedance at frequency F2

- Tuning Unit F2 (V1 or V2): This consists of a LC series circuit, tuned at a

frequency close to F1, mounted in parallel with a high value capacitor. Its
characteristics are

Low capacitive impedance at frequency F1, with the parallel capacitor

shorted by the series branch tuned at F1.

Capacitive impedance at F2, resulting from the tuning of the three

components. As frequency F2 is higher than frequency F1, the
inductive series tuning is marked by the parallel capacitor.

FOR TRACK 1 FREQUENCY PAIR:

 V1 F1 TU : Exhibits ‘ ZERO’ at 2300 Hz ( V1– F2) &

‘POLE’ at 1700 Hz (V1– F1)

 V1 F2 TU : Exhibits ‘ ZERO’ at 1700 Hz (V1– F1) &

‘POLE’ at 2300 Hz (V1– F2)

FOR TRACK 2 FREQUENCY PAIR:

 V2 F1 TU : Exhibits ‘ ZERO’ at 2600 Hz (V2 – F2) &

‘POLE’ at 2000 Hz (V2 – F1)

 V2 F2 TU : Exhibits ‘ ZERO’ at 2000 Hz (V2 – F1) &

‘POLE’ at 2600 Hz (V2 – F2)

Page 79 TRAIN DETECTION TRACK CIRCUITS

AFTC - UM71 (UNION SWITCH &SIGNALS)

(iii) Air Core Inductor (ACI):

There are two types of ACI. They are:

- The ACI 200 - used for re-equalizing the traction current.

- The higher power ACI 600- used for routing the traction return current.

Electrical Separation Joint (ESJ):

For implementation of continuous track circuits, reliable separation of audio frequencies

on all continuous track circuits (common to same ESJ). This can be achieved either
conventionally through the use of insulated joints which break the rail electrical continuity or
through electrical separation joint, which do not require any continuity bonds.

The ESJ consists of a short track section limited at each end by a LC-type tuned circuit,
known as TU. And on Electrified track, a non-saturable inductor, known as the ACI, is located at
the centre of the ESJ.

ESJ length varies from 20 to 29 meters in accordance with Rail type, Sleepers type,
Track gauge, Track electrified or non-electrified.

Observe the following Parameters:

At PSU Input voltage 110VAC ± 25%

Output voltage 24VDC ± 1V

At Tx (KEM) Input voltage 24V DC ± 1V

Output voltage 25 to 50 V AC
Frequency 2300 Hz ± 3 Hz
Gain adjustment (V1 - V10) V5 to V6 - 3Units

At TMU (Tuning & Input at E1 & E2 25 to 50VAC

Matching Unit) (Tx Frequency 2300 ± 3 Hz
end)
Output of TMU 1V to 5VAC
Input across the track 1V to 5VAC

Voltage across the track 0.2 to 0.8 VAC

At TMU (Rx end)
(ie. Input to TMU at Rx end)

Output of TMU (Rx end) 0 to 3VAC

ie. V1 - V2

Input to RX (v1 - V2) 0 to 3V AC

At RX (KRV)
Voltage at R1 R2 > 250mv AC
Gain adjustment (R3.... R10) KRV56

IRISET Page 80
Cables

At KRV PU. TSR 1 Ohm.

K= adjustment Drop TSR 0.5 Ohms

RV = Rx Input. KRV 56

At TR Voltage across the TR 24 to 30VDC

without T.S.R
Voltage across the TR 0V DC
with 0.5 Ω TS.R

Cables:

1. PSU to Tx/Rx Flexible 1 sq.mm.

2. Tx/Rx to TMU Quad cable - 0.9 mm dia
3. TMU to Rail 70mm2 copper or 120 mm2 Aluminium

* * *

Page 81 TRAIN DETECTION TRACK CIRCUITS