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Notes on Railway Signaling

2025

RDPM

Approved by
RDSO
‘ R & D’
Recognised by
EFFTRONICS SYSTEMS PVT. LTD.
Govt. of INDIA
EFFTRONICS SYSTEMS PVT. LTD
DSIR IT Park, Mangalagiri-522 503, Guntur, AP, INDIA
Ministry of Railways Govt. of INDIA
Certified for ISO 9001,
ISO 14001, ISO 45001 and ISO 27001 +91(8645) 666777, [Link]
 Employee Learning Methods
Passive
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Learning by
Training

Learning
Collaborative On the job
Learning
(Mentoring,
Participative sharing, etc.)
Learning
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Notes on Railway Signaling

This notes is not meant for independent study by the beginners. The
learning would be deeper and faster when a beginner is mentored
by a professional signal engineer.

Language has limited role in learning

Aoccdrnig to a rscheearch at Cmabrigde Uinervtisy, it deosn’t mttaer
in waht oredr the ltteers in a wrod are, the olny iprmoetnt tihng is taht
the frist and lsat ltteer be at the rghit pclae. The rset can be a total
mses and you can sitll raed it wouthit a porbelm.

Tihs is bcuseae the huamn mnid deos not raed ervey lteter by istlef,
but the wrod as a wlohe.

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Notes on Railway Signaling

Contents
Introduction 5
CHAPTER 1
7
Indian Railways – Organization, Train operations
1 Railways – an important transportation option 7
2 Indian Railways organization – various departments 7
3 Railway board, Zones, Divisions 8
4 Designation of officials in S&T department 10
5 Controlling of trains 11
6 Providing movement authority to drivers by signals 11
7 Three types of train controlling - train operations management from control office [Manual, TMS, CTC] 12
CHAPTER 2
15
Signaling sub-systems [signaling elements] – their purpose – location – usage
1 Signaling related sub-systems at a station and their purpose 15
2 Points 15
3 Signals 22
4 Train detection systems – DC Track Circuits & Axle counter 29
5 Block working systems – absolute block working system & automatic block working system 43
6 SM operating panel and VDU – Man Machine Interface (MMI) of signaling system 48
7 Interlocking system – Relay interlocking & Electronic Interlocking 48
8 Power supply system – Integrated Power Supply [IPS] 49
CHAPTER 3 – Interlocking systems part 1
52
Area of control of Signaling system – types of operation practices
1 Operation of points and signals – area of control 52
2 Type of operating panel – Route setting type panel and non-route setting type panel 53
3 Operation of points & signals – switches & buttons – Six types of practices 53
4 Design of routes & route buttons 55
5 Sequence of operation of signals 56
6 Type of interlocking systems – Relay interlocking and Electronic Interlocking 57
7 Dealing of trains when signal fails 58
8 Accidents and signaling solutions to prevent them 58
Interlocking systems part 2
59
Interlocking principles – documents
1 Interlocking Principles 59
2 Design documents of signaling system 61
3 Stages of interlocking 61
4 Application of interlocking rules to main signal, calling on signal and shunt signal 62
5 Route holding – by approach locking and back locking 62
6 Train Operated Route Release [TORR] - Conditions to be satisfied 62
7 Timers recommended in signaling circuits design 62
CHAPTER 4
63
Implementation of interlocking by relays - relays codes and names - electronic interlocking
1 Implementation of interlocking through Relays – Sequence of relays operation 63
2 Relay circuit diagram for signal lamps control & lighting 65
3 Track relay indication and track repeater relay in relay room 65
4 Point detection relays circuit 66
5 Relays code names & purpose of each relay 67
6 Classification of relays based on their role in Relay interlocking 70
7 Electronic Interlocking [EI] – features 71
8 Operation & usage of relays – sequence of operation of relays – flow charts for different practices 74

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CHAPTER 5
89
Some safety features of signaling – Route cancellation types – LC gates – Intermediate block signals
1 Some safety features of signaling 89
2 Route cancellation – types 92
3 Level Crossing Gates 93
4 Intermediate block signals 97
CHAPTER 6
Auto signaling – semi auto signals in the station and block section – modified auto block 99
signals – train detection with MSDAC – Implementation with distributed EI
1 Features of auto signaling system 99
2 Protection of gate by semi-auto signals at station limits and in block section 100
3 Changes to station signaling – in auto signaling territory 102
4 Train detection systems for auto signaling 103
5 Auto signals on single line [Bidirectional lines] 104
6 Modified Auto Block Signaling MABS 104
7 Implementation of Auto signaling – by distributed EI system 105
8 Four aspect auto signal lamps lit & unlit conditions 107
CHAPTER 7
108
Signaling system maintenance practice – alarms and logics for signaling system failure
1 Signaling system maintenance practices and data logger 108
2 Signaling elements typical failure states 108
3 Typical logics for signal failure alarms 108
4 Signal fault alarms RDSO Recommended 2011 and others (IPS, SSDAC, MSDAC, ELD, UFSBI etc.) 109
CHAPTER 8
115
IoT – Internet of Things & Data logger system
1 IoT – Internet of Things 115
2 Data logger 116
3 Data capturing from Electronic Interlocking by – Protocol converter 119
4 Data logger system 120
5 Remote diagnostics and predictive maintenance – RDPMS 121
6 DLMC – Data Logger Monitoring Centre located in Divisional office 123
CHAPTER 9
124
SSBPAC D for Single Line – Solid State Block Proving by Axle Counter
1 Features of SSBPAC D 124
2 Sub-systems of SSBPAC D 124
3 Block Panel 126
4 Equipment rack – Euro rack & interface relays 128
5 Difference between Single line & Double line SSBPAC Ds 130
6 SSBPAC D schematic diagrams 130
7 Typical interface circuits of signaling systems 132
8 Maintenance and trouble shooting 136
9 Comparison of UFSBI MUX based Block instrument and SSBPAC D 137
10 Axle counter for block proving on single line with IBS 138
CHAPTER 10
139
Siemens Practice of Interlocking
A Route Section Plan – RSP 139
B Operations - Siemens Panel / RRI 142
C Relay groups - relays names – function – flow chart for Panel operations 142
D Relay groups - relays names – function – flow chart for RRI operations 144

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ANNEXURE – I Relay Interlocking 154

1 Signaling Relays 154
2 Assessment of relays for a typical station 155
3 Powering of signaling elements – Point, Signals, Track circuits etc. 157
4 Cable core plan design & Location box design 158
5 Signal lighting circuits – different practices 161
6 Transfer of control of Crank handle & LC gate with KLCR & EKT 162
7 Typical signaling circuits – switch operated signal 164
8 Sectional route release with ASR, TLSR, TRSR 165
9 Q Style relays & contacts identification of different relays and wiring 166
10 Q style relay contact wiring – to data logger – steps 169

ANNEXURE – II Electronic Interlocking 171

1 EI - hot stand by with & without I/O cards and interface with – MSDAC, signal, point, LC, CH 171
2 Releasing of crank handle at Distributed EI station – in case of EI failure 173
3 Electronic Interlocking system – standardization of LOGIC and interface circuit by RDSO 174
4 Out of correspondence of signaling elements - hazard mitigation in Electronic Interlocking 177
5 EI Commissioning – activities 178
6 System integrity levels in signaling system – some concepts 179

ANNEXURE – III Signaling – General 180

1 Signaling solutions for line capacity constraints 180
2 Wheel & Axle of a train 181
3 Train accidents 181
4 TOC – Table of Control 182
5 Route release – automatically by train movement and by manual cancellation 184
6 MSDAC configurations for auto signaling 186
7 MSDAC & HASSDAC – Product details 188
8 Automatic signaling – Relay status repetition or fail-safe data communication 190
Between station & ALH or between ALHs
9 Data logger inputs – potential free contacts and power supplies 192
10 Alarm to SM to set the points against occupied line [Safety Point Alarm Unit] 193
11 Alarm to SM in case of abnormal behavior of point [Check Point Alarm Unit] 193
12 Surge protection for signaling system 194
13 IoT System 200
14 Railway Signaling System – Internet of Things, Artificial Intelligence & Machine learning 202
15 Signaling system – Digital twin 204
16 Railway communication system for train operations 205
17 Earth leakage & loss of insulation of copper cable, impact on signaling system – double cutting & 207
cross protection of signaling circuits - practice of measurement of earth leakage in network rail of UK

ANNEXURE – IV Modern Signaling 209

1 ETCS – European Train Control System 209
2 Kavach [TCAS – Train Collision Avoidance System] – IRTPS [Indian Railways Train Protection System] 211
3 CBTC – Communication Based Train Control system 217

ANNEXURE – V Standards 220

1 Railway Engineering Standards 220
2 Some ISO or IEC Standards 221
3 Ingress Protection (IP) 222

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Notes on Railway Signaling

4 Electromagnetic Interference (EMI) 222

5 Processor based failsafe systems – standards EN 50126, 50716, 50129, 50159 224
6 Data communication in signaling system 227
7 Asset availability - concepts, parameters, and components - EN 50126-1 standard 228
8 Methods to ensure data integrity in data communication system 229
9 Signaling systems - Data security & data safety 231
10 Quality Management System (QMS) 233

ANNEXURE – VI Career development in digital era 235

1 Curiosity 235
2 Job – Role – Activities – Process – Work instructions 235
3 Measurement of performance – Productivity, Efficiency, Outcome 235
4 How are you judged regarding performing the activities in your role? 236
5 Growth in career - curiosity & self-motivation - Continuous learning, Continuous value creation 236
6 Team – Team productivity – Emotional Intelligence 236
7 Individual productivity 236
8 Self-created limitations of learning on the job 236
Mentoring – the trait of successful manager (leader)
9 237
1. Mentoring, 2. Qualities required for a Mentor, 3. Components of Mentoring
10 Trust 238
11 Capabilities to get result in digital era 238
12 Alternative learning methods to be adopted while doing a job 238
13 Four needs for a satisfying life 238
14 Abilities to be acquired to build problem solving capabilities 239
15 Drives & motivations that helps us to excel in profession 239
16 Emotional Intelligence 239

Abbreviations
ABS Automatic Block Signaling LC Level Crossing gate
ALH Auto Location Hut LED Light Emitting Diode
BPAC Block Proving by Axle Counter MABS Modified Automatic Block Signaling
CTC Centralized Traffic Control MLB Mechanical Lifting Barrier
CH Crank Handle MLRI Multi Lamp Route Indicator
CPU Central Processor Unit MSDAC Multi Section Digital Axle Counter
DCTC Direct Current Track Circuit OCC Operations Control Center
DL Data logger / Double Line OFC Optical Fiber Cable
DLMC Data Logger Monitoring Center PC Personal Computer
DP Detection Point RH Relay Hut
EDFC Eastern Dedicated Freight Corridor Research Designs & Standards
RDSO
Organization
EI Electronic Interlocking
SBB Sliding Boom Barrier
ELB Electrical Lifting Barrier
SER Station Equipment Room
ELD Earth Leakage Detector
SL Single line
GPS Global Positioning System
Solid State Block Proving by Axle
SSBPAC D
High Availability Single Section Counter Digital
HA SSDAC
Digital Axle Counter SSDAC Single Section Digital Axle Counter
IBS Intermediate Block Signal S&T Signal & Telecom
I/O Input / Output TOC Table Of Control
IPS Integrated Power Supply TMS Train Management System
IoT Internet of Things UFSBI Universal Fail-Safe Block Interface
IR Indian Railways VDU Video Display Unit

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Notes on Railway Signaling

Introduction
This notes is not meant for independent study by the beginners. The learning would be deeper and
faster when a beginner is mentored by a professional signal engineer.

Railway is an environmentally friendly – mass transit carrier of people in cities, means of transport for
common man between cities and bulk carrier of goods.

Railway is an example of engineering marvel of different engineering faculties. Like any other infrastructure
organization – the biggest challenge of railway is – to maximize its availability at optimum cost.

Role of Signaling & Telecom [S&T] department is to ensure safety & efficiency in train operations.

S&T is a technology driven department of railways. Some of its challenges are – inadequately trained
personnel to create and maintain signaling assets, rapid change of technologies, to maintain ever
increasing assets.

Participation of private industry in railway signaling infrastructure creation has increased in the last two
decades. The signal engineering capabilities are grown considerably outside the Indian railways.

This book provides a brief introduction to those who wants to gain knowledge on railway signaling system
– to be part of providing solutions to Indian Railways’ challenges.

This notes is prepared suitable to adult learning – more diagrams and less textual matter.

Big picture - of railway signaling system

i. Trains move on guided path [i.e., track] formed by rails and sleepers.
ii. Two tracks (lines) are connected by a point. Point helps the train to change from one line to another.
Route is set for a train by operating the points by station master.
iii. Signals are provided along the track to provide movement authority to a train.
iv. Request for movement authority is made by station master by operating the signal. The interlocking
system provides movement authority by changing the aspect (lamp lit) of the signal – after ensuring
safety for the train movement. Interlocking system continues to ensure safety of the train until
the movement is completed.
v. The interlocking system receives train status from the train detection system and route set from
point detection system to ensure safety. Track circuit and Axle counter are two systems used for
train detection.
vi. Train accidents happen due to the following human [Station Master & loco pilot] mistakes:
1. Giving movement authority without ensuring proper setting of points [gap at point]
2. Giving movement authority simultaneously to two trains onto same line
3. Operating a point on which train movement is authorized.
4. Giving movement authority onto an already occupied line.
5. Loco pilot passing the signal at danger.
6. Loco pilot exceeding the speed limits.
The first four cases of accidents are avoided by interlocking system provided in the station. The last
two types of accidents are prevented by extending the interlocking to the locomotive.
vii. Interlocking is achieved by two methods - electrical and electronics. Electrical interlocking, also called
relay interlocking, is achieved by relays. Electronic interlocking is achieved by combination of
electronic hardware and software and a few interface relays.
viii. Indian Railways have decided to provide electronic interlocking at all stations. At present more than
50% of stations have electronic interlocking.

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Notes on Railway Signaling

Train operations
i. Train operations of the division [a group of stations] are controlled from the division control
office – by traffic controller of operating department. Based on the priority decided by the timetable
for passenger carrying trains. For goods trains priority is decided by railway Zone and to Divisions.

ii. Representatives of all departments are in divisional control office round the clock – to help in setting
right the failures of infrastructure – in least time.

iii. The controller permits paths for trains by deciding precedence and crossing of trains – and
advises Station Master by a dedicated railway phone called control phone.

iv. SM operates the signals as decided by controller.

v. Driver (Loco pilot) drives the train based on the movement authority conveyed by the signals.

Big picture of signaling system

Data logger

Introduction of data logger in IR in late 90s brought major change in the maintenance of signaling systems
and train operations by reporting truthful information of train arrival / departure and unusual incidents.

Data logger became integral part of signaling systems. Data logger is also used for reporting of arrival &
departure times of all trains at divisional inter change stations and train originating & terminating stations.
Data logger systems is integrated with COA (control office application) software of CRIS used for real time
controlling of trains.

The latest addition to signaling systems health monitoring is RDPMs- Remote Diagnostics and predictive
Maintenance system.

RDPMS

RDPMs together with data logger provide solutions for challenges faced by signaling department –
reduction of maintenance effort, deskilling of maintenance staff, improving availability by predictive alarms.

Complete operation cycle of a signaling element (Signal, Point, Track circuit etc.) – from giving command
to change its state up to the change of state of signaling element is monitored remotely in RDPMS by IoT
technologies.

At present value based and rule-based analytics are being applied to the data generated by RDPMS. In the
near future data-based analytics using ML and AI would enhance the usability of RDPMS.

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Notes on Railway Signaling

CHAPTER 1
1. Railways – an important transportation option
2. Indian Railways organization – various departments
3. Railway board – Zones – Divisions
4. Designation of officials in S&T department
5. Controlling of trains
6. Providing movement authority to drivers by signals
7. Three types of train controlling – train operations management from control office

1. Railways – an important transportation option

i. Railways are about 5 times fuel efficient compared to road transportation – because of less friction
caused – when – steel wheel moves over steel rail – hence, less fuel – more environmentally friendly.

ii. Suitable for bulk transport of material like coal, iron ore etc. – more material can be transported for
longer distances.

iii. Suitable for mass transit transport – meets urban transport requirements – more people transported
in short time for short distances with more frequency.

2. Indian railways organization – various departments

Indian Railways has many departments to do various activities.

i. Operating – to plan and run trains.

ii. Signal & Telecom – to install and maintain signaling & Telecommunication system.

iii. Mechanical – to maintain coaches and diesel locos.

iv. Electrical – to maintain electrical engines, electrical traction system.

v. Commercial – selling tickets and passenger services, marketing.

vi. Engineering – to construct and maintain track, bridges and buildings.

vii. Medical – to monitor the health of employees. Treat Passengers in emergency

viii. Stores – for material procurement

ix. Personal – to take care of staff matters.

x. Accounts – deals with financial matters.

The first 6 departments are directly involved in train running.

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Notes on Railway Signaling

3. Railway Board - Zones - Divisions

Indian Railways Organizational Structure

i. Operations of a group of stations are controlled from a divisional control office. Divisions are
headed by DRM [Divisional Railway Manager].
ii. Under DRM each department headed by an officer with a team of officers & staff take responsibility
for their departmental activities.
iii. 3 to 6 divisions are combined as one railway zone [Central railway, Western railway etc.]. Each zone
has one GM [General Manager].
iv. GM is assisted by the heads of each department with a team of officers and staff.
v. Railway Board at Delhi guides the GMs.
vi. Railway Board is headed by Chairman assisted by members for – Infrastructure, Rolling stock, Staff,
Operations & Finance.
vii. Additional members further control each department - stores, electrical, S&T, Finance, traffic etc.

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Notes on Railway Signaling

16 Zones & 68 Divisions on Indian Railways

[Link]. Zone HQ Divisions

1 NR Delhi Delhi, Ambala, Ferozpur, Moradabad, Lucknow 5
2 NCR Allahabad Allahabad, Agra, Jhansi 3
3 NER Gorakhpur Lucknow, Varanasi, Izzatnagar 3
4 ECR Hazipur Sonpur, Samastipur, Dhanbad, Danapur & Mugalsarai 5
5 ER Kolkata Howra, Sealda, Asansol, Malda 4
6 NFR Malegaon Katihar, Alipurdwar, Rangia, Malegaon, Tinsukia 5
7 SER Kolkata Kharagpur, Adra, Chakradarpur, Ranchi 4
8 ECOR Bhubaneswar Khurda, Waltair, Sambalpur 3
9 SECR Bilaspur Bilaspur, Raipur, Nagpur 3
10 SCR Secunderabad Secunderabad, Hyderabad, Vijayawada, Guntur, Guntakal, Nanded 6
11 SR Chennai Chennai, Madurai, Trichy, Selam, Palghat, Trivendrum 6
12 SWR Hubli Hubli, Bangalore, Mysore 3
13 CR Mumbai Mumbai, Sholapur, Pune, Busaval, Nagpur 5
14 WCR Jabalpur Jabalpur, Kota, Bhopal 3
15 WR Mumbai Mumbai, Vadodara, Ahmadabad, Rajkot, Ratlam, Bhavnagar 6
16 NWR Jaipur Jaipur, Ajmeer, Bikaneer, jodhpur 4
68

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4. Designation of officials in S&T department

i. Officers
In zone
CSTE – Chief Signal and Telecom Engineer – in-charge of a zone.
CSE – Chief Signal Engineer – in-charge of signaling of a zone.
CCE – Chief Communication Engineer – in-charge of communications of a zone.
Dy. CSTE – Deputy Chief Signal & Telecom Engineer.

In Division
SRDSTE – Senior Divisional Signal and Telecom Engineer – in-charge of a division.
DSTE – Divisional Signal and Telecom Engineer – assists SRDSTE.
ASTE – Assistant Signal and Telecom Engineer – assists SRDSTE.

ii. Supervisors
SSE [Signal] – Senior Section Engineer [signals] – Overall in charge of 10 to 20 stations.
SE [Signal] – Section Engineer [signals] – primary responsibility for 5 to 10 stations – works under
SSE [Signal].
Signaling and telecommunication equipment are maintained by different Supervisors. At officer level,
one officer looks after both signaling and telecom equipment.

[Link]
Technician [Signal] – hands-on maintenance of signal equipment at one or more stations

Signaling system maintenance Construction / Projects

organization – Zonal level Organization

S&T department is part of many other organizations like RVNL (Rail Vikas Nigam Ltd), IRCON (Indian
Railway Construction International Ltd), RITES (Rail India Technical and Economic Services). These
organizations alerted for specific purposes. But now a days they are carrying out normal construction
projections on IR.

Recently, to accelerate progress of the infrastructure works Gatishakti organizations is created directly
under the railway ministry.

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5. Controlling of trains
i. When a slow-moving train is followed by fast moving train – the slow moving train is stopped at a
station to give precedence to fast moving train.
ii. When two opposite trains are moving on the single line section – one train is stopped at a station to
pass through the other train. This is called crossing of trains.
Deciding the stations where precedence & crossings are done is called train controlling.
Driver, Station Master, and Controller are responsible for running the trains.
i. Controller in divisional control office decides which train must be signaled.
ii. Station Master at station operates signals to provide movement authority to driver.
iii. Driver follows movement authority provided by the signals and drives the train.
iv. Controller charts the train path by entering arrival, departure times of the trains in train charting PC
linked with COA software.

Controller in the divisional control office controls trains over a section of 15 to 20 stations. Controller
advises precedence and crossing of trains to SMs by control phone provided at the station.

6. Providing movement authority to drivers by signals (See the diagram in next page)
i. Space interval system is followed to prevent two trains occupying same track section to prevent
collision of two trains.
ii. Track is divided into station section & block section - to ensure safe distance between two trains
to avoid collision.
iii. Home signal provided outside all points permits entry into station & advanced starter signal permits
entry into block.
iv. Distant signal at 1 km from home warns driver about status of home since braking distance of a train
is one Km.
v. Starter signal is provided for each reception line to indicate the driver the place of stop in the station.
vi. Route lamps are provided on home signal to indicate the line of reception to SM. At junction stations
starters are provided with route lamps to indicate the next station.

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Notes on Railway Signaling

7. Three types of train controlling - Train operations management from control office
i. Manual controlling
a) Controller enters train arrival & departure timings collected from each station master in a PC. The
software generates control chart (time-distance graph) for every train in the section.
b) Arrival departure times of trains at train originating & terminating stations and division border
stations are automatically captured by data loggers. At other stations times are entered manually
by collecting on control phone from stations. GPS based system (RTIS & REMLOT) provided in
the loco also provides train arrival and departure times automatically to controller.
c) Based on the control chart – the controller decides stations where precedence and crossing is to
be arranged – and advises SMs.

ii. Train Management System [TMS]

a) Office where controller sits is called OCC – Operations Control Center.
b) Controller enters train number at the starting station.
c) Train chart is automatically generated on controller PC by capturing train arrival and departure
times at each station by train tracking software.
d) A video wall provides status of each train by displaying train number on the track section occupied by it.
e). Controller takes decision for train controlling and advises on phone to SMs.

[Link] Traffic Control [CTC]

a) In CTC controller can operate all the signals of all stations from control office.
b) Control office where controller sits is called OCC – Operations Control Center.
c) Train chart is automatically generated on controller PC by capturing train arrival and departure
times at stations – like in TMS.
d) A video wall provides status of all trains by displaying train number on the track section occupied by it.
e) Controller decides train operations - operates signals of all stations from his PC.

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Traffic controller in divisional control office

Live status of stations displayed by data logger system in black VDUs. Train chart displayed by white VDU.
Small VDU is controller’s train and timings entry VDU.

SM’s office with operation panel Block instruments, control phones.

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Notes on Railway Signaling

SM’s office with operation by VDUs (Main & stand by) at station with Electronic Interlocking

SM’s operating and indication panels of RRI (Route Relay Interlocking)

OCC – Operations Control Centre of TMS / CTC

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Notes on Railway Signaling

CHAPTER 2
1. Signaling related sub-systems at a station and their purpose
2. Points
3. Signals
4. Train detection systems – DC Track Circuits & Axle counters
5. Block working systems – absolute and automatic
6. Station master operating panel and VDU – Man machine interface of signaling systems
7. Interlocking system – Relay interlocking & Electronic Interlocking
8. Power supply system – Integrated Power Supply (IPS)
Purpose of railway signaling
i. To ensure safety in train operations [Link] efficient train operations
Railway stations are of two types
i. Stations with signals [Link] without signals [used only for passenger use]
Railway Track consists of
i. Rails [Link] [Link] fittings. iv. Points & crossings [or simply called point v. Ballast

1. Signaling related sub-systems at a station and their purpose

[Link]. Signaling related equipment Purpose
1 Points A track arrangement used to set route for a train.
2 Signals Provides movement authority to drivers.
Train detection systems – DC Track
3 Used to detect vacancy of track.
Circuits & Axle counters
Ensures no train collisions in the block section due to the
4 Block working system.
mistakes of Station Masters
Man-machine interface of SM. It has controls to operate signals
5 Station master operating panel or VDU
& points and indicates status of points, signals, track sections.
Interlocking system – Relay interlocking Implements safety conditions to ensure safety of train
6
& Electronic Interlocking operations.
Power supply system – Integrated Power
7 Provides uninterrupted power supply to signaling system.
Supply [IPS]
Provides voice and data communication for train operations –
8 Communication system
through OFC and Copper communication cable system.

2. Points – Point is a track arrangement used to divert a train from one line to another.
When point is normal train moves from A to B (Facing movement) or B to A (Trailing movement).

When the point is reverse train moves from A to C (Facing movement) or C to A (Trailing movement).

Point has two switch rails (shown red) – which are moved by a point machine (an electrical motor)
operated by station master by switch or button or VDU command - to set route for train movement.

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Notes on Railway Signaling

Facing and trailing directions of movement

i. Point is said to be in facing or trailing based on the direction of movement of the train.
ii. In the above diagram - A to B or A to C movements are facing - B to A or C to A movements are trailing.
iii. In facing direction if there is gap at closed switch rail train derails. To prevent derailment, point is
detected – i.e. point is detected when there is no gap between closed switch rail and stock rail. Then
only, signal is allowed to be cleared – by interlocking system.
iv. In trailing direction if point is not set correctly train will not derail but damages the point. It is called
trailing through or bursting of point. A signal ensures point is set correctly.

Movement [see diagram] Status of point Direction of movement

A to B Normal Facing
B to A Normal Trailing
A to C Reverse Facing
C to A Reverse Trailing

Station track arrangement and permitted speeds over a point

i. A station has more than one line – to enable crossing & precedence of trains.
ii. The line on which a train can pass at full speed is called the mainline. The lines are called loop lines.
iii. All points are set to normal to pass a train on mainline. One or more points are set to reverse for receiving
trains on loop line.
iv. Non-stopping trains are passed through on mainline. If the mainline is not free – a non-stopping train
passes through on loop line – without stopping.
In case a train is not able to be stopped at the location where it is supposed to be stopped on loop line
(at starter signal) train is diverted to a overrun line with dead end or on to a sand hump - by a point.
v. A trap point is used to derail a train which moves without authority. This protects other trains from
collision by the runaway vehicle.
vi. Where directional train movement is planned – two tracks are provided between two stations – instead
one line. It is called double line.

Speed over point

i. Trains can move at full speed on main line – as all the points are set to normal.
ii. Entry speed to loop line is restricted as the train moves over a reversed point. Restricted speed can
be 15 / 30 / 50 KMPH based on type of point [1 in 81/2, 1 in 12, 1 in 12 thick web switch].

Different types of points and their usage

Type of point How used

Single end point diverts the train from one line to another line - NO isolation is
1 Single end point
maintained between two lines
Double end point Two single end points are used to divert the train from one line to another line -
2
or crossover point isolation is maintained between two lines
Point provided on one line only. Point with one switch - used to trap a train moving
3 Trap point
without authority. No movement is allowed when trap is normal (open).
4 Single slip point Used to switch lines at diamond crossing - one side only
5 Double slip point Used to switch lines at diamond crossing - both sides
6 Diamond crossing Not a point - two lines crossing arrangement - without train changing facility of lines

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Notes on Railway Signaling

Different point arrangements and possible movements based on point setting

(M1, M2, M3, M4 etc. are movements)

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Notes on Railway Signaling

Point machine used to operate point – with parts

(Crank handle is used to operate point machine manually when power fails)

Single end point

Trap point – also called derailing switch – has one switch rail – used for isolation

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Notes on Railway Signaling

Isolation – Points provide isolation between two lines at a station

i. If two lines in a station are not isolated – a rolling wagon / coach / uncontrolled train on one line enters
the other line – collides with the train on the other line.
ii. Since speed of trains on mainline is high – mainline is isolated from all other lines at a station.
iii. Isolation can be provided by trap point or crossover point. Trap point derails the runaway train while
the crossover point diverts it towards a dead end or another line. Trap point is provided on loop lines
only – not provided on main line since speeds are high.

Rules for isolation of lines

Isolation between lines Requirement
1 Mainline & loop line Compulsory
2 Running line and siding Compulsory
3 Passenger loop and goods loop Compulsory
4 Between two Goods loops Not required
5 Between two passenger loops Desirable

Typical station – a Five road station on single line – with different types of points

i. Crossover points – with trap point / point on second end – are used to connect one line to adjacent
line – providing isolation (Ex: Main line, Loop line).
ii. Single end points are used to connect two passenger lines not requiring isolation (Ex: two goods lines).

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Notes on Railway Signaling

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Notes on Railway Signaling

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Notes on Railway Signaling

3. Signals
i. Signals provide Movement Authority to driver.
ii. Multiple Aspect Colour Light Signals [MACLS] are used on Indian Railways.
iii. Signals are located along the track on the left side of the track to which they belong.
iv. Four safety conditions are ensured – before a signal is cleared – and during usage of movement
authority by the train.
a) The route is correctly set – all points are set to Normal or Reverse as required and detected.
b) Opposite routes are free.
c) Route [points & gates in the route] is locked.
d) The route is clear of other trains.

Three Types of signals

i. Main signal – used for reception and dispatch of trains at a station and in the block section – may
have one / two / three / four lamps – consisting of Red, Yellow, Green. Main signals may have
route lamps, to convey to driver the route for which movement authority is provided.
ii. Shunt signal – used for movements within station – has 3 miniature white lamps arranged in
triangle.
iii. Calling on signal has one miniature yellow lamp.
iv. Shunt & calling-on signals are called subsidiary signals.

Main Signal aspects, lamps lit and meaning conveyed to driver.

Signal aspect Lamp lit Meaning
1 Stop Red Stop before the signal
2 Caution Yellow Pass signal - next signal may be red or yellow
3 Attention Double yellow Pass signal - next signal may be yellow or double yellow
4 Proceed Green Proceed at full speed – next signal may be Y / YY / G

Normal aspect is
shown in two lines

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Notes on Railway Signaling

Main signals: 2, 3, or 4 aspects with calling-on & route indication lamps

Signal Indicative Usage Signal Indicative Usage

1 Single aspect signal 12 Home signal with route lamp (page 23)
2 Loop line starter (page 23) 13 Combined gate signal
3 Advanced starter (page 23) 14 Combined IB signal (page 92)
4 IB signal (page 93) 15 Combined signal
5 Gate signal (page 92) 16 Combined IB signal
6 Gate or IB distant (page 92) 17 Combined gate signal (page 89)
2 aspects distant at junction or terminal
7 18 Auto signal (page 95)
station (page 25)
8 Home at terminal station (page 25) 19 Semi-auto signal protecting points (page 95)
Distant in single distant station or Inner
9 20 Semi-auto signal protecting points and gate (page 95)
distant at 2nd distant station (page 23)
10 Distant in 2nd distant station (page 39) 21 Semi-auto signal protecting gate (page 95)
11 Main line starter (page 23)

A main signal can have a minimum of one and maximum 4 aspects.

Single aspect signal – Stop aspect only. Provided on lines where a train is received by main signal
but provided with shunt signal at the stopping place.
Two aspect signal – (Stop, Caution) (Stop, Proceed), (Caution, Proceed), (Caution, Attention)
Three aspect signal – (Caution, attention, proceed), (Attention, Proceed), (Stop, Caution, Proceed)
Four aspect signal – (Stop, Caution, Attention, Proceed)

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Notes on Railway Signaling

Typical 2 Road station on single line – with Main, Shunt & Calling-on signals

Route indication lamps

When a signal controls entry to more than one line – the line to which the signal is cleared is indicated by
route lamps. Route lamps are provided on the same signal post as the main signal.

Three types of route lamps

i. Direction or Junction Type Route indicators:
a) Provided at stations where speeds permitted are more than 15 KMPH.
b) Provides 3 diversions in any side of mainline – total 6 diversions.
c) Each route has 5 lamps. 1st lamp called pivot lamp is shared by all six routes.
d) If more than 3 lines are there on left or right side of mainline – combination of direction type route
indicator with LED Matrix is used. Old practice was - one route lamp is provided for multiple lines
[EX: All goods lines one route lamp] or multi lamp route indicator is provided.

ii. Multilamp type route indicator – MLRI (Numeric 7 segment LED lams)
a) Number of the line to which the signal is cleared is lit by LEDs arranged in matrix.
b) This is generally provided at stations where speed on mainline is restricted.
c) Line number is displayed even for mainline.
d) Lamp designed is same for all stations based on number of routes.

[Link] type route indicator (Alpha numeric LED lamps)

a) It displays a letter in English alphabet along with numerical (designed for requirement)
b) It is normally provided on starter signals with multiple block lines.
c) Every lamp designed changes as per station requirement.
Note: Both direction and multi lamp type route lamps - are provided on one signal when there are more
than three lines in one side of main line.

Direction type route lamps Direction type route lamps Main signal with Direction type
One way Six way and Multi lamp route lamps

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Notes on Railway Signaling

Direction type route indicator – with maximum route lamps – Indicating lines of reception
– no route lamp required for main line

Alphanumeric indication Numeric indication

LED indicator replaces present stencil and multi lamp route indicators

i. This is a terminal junction station – where speeds are less. Hence home signal is provided numeric
route indicator, indicating receiving line number.
ii. Starter signals are provided with alphanumeric type route indication lamps – indicating the destination
station.

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Notes on Railway Signaling

Shunt Signal
i. Shunt signal is provided to control movements within station.
ii. A shunt signal is provided below a stop signal (other than advanced starter) or independently on the
ground on a separate signal post.
iii. It displays two aspects – ON & OFF – as shown in the diagram.
iv. When provided below a stop signal a shunt signal is not normally lit – it displays only OFF aspect.
v. Ground type shunt has three lamps, Post type shunt has two lamps.

Ground type Shunt - ON Ground type Shunt - OFF Post type Shunt - ON Post type Shunt - OFF

Post type shunt, calling on & Junction type Ground type Shunt
route indicator on same post.

Calling on Signal
i. Calling-on signal is provided below a stop signal other
than advanced starter.
ii. It displays mini yellow lamp when cleared. No light is
displayed when not cleared.

Main Signals at a typical station

i. Reception signals – Home signal & distant signal.
ii. Dispatch signals – Starter & Advanced starter signals.
iii. Based on direction for which the signal refers – they
are classified as Up & Down signals.
iv. Each signal is given a number.
v. Aspect of each main signal depends on the aspect of Calling on Signal
the next main signal.

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Notes on Railway Signaling

Main Signal’s location for a single line 3 road station – with single distant

Station description
i. It is a 3-road station – 3 Trains can be stopped at this station at a time.
ii. It is on single line section – from this station to next station one track only is there.
iii. It has 4 crossover points – P11, P12, P13, & P14
iv. Signals’ names, numbers and their location are given below

Signals names Location How many signals

1 Distant signals [S1D, S30D] 1 Km from home
One for each reception line
2 Home signals [S1, S30] 180 m from opposite advanced starter
Starter signals Near point of berthing track OR clear of
3 One for each berthing track
[S2, S3, S4, S27, S28, S29] fouling point
Advanced starter signals 120 m from top point [P11, P14] of the
4 One for each block section
[S26 & S5] station

v. Aspects of signals for a movement authority are given below.

Reception signals Dispatch signals
Movement Authority
to Loco pilot Main line Loop line Advanced
Distant Home
starter starter starter
1 Stop at home Y R - - -
2 Stop at Main line starter YY Y R - -
3 Run through on main line G G G - G
4 Stop at loop line starter YY Yu - R -
5 Run through Via Loop line YY Yu - Y G
Yu – Yellow lamp and Route lamp

Signal aspects – end of Movement Authority – for UP signals

Sig Lamp lit Aspect End of Movement Authority
Yellow Caution S1 [Up Home]
1 S1D [Up Distant] Two Attention S2 or S3 or S4 [Up starters]
Yellows Proceed Pass through the station
Red Stop Stop at S1
Yellow Caution S3 [mainline starter]
2 S1 [up home] Yellow – left route lamps Caution S2 [Loop 1 starter]
Yellow – right route lamps Caution S4 [Loop 1 starter]
Green Proceed Pass through the station
3 S2 [Loop 1 starter] Yellow Caution S5 [Advanced starter]
Yellow Caution S5 [Advanced starter]
4 S3 [Mainline starter]
Green Proceed Pass through the station
5 S4 [Loop 2 starter] Yellow Caution S5 [Advanced starter]

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Notes on Railway Signaling

Signal’s location for a double line 4 road station – with second distant signal

i. Reception [Home & distant] & dispatch [advanced starter] signals are located on different lines.
ii. Berthing tracks are directional – i.e. trains from one direction only are received. However, on common
loops – both direction trains are received.
iii. Two distant signals are provided on trunk routes. Outer most distant signal is called distant. Next
distant is called inner distant (ID). Distant signal displays Green when train is going on main line –
however it cannot say whether the train is stopping on main line or passing through.

Signal aspects – end of Movement Authority – for UP signals

Sig Lamp lit Aspect End of Movement Authority
Yellow Not valid
S1D Two Yellows Attention S1 [Up home]
Up Distant S3 (main line starter) – if home is caution
Green Proceed
Pass through on main line if home is proceed
Yellow Caution S1 [Up home]
S1 ID
Two Yellows Attention S2 / S3 / S4 (any starter signal)
Inner distant
Green Proceed Pass through on main line if home is proceed

iv. Aspects of signals for a movement authority are given below.

Reception signals Dispatch signals
Movement Authority
to Loco pilot Inner Main line Loop line Advanced
Distant Home
distant starter starter starter
1 Stop at home YY Y R - - -
2 Stop at Main line starter G YY Y R - -
3 Run through on main line G G G G - Green
4 Stop at loop line starter YY YY Yu - Red -
5 Run through Via Loop line YY YY Yu - Y G
Yu – Yellow lamp and Route lamp

Signaling at junction stations – single line & double line (Next page)
Features:
i. Separate home, distant and advanced starters are provided for each direction – on junction side.
ii. Junction side starter signals are provided with route lamps to indicate dispatch direction to the driver.
iii. Junction side – one direction home and distant signals do not have green lamp – as every train enters
the station with junction point reverse.
iv. Separate block instruments are provided for each direction.

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Notes on Railway Signaling

4. Train detection systems – DC Track Circuit & Axle counter

A. DC Track circuit
i. DC track circuit provides vacancy of a track section – by a relay.
ii. When track section is vacant the relay is energized [up] and when track section is occupied the
relay is de-energized [down].
iii. Track relay is provided near to the track in a location box. Track relay is repeated to relay room by
24 V DC supply. Status of track repeater relay is used in interlocking.

Nylon Block Joint

Glued Joint

Glued Joint

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Notes on Railway Signaling

DC Track Circuit Features

i. The track is divided into sections of maximum length of 350 m. Hence, berthing tracks which are of
720 m are provided with three track circuits. By using QBAT relay it is possible to have one track
circuit of 750 meter length.
ii. DC power supply of about 6 Volts is connected at one end of the rails – called feed end. Track relay is
connected to the other end of the track section.
iii. Insulation is provided at each end of track section to prevent power leaking from one track section to
other. Insulation joint is also called block joint. Glued joints are provided for insulation.
iv. Each section is given a name - the name comes from point, signal or line. [11AT, 1T, UMAT, UMBT]
v. Both rails are to be insulated from each other by providing PSC sleepers with insulated liners
vi. A track section with one point has 3 ends. Track section with more points has more ends.(see page17)

Principle of working
i. When a train enters the track section its axle shorts both the rails and prevents power reaching the
track relay.
ii. When a train vacates track section, energy is restored back to track relay. Power supply voltage is
about 6 V DC. Relay requires about 1.5 V.
iii. The track circuit fails in case of rain as both rails are shorted by water. Even though the track is vacant
it shows occupied to station master.
iv. This causes signal failure.

Dividing station into Track Circuit sections

Track section Name

Two track circuits for each crossover point & one-track circuit for
1 11AT, 11BT
single end point

2 Track circuit starts immediately after all signals except distant signal. 1T, 27T

Short [65 meters] track circuit before home signal for calling-on signal
3 1AT, 30AT
operation.
UMT – Up main line
4 One or more track circuits for berthing tracks
ULT – Up loop line

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Notes on Railway Signaling

Typical location box – with track feed chargers, relays, fuses & cable terminations

B. Digital Axle counter (SSDAC, HASSDAC & MSDAC)

i. Axle counter provides vacancy of a track section – through a relay – just like DC track circuit. Status
of the relay is used in interlocking.
ii. In axle counter system wheel sensors [called DPs – Detection Points] are provided at the borders
of track section to count axles entering or exiting the track section. If the net axles in the section is
zero – track clear relay picks up.
iii. Since axle counter is electronic equipment – when it is temporarily affected by surges – it changes to
disturbed mode. Axle counter is brought to working state by resetting the axle counter.
iv. Two types of resets are possible.
a) Hard reset (conditional reset) - After reset, track section is shown as clear.
b) Preparatory reset – After reset, track section changes to preparatory mode. After passage of a
train in preparatory mode avoid successful in and out counts – it shows section clear.
v. Interface relays of axle counter – each track section 3 relays –
a) Section vacant relay
b) Section Reset relay
c) Section preparatory state relay for sections configured with preparatory reset

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Notes on Railway Signaling

State VR PR
1 Clear Up DN

2 Occupied DN DN

3 Disturbed DN DN

4 Preparatory reset DN Up

Three types of digital axle counters

i. SSDAC [Single Section Digital Axle Counter]
ii. HA SSDAC [High Availability Single Section Digital Axle Counter]
iii. MSDAC [Multi Section Digital Axle Counter]

Feature SSDAC HASSDAC MSDAC

No of track sections
1 One One Many
monitored
2 No of DPs 2 4 Many
Conditional Hard
3 Not possible Not possible Yes
reset
4 Preparatory reset Yes Yes Yes
Absolute Block Absolute Block
5 Main usage Station section and Auto & absolute block section
section section
6 Redundancy Not Available Available Can be designed
VR1, VR2, PR1, Each track section - 3 relays [section clear, preparatory
7 Interface relays VR, PR, & RSTR
PR2, & RSTR & reset relays]
8 Power supply 24V DC 24V DC 24V DC
SSDAC & HASSDAC DP to Evaluator
DP to Evaluator - Copper / Dark fiber Evaluator to
9 Cable used - Copper Evaluator to Evaluator -
Evaluator - Copper / Voice / E1 Chanel / Dark fiber
Copper / Voice / E1 Chanel /Dark fiber

Axle Counter Application Outputs

•It detects vacancy of one-track section - with two-wheel DPs.
•One-wheel count evaluator is provided at each DP.
SSDAC One
•Mainly used for block section vacancy detection.
•The track section proving relay is available at both ends of SSDAC.
•Two SSDACs are provided to monitor the same section - for better availability of train detection.
One with
HA SSDAC •When one SSDAC fails - healthy SSDAC applies reset automatically - without SM applying
redundancy
reset. [saves SM’s time]
•Multiple track sections are detected by MSDAC.
MSDAC •Mainly used to monitor the station section & Auto block sections. Multiple
•They can work in distributed mode and exchange status of DPs & track section statuses.

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Notes on Railway Signaling

SSDAC - Determination of IN / OUT count is based on direction of movement - Decided by se-

quence of pulses generated by A & B and C& D sensors.

In / Out First occupied sensor a) Each wheel detection point has two sensors.
Count b) Evaluator provided at few meters from detection point counts the wheels.
AB end CD end
c) Evaluator exchanges wheel count on real time with other and evaluator.
In count A D
d) When the IN & OUT wheel counts are equal – evaluator drives a relay
Out count B C (Section clear relay).

Wheels sensed by – change of the electromagnetic field of wheel detectors

SSDAC & HASSDAC – schematic diagram

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Notes on Railway Signaling

SSDAC unit - at one end of track section

VR & PR relays
One end evaluator unit by at DPs at Evaluator

One end wheel

detectors - DP

Reset box
In SM room

HASSDAC installed in a location box – Observe

1. Four relays – VR 1&2,pr 1&2.
2. Two wheel count & diagnostic data displays.
3. Two sets of SSDAC cards are integrated in
one euro rack.

SSDAC – Single Section Digital Axle Counter – schematic

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Notes on Railway Signaling

HASSDAC – High Availability Single Section Digital Axle Counter – schematic

Features:
i. Two SSDACs are provided in one cubical – with auto reset facility.
ii. In case of auto reset failure – manual reset can be done.

MSDAC – Schematic Diagram

Two MSDACs can be connected to enhance the capacity. MSDACs can be distributed to different
physical locations and networked – to reduce usage of copper cable laid between evaluator and
DP – which increases reliability.

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Notes on Railway Signaling

MSDAC [Multi Section Digital Axle Counter] – Features

i. One wheel sensor can be shared by more than one track section.
ii. One track section can have multiple wheel detection points – even up to 10.
iii. The following yard provided with MSDAC has different number of DPs for a track section as given in
the table.

Typical MSDAC unit

MSDAC usage in a yard – only part of the yard is shown

Number of DPs in a Track section Track section name DPs

1 One AX25 21
2 Two AX7 8, 9
3 Three AX6 7, 8, 14
4 Five AX2 35, 3, 4, 5, 1

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Notes on Railway Signaling

MSDAC usage for auto signaling – features (with supervisory axle counter)

i. Each auto section starts at a signal and ends at 120 m after the next signal.
ii. Each auto section is provided with two DPs.
iii. Two auto sections are provided with one supervisory axle counter – with separate DPs.
101XT & 103XT axle counters are section axle counters 101/103 XT is supervisory axle counter.

MSDAC usage for auto signaling – features (with Main & Redundant axle counters)

Axle counter reset

i. Since the axle counter is electronic equipment – it may fail temporarily in case of interference by
electrical surges.
ii. By resetting – it is possible to restore the failure – without replacement of any part.
iii. Reset can be done by SM without a signal technician – reduces down time of axle counter.
iv. After resetting the axle counter – it shows section clear – ignoring actual status of the section at the
time of reset. This is a safety hazard – in case SM applies reset without verifying section status.
v. To reduce the risk of SM applying reset wrongly – the following process is followed.
a) Sections where speeds are low [EX: Loop lines] or sections which cannot accommodate full
train [EX: Point zone] are provided conditional reset – i.e. two agencies applies reset and after reset
section shows clear.
b) Sections where speeds are high & accommodate full length train [EX: Mainline berthing
track or block section tracks] preparatory reset methods is followed – as given in the table below.
c) SSDAC & HASSDAC – accepts Preparatory reset only.
d) MSDAC – each track section reset is configurable – conditional or preparatory reset.

Reset type State changes Track section applicable

Conditional reset Station section - Sections which cannot
Axle counter shows clear immediately
1 (Hard reset with accommodate full length train (point zone)
after reset
cooperation) & lines with speed restriction. (loop lines)
Axle counter shows clear after passage Station section – Main and run through line
2 Preparatory reset
of one train after reset is applied berthing tracks & block section

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Notes on Railway Signaling

MSDAC Reset – more details.

Manual
1 Reset applied by station master.
reset
Reset applied by interlocking system – without the knowledge of SM.
Auto
2 Two train detection systems are provided to monitor one track section. Failed axle
reset
counter is applied auto reset by healthy axle counter or track circuit.
A track section of MSDAC is configured for conditional reset – if the section is on loop
Conditional line [where speeds are less] or if the length of the track section is less than a full-length
3
reset train – where the risk of wrong reset is low.
Generally, two agencies are involved in the reset operation.
A track section of MSDAC is configured for preparatory reset if the section is on main line
Preparatory
4 and can accommodate full length train – where the risk of wrong reset is high. Generally, two
reset
agencies are involved in the reset operation

Train detection by MSDAC at a two-road station:

Three track sections [in blue] – UP & DN BPAC AXTs of both side blocks & 02XT [Mainline berthing track]
are configured for preparatory reset - remaining 11 track sections are with conditional reset.

A. Auto reset – station section & block section – always configured for preparatory reset.
i. Each track section is monitored by two axle counters.
ii. One of the two axle counters of a track section failed.
iii. Reset is applied automatically for the failed axle counter by healthy axle counter.
iv. Failed axle counter changes to preparatory mode.
v. Train enters and clears the track section.
vi. Failed axle counter shows section vacant.

B. Manual reset – block section – always configured for preparatory reset.

i. Each track section is monitored by two axle counters. One axle counter failed.
ii. Reset is applied automatically for the failed axle counter by healthy axle counter.
iii. Failed axle counter NOT changed to preparatory mode.
iv. Train sending end SM – stops the train to be dispatched. Train receiving end SM – confirms com
plate arrival of the last sent train.
v. Train sending end SM asks for the cooperation of train receiving SM to reset the failed axle counter.
Sending SM applies reset after receiving cooperation for reset from receiving SM.
vi. Reset is applied to all the failed axle counter sections between two stations. Axle counter section
changes to preparatory mode.
vii. Sending end SM sends the train. Train enters and vacates the section.
viii. Failed axle counter section changes to section vacant.

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Notes on Railway Signaling

C. Manual reset – station section – for sections configured with conditional rest
(line verification by second agency)
i. Conditional reset is configured for the following track sections of the station
a) Loop line berthing track section.
b) All track sections on mainline and loop lines with length of less than full length train.
ii. Axle counter track section failed.
iii. SM sends points man for failed track section verification by physical examination.
Points man finds it vacant and presses line verification button provided in a location box near the
failed track section.
iv. SM receives indication of line verification on MSDAC reset box and applies reset.
v. Track section changes to section vacant.

D. Manual reset – station section - for sections configured with preparatory reset
(line verification by second agency)
i. Preparatory reset is configured for the main line track sections of full train length – i.e., mainline
berthing track section.
ii. Axle counter track section failed.
iii. SM sends points man for failed track section verification by physical examination.
Points man finds it vacant and presses line verification button provided in a location box near the
failed track section.
iv. SM receives indication of line verification on MSDAC reset box and applies reset.
v. Track section changes to preparatory mode.
vi. A train is received by calling-on signal and dispatched.
vii. Failed track section shows section vacant.

BPAC with SSDAC & HASSDAC Reset – more details.

E. BPAC with SSDAC
i. SSDAC is configured for preparatory reset only. Conditional reset is not possible.
ii. Manual reset only is possible – auto reset is not possible.
iii. Train sending SM advises receiving SM to check for complete arrival of the previous train.
iv. After confirmation by receiving SM – both SMs applies reset in their respective reset boxes.
v. Both SMs observe axle counter changing to preparatory mode in their reset boxes.
vi. First train is passed on proper line clear.
vii. After vacation of the train – block section shows vacant.

F. BPAC with HASSDAC

i. HASSDAC is configured for preparatory reset only. Conditional reset is NOT possible.
ii. HASSDAC is configured to work with auto reset. if auto reset fails – manual reset is done.
iii. Auto reset is applied to failed axle counter if it shows section occupied even after 10 sec after
healthy axle counter showing section vacant.
iv.I f failed axle counter still shows section not vacant – manual reset is done.

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Notes on Railway Signaling

Sequence of events for SSDAC & HASSDAC resetting

Sequence of events for MSDAC resetting

Comparison of DC track circuit & Digital Axle counter systems

Feature DCTC DAC

1 Cost Less – suitable for station section More – suitable for block section
Ease of installation
2 Easy High technical capabilities are required
& maintenance
Depends on weather conditions – Independent of weather. But affected by
track insulation is affected. voltage surges.
3 Reliability
Track reliability is affected for It is possible to provide standby axle
cutting rails for insulation joints counter to increase availability
4 Operation Simple Complex because of resetting by SM

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Notes on Railway Signaling

Relay interface:
• Section clear relay – AXTR is the output of
MSDAC driven by its output card - AXTR
contact is wired to EI as input.

• Auto reset relay RSTR – for sections with

redundant axle counters – RSTR is output
relay of EI. Its contact is wired to MSDAC for
its reset.

Potential free contact interface:

• Output from MSDAC for section clear is a
potential free contact by a miniature relay – in
its output card for section clear. it is wired to EI
as input.

• Output from EI for auto reset is a potential

free contact by a miniature relay in its
output card – for sections with redundant axle
counters. Potential free contact is wired as
input to MSDAC for its reset.

Data interface:
• MSDAC & EI are connected by data
communication cable.

• They exchange section clear and section

reset data.

• No output cards are used in MSDAC & EI.

Sequence of events for reset execution for track section with line verification at stations with data
exchange between EI & MSDAC [Ex: between EI of Alstom and MSDAC of Frauscher].
i. Line verification button is pressed by reset cooperating person in the field. LVR relay at EI picks up - its
contact is wired to EI.
ii. SM is provided indications of reset cooperation by EI.
iii. SM applies reset in VDU.
iv. EI generates reset bit based on VDU operation and sends to MSDAC.
v. MSDAC responds to reset and provides data to EI. EI sends MSDAC reset response data to SM’s VDU.

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Notes on Railway Signaling

MSDAC design configuration of SIEMENS ACM200 & Frauscher FAdC R2 for

implementing IBS on double line

ACM 200 of SIEMENS MSDAC

FAdC R2 – Frauscher MSDAC

Common Design Features adopted to ensure reliability and availability

i. Dark fiber is used to network MSDAC evaluators instead of copper cable for more reliability.
ii. Dark fibers are duplicated for better availability.
iii. Detection Points and MSDAC evaluators are duplicated.
iv. Switches are duplicated.

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Notes on Railway Signaling

5. Block working systems – absolute block working system & automatic block working system
Block working system prevents collision of trains by protecting the train accupying the block section.
i. Station section – Track section controlled by SM with signals [On Double line home to advanced
starter, Single line – Home to home]
ii. Block section – Track section controlled by SMs of adjacent stations with block instruments
[On Double line advanced starter of one station to home signal of adjacent station, Single line from
advanced starter of one station to advanced starter of adjacent station]
iii. Systems of block working – Absolute block working & Automatic block working

Absolute block working

i. The advanced starter signal displays red aspect normally and changes to green only after
permission is given to enter Block Section by the receiving SM.
ii. Permission is exchanged [called line clear] through equipment called Block Instruments
operated by both end station masters.
iii. Block Instrument is interlocked with advanced starter signal i.e. only after getting line clear -
signal can be changed to green.
iv. One Block instrument is provided for each block section at a station.
v. Three safety conditions ensured by block instruments
a). No train can be sent on signals without taking line clear.
b). Line clear can be given only after the previous train vacating block section.
c). Line clear once obtained can be used for one train only.

Absolute block working - Block sections - single line, double line - with Black proving by Axle Counter
Block section vacancy is detected by axle counter. In the diagram below one Axle counter only is shown
for clarity of diagram is practice Two Axle counters are used to ensure availability.

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Three types of block instruments – Electro-mechanical, Electrical, and solid state.

i. Electro-mechanical & Electrical block instruments are being replaced by solid state [electronic]
block instruments.
ii. All new installations are provided with UFSBI or SSBPAC D block instruments. SSBPAC D is the latest
block instrument.
iii. Recently block logic is provided in EI logic – as a trial – eliminating separate block instruments.

Single line Block instrument

Block
Technology Disadvantage Advantage
Instrument
Token-less • Complicated circuit
1 Electrical • Operations friendly
PTJ • More relays less reliable
• More operating time
Token-less • Fit for 25 KV AC
2 Electro-mechanical • More maintenance
DAIDO electrified territory
• Less reliable
Token-less Hybrid of Electrical • Complicated circuit • Operations friendly
3
UFSBI and Electronic • More relays less reliable • Media diversity possible
• Operations friendly
• Media diversity possible
Token-less
4 Electronic • Less relays – more reliable
SSBPAC D
• Better Maintainability diagnostic
data to Data logger

Double line block instruments

Block instrument Technology Disadvantage Advantage

SGE - Siemens & • More operating time

1 Electro-mechanical • Easy to maintain
General Electric • More maintenance

• Complicated circuit
Token-less Hybrid Electrical & • Operations friendly
2 • More relays – less
UFSBI Electronic • Media diversity possible
reliable
• Operations friendly
• Media diversity possible
Token-less
3 Electronic • Less relays – more reliable
SSBPAC D
• Better Maintainability diagnostic
data to Data logger

UFSBI, SSBPAC D block instruments states – for both Single line & Double line
Block instrument At Train Block instrument At Train
Condition of the train
sending station receiving station
Last train cleared
1 Line closed Line closed
section – block is closed
Permission to send next train in to
2 TGT (Train Going To) TCF (Train Coming From)
block section exchanged.

3 Train entered block section TGT-TOL [Train On Line] TCF-TOL [Train On Line]

4 Train cleared section – block closed Line closed Line closed

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Double line block instrument [SGE type] states

Block instrument is operated by SM at receiving station – on the request of train sending SM. This is
used extensively or IR.
Three states of SGE block instrument:
Line closed - after arrival of the train from block section at receiving station
Line clear - after giving line clear at receiving station
Train online - when train enters into block section.
Limitations of absolute block working:
i. Manpower is required for block operations.
ii. Delays to trains due to block instrument operating time.
iii. The solution is automatic signaling.
Block proving by axle counter [BPAC]:
i. In absolute block working, clearance of block section by a train must be ensured by SM before
closing the block (Direction of movement is proved by signaling circuit).
ii. It is done manually by physically checking of last vehicle of received train.
iii. Accidents occurred when a block is closed with part train in the section.
iv. To prevent such accidents block vacancy is detected by digital axle counter.
v. Block vacancy is proved in granting line clear and block closure circuits.
vi. At present on IR, all block sections are being provided with BPAC.

Automatic block working (More details in chapter 6)

Features:
i. Line capacity is increased by automatic signaling by eliminating block operation time and
allowing more trains into block section between two stations - by sectionalising.
ii. Track between two stations is made into sections of about 1 km.
iii. Each section is provided with a signal to permit entry into the section.
iv. Train detection is done by Axle Counter.
v. An auto signal displays Red if the section is occupied yellow if the section is clear –
Two yellow lamps if two sections are clear – green if three or more sections are clear.
vi. Depending on the aspects of signals ahead, the aspect changes to double yellow and green.
[If the next signal is yellow signal behind changes to double yellow. If the next signal is double
yellow it changes to green. This happens if the distance between two signals is 1km.
vii. Auto signal aspect changes to red when a train occupies the controlling track – and changes to
yellow, double yellow & green based on train movement. Thus, auto signals are operated by train
movement – without any manual operation – saving signal operating time.

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DAIDO [single line] & SGE [double line] Block instruments

Galvo
Needle
Top Indicator

Time Release
Indicator
Bottom Indicator

Train ON Line
Counter-S1 Counter-S2

S1 S2 PB1 PB2 Commutator

Handle

Shunt
Bell Plunger
SM’s Key Key
Train Train
SM Key
Going To Coming From

Single line DAIDO block instrument: Block operations – operation of relays

i. TRSR – picks up at train sending station when block handle is turned to TGT [N to L (left)]
ii. TRSR – drops in 3 cases.
a) After train passing advanced starter i.e., – dropping of controlling track and axle counter.
b) After 2 minutes after S1 switch is operated by train sending SM for cancellation.
c) Block axle counter or advanced starter control track circuit fails – after taking line clear.
Train sending station Train Receiving station
1 PB1, PB2 pressed PBPR Up 2 NR Up, CR1 Up - Turns handle to TCF (N to R)
CR2 Up
3
Turn handle to TGT (N to L) TRSR Up.
SM clears dispatch signals. SM clears reception signals.
4 5
Train enters block section – TRSR Dn, TOLR up Train arrives – 1R up, 2R up
6 Presses PB1, PB2
CR1 Up - Turns handle from TGT to line closed.
7 8 CR1 up - Turns handle from TCF to line closed.
Pushes PB1 & PB2

Double line SGE block instrument: Block operations – operation of relays

i. Top dial – TGT, Bottom dial – TCF
ii. Dial has three positions – Line closed, line clear & train on line.
Train sending station Train Receiving station
SM gives details of train for which line clear is Turns operating handle to line clear – TCF dial
1
required – on block phone. changes from line closed to line clear
TGT dial changes from line closed to line clear.
2
LSS cleared. LCPR picks up.
Train passes LSS. LCPR & SR drops. Turns operating handle to TOL.
3 4
LSS Knob normalized. Informs to receiving SM. TCF dial changes from line clear to TOL
Clears home signal. Train arrives into station.
ZR / TAR relay picks up.
TGT dial changes from line clear to TOL.
5 6 Turns operating handle from TOL to line closed.
SR picks up.
TCF dial changes from TOL to line closed.
ZR / TAR drops.
7 TGT dial changes from TOL to line closed

Block handle can be turned from line closed to TOL and back to Line closed - block handle is not locked in TOL.
This operation is done to do shunting in the block section. However when block handle is turned from Line clear
to TOL - for a regular train movement block handle is locked. Block handle is released after arrival of the train
[i.e., picking up of ZR / TAR relay].

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Block instrument with UFSBI

In UFSBI block instrument block interlocking is implemented with relays. The block information between train
sending and receiving stations is exchanged through Universal Failsafe Multiplexer.

i. Station signaling
a) Normal status of home & advanced starter and block vacancy proving axle counter are proved in
block circuit.
b) Advanced starter control relay ASCR, which is output of block relay circuit is used in clearing
advanced starter.
ii. Diagnostics provided in the form of potential free contacts
a) System failure d) Media changeover supply failure g) Modem A active
b) One of the two DC-DC converters failure e) Modem A failure h) Modem B active
c) One of the three processors failure f) Modem B failure

iii. UFSBI Sequence of Relay Operation

Based on operation initiated by SM or train movement, the following sequence of relays operation takes place.
Train sending station Train Receiving station Train sending station Train Receiving station
A. Line Clear Request - Bell D. LSS Control to Normal
& TGT Buttons pressed 20. ASGNCR up
1. BPNR up, TGTNR up 21. ASGNCPR up
2. TGTXR up E. Home Signal cleared &
[Link] up Train Arrived
[Link] up 22. HSGNCR dn
5. TGTYR up 23. HSATPR dn
(Permission granted) 24. TAR1 up
6. TGTZR dn 25. HSBTPR dn
7. TGTR up 26. HSATPR up
8. TGTXR dn 27. TAR2 up & TAR dn
9. BPNR dn, TGTNR dn 28. AZTR up
10. TCFXR dn 29. FR1 & FR2 Toggles
B. LSS operated 30. AZTR up
11. ASGNCR dn 31. FR1 & FR2 Toggles
12. ASCR up F. Home Signal Normalized
13. ASGNCPR dn 32. HSGNCR up
C. Train Entered Block 33. TGTZR up
14. ASCR dn 34. TCFR dn (Line Closed)
15. AZTR dn 35. BTSR up
16. BTSR dn 36. TAR2 dn
17. TGTYR dn 37. TGTR-Down (Line Closed)
18. AZTR dn 38. TGTZR up
19. BTSR dn 39. BTSR up

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6. SM operating panel and VDU – Man Machine Interface (MMI) of signaling system
Station master operates signaling system. SM requires commands to control signaling elements and
the status of the signaling elements.

Two types of Interfaces – Panel & VDU

i. Relay interlocking stations – The MMI is physical panel with switches / buttons to operate points,
signals, slots, etc. – Status of points, signals, gates etc. shown by LEDs.
ii. EI stations – The MMI is SM VDU to generate commands to operate points, signals, slots, etc. Status
of points, signals, gates etc. shown by simulation with GUI [Graphic User Interface].

Operations by SM to receive trains into a station.

i. Route is set to required line to receive a train by operating points from panel.
ii. LC gates, if any, in the route are closed by gate man.
iii. Reception signal is operated from panel.
iv. Based on signal, driver brings train into station.
v. SM advises train arrival time to controller by control phone.
Operations by SM to dispatch trains from a station.
i. SM is advised by controller on control phone to dispatch train.
ii. SM takes permission from SM of next station by Block instrument.
iii. SM operates dispatch signals from panel.
iv. Based on signals, driver moves the train into block section.
v. SM advises train dispatch time to controller by control phone.

Human Error How interlocking prevents

1 Reception on occupied line By detecting track vacancy of the route
Operating signal when point is not set
2 By detecting point setting without gap in the route
properly [with gap]
Operating two opposite signals at the
3 By checking freeness of route
same time on to one line
Operating a point on which a signal is By locking the points electrically until train clears the
4
cleared route

7. Interlocking system – Relay interlocking & Electronic Interlocking

Interlocking system – prevents accidents due to human errors by SM & driver.
Route
i. A route starts from a signal and ends at the next signal.
ii. Interlocking system achieves safety by permitting movement over a route when it is safe.
iii. After permitting movement - safety is ensured by interlocking system -until the movement is completed.
iv. When it is not safe to permit movements on two routes at a time – they are called conflicting routes

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Functions of interlocking system

i. Route freeness checking ii. Route setting
iii. Route checking: a) for correct setting of points b) for freeness opposite routes are not locked
iv. Route locking v. Route clear checking [of other trains] vi. Signal clearance.
[Link] release: a) by train movement or b) by cancellation
Implementation of interlocking system
i. By relay interlocking system – physical wiring of relays.
ii. By electronic interlocking system – combination of relays and software logic

8. Power supply system – Integrated Power Supply (IPS)

i. Signaling system require uninterrupted, reliable power supply. Multiple primary sources of main
supply [230 V AC] are provided. From primary sources required supplies are derived.
ii. Whenever the main power supply fails – the source of supply is automatically changed to healthy
supply source.
iii. Battery backup is provided to all the sub-systems providing various power supplies. Availability of
power supplies at signaling element level is ensured by providing hot standby.

Signaling element Power supply Sub-system

1 Signal lamp 110 V AC Inverter & 230 / 110 v Transformer
2 Point machine 110 V DC Battery bank
3 Axle counter 24 V DC 110 / 24 V DC-DC Converter
4 Data logger 24 V DC 110 / 24 V DC-DC Converter
5 Relays 24 V DC 110 / 24 V DC-DC Converter
6 Block Instrument 24 V DC 110 / 24 V DC-DC Converter
7 Electronic Interlocking – EI 24 V DC 110 / 24 V DC-DC Converter
110 V AC & 110 V AC – at station equipment room
8 DC track circuit
10 V DC 10 V DC at feed end of DCTC

Signaling system at a station – block diagram

i. Commands for operation are given by switches/buttons on the panel located in SM room
ii. Relays in relay room processes for the command - if it is safe - command is delivered to the field
equipment like signal, point, LC gate, slot etc.
iii. Signaling system is powered by IPS - Integrated Power Supply system [AT - Auxiliary transformer which
steps down 25 KV of traction supply to 230V AC - it is reliable supply]

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Rooms provided for accommodating various equipment

Room Accommodates
Rooms & Purpose
Accommodates SM operating VDU / Panel, Block instruments and power supply
1 Station Master room
changeover panel
2 Relay room Interlocking equipment [EI & relays]
Integrated power supply [IPS] equipment – charger, DC & AC supply
3 IPS room
equipment, Power distribution panel and Earth Leakage Detector
4 Maintainer room Local PC connected to data logger, copies of circuit diagrams
5 Battery room Battery [55 lead acid cells – 110 V] for IPS
6 Telecom room OFC and quad copper cable terminations, STM equipment

Integrated Power Supply System (IPS)

Features of IPS:
i. Main supply - 230V AC is provided from multiple sources [state supply, diesel generators, Up & Dn AT supplies]
ii. Battery bank of 55 lead acid cells [110V DC] provides uninterrupted power – in case of main power supply failure.
iii. DC-DC converters of 110V DC to 24V DC are used to provide power supply to relays, Electronic Interlocking, Axle
counter, Block instrument, data logger etc.
iv. Two online inverters [110V DC to 230V AC] provide uninterrupted power to signals. 230V AC to 110V AC
transformers are used to step down 230V to 110V.
v. Since DC track circuits have battery at site – 110V battery backup of station is not extended.
vi. Failure of sub-systems of IPS – is indicated to SM – to call attention of signal maintenance staff.
vii. Seven potential free contacts are provided in IPS to indicate subsystem failures.
1. Mains fail 2. SMR [Charger] fail 3. Battery fail – 50% Depth Of Discharge 4. Inverter 1 fail
5. Inverter 2 fail 6. DC-DC converter fail 7. Call S&T.
These 7 contacts are wired to data logger – to send SMS to signal staff – in case of failure.

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Path of the Power – to Signaling System

ELD – Earth leakage detector

ELD monitors power supplies for earth leakage.

i. In signaling power supply is used for three purposes
a) to control the signaling elements [point, signal, track circuit, MSDAC etc.]
b) to operate signaling elements
c) to get the status of signaling elements to relay room.
ii. Power supply leakage may cause failures – EX: failure to lit a signal, failure to operate a point etc.
iii. If the power supply leakage occurs due to cable fault – the leaked supply may cause unsafe side
failure – EX: Point gets operated without command, Point status wrongly detected etc.
iv. To prevent such failures leakage of supply is detected by ELD. ELD has the facility to set the limit of
leakage. ELD provides alarm when the level of leakage crosses beyond set limit - available in the ELD.
v. Limits are set in such a way that it does not cause failure at the limit set - giving time to rectify the leakage.
vi. When leakage beyond the set limit occurs - a potential free contact in ELD closes. By wiring the
potential free contact to data logger – SMS is sent to maintenance staff to rectify the failure.
vii. Each power supply is provided with one potential free contact for wiring to data logger.
viii. It is possible to identify the outdoor conductor responsible for leakage by data logger – as relays
responsible for extending supply to the conductors [HR, DR, NWR, RWR etc.] and relays that
operate in relay room from external supply [NWKR, RWKR, TPR etc.] are monitored by data logger.
ix. Capacity of ELD is indicated by the number of channels. Ex. 8 channel ELD can monitor 8 power supplies.
SEM suggested leakage setting limits of Earth Leakage Detector [ELD] based on the size of the station

Desirable Settings for ELD

Type of Station Desirable setting of leakage resistance
1 3 line station 1M Ohm
2 4/5/6 line station 500 K Ohm
3 RRI (up to 300 routes) 100 K Ohm
4 Big yard more than 300 routes 50 K Ohm

Above values are only indicative. Based on cable health and experience above settings may be modified.

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CHAPTER 3
Interlocking Systems – Part 1
1. Operation of points and signals – area of control.
2. Type of operating panel – Route setting type panel and non-route setting type panel.
3. Operation of points & signals – switches & buttons – six types of practices.
4. Design of routes & route buttons.
5. Sequence of operation of signals.
6. Type of interlocking systems – Relay interlocking and Electronic Interlocking.
7. Dealing of trains when signal fails.
8. Accidents and signaling solutions to prevent them.

1. Operation of points & signals area of control

i. Area of control is technically decided by the maximum permissible range of operation of points,
signals, axle counters etc.
ii. With electrical operation of points and signals – all stations are provided with centralized operation
from SM room.
iii. However, at big stations where goods lines and operations are more – separate panels are provided
for goods lines operation.
iv. Movement from passenger yard to goods yard and vice versa – are done by exchange of slots
(Permissions) by both station masters

Station with end panels (not followed by IR at present)

Station with central panel (present practice of IR)

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2. Type of operating panel – Route setting type panel and non-route setting type panel.
i. Route is set – by operation of individual points in required position.
ii. In big yards where several points are to be set for a route – it is time consuming, and SM is likely to
do more mistakes.
iii. Hence, operation of several points by single operation of selecting the route is adopted. This is
called route setting type operation. The conventional system of operation of each point in the route is
called non-route setting type.
iv. Old practice was to provide route setting type panels (called RRIs) at big stations and non-route
setting type panels at small stations.
v. As per the present practice all stations are provided with EI with route setting type operation.

3. Operation of points & signals – switches & buttons – Six types of practices
Operation
Type of practice Feature
Signal Point
1 British – non route setting type Switch operation Switch Switch - 2 position
2 British – route setting type Q Style relays Switch & button Switch - 3 position in auto
3 SIEMENS – non route setting type Button operation Two buttons Two buttons Old
K50 relays practice
4 SIEMENS – route setting type Two buttons Two buttons / auto
Button operation
5 IR – non route setting type Two buttons Three buttons
Q Style relays
Button operation Present
6 IR – route setting type Two buttons Three buttons / auto
Q Style relays practice

Operating panel diagram of different practices

Operations on SWITCH type panels – non-route setting type

Switches / buttons
Signaling function Switch / button How many
1 Point Two position switch One for point
2 Signal Two position switch One for signal
3 LC gate Two position switch One for gate
4 Route cancel Button One or two for station

i. Points are operated by 2 position switch to set the route

ii. Signals are operated by 2 position switch to clear the signal
iii. Route cancellation is done by pressing cancel button

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Operations on SWITCH type panels – route setting type

Switches / buttons
Signaling function Switch / button How many
1 Point Three position switch One for point
2 Signal Two position switch One for signal
3 LC gate Two position switch One for gate
4 Route setting Button One for destination track section
5 Route cancel Button One or two for station

i. Independent operation of points – by operating point switch to N or R.

ii. Point operation by route – point switch kept in central position – C. Point is operated as required by route.
iii. Signals are operated by 2 position switch to clear the signal and pressing route button on destination track.
iv. Route cancellation is done by pressing cancel button.

Operations on button type panels – route setting – IR standard

Buttons

Signaling function How many

1 Point 3 buttons – three common [NWWN, RWWN, EWN] & one for point [WN]
2 Signal 2 buttons – one for signal [GN] & one common button [EGGN]
3 LC gate 3 buttons – One for gate – two common buttons to receive & release
4 Route setting One button on destination track – separate buttons for each overlap
5 Route cancel One common button for full route cancellation & one for each sub-route cancellation

Main difference between SIEMENS & IR type operations on route setting type panels:
i. Point operation on IR type panel is with two common buttons [NWWN & RWWN]. In SIEMENS it is with one
common button [WWN] for both normal and reverse operation.
ii. Siemens uses interlocked relays – while in IR practice, magnetic stick relays or electrical stick circuit is followed

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4. Design of routes & route buttons

Routes at a two-road station on single line
The following diagram shows route buttons for a 2 road station.

i. A route starts at one signal & ends at next signal in the same direction or opposite direction.
ii. Generally, a route has entry signal & exit signal. Some routes end into siding or dead ends.
iii. The following rules are generally applied for a route boundary for different types of signals.

Entry signal Exit signal Rule for route limits

Route starting at main signal ends at
1 Main signal S1 Main signal S2 or S3
next main signal
Route starting at calling on signal ends
2 Calling on signal C1 Main signal S2 or S3
at next main signal
Route starting at shunt signal ends at
3 Shunt signal Sh1 Main signal S2 or S3
next shunt or main signal
No exit signal – up to dead end [DE] clear Route starting at shunt signal ends at
4 Shunt signal Sh3
of opposite shunt signal Sh5 towards siding next opposite shunt signal
Route starting at advanced starter ends
Main signal S4 Block section entry
at IB signal or next station home
iv. A route consists of – points, track circuits, LC Gates
v. Route locked means points, and LC Gates are locked
vi. Route cancelled means - route released by manual intervention. Normally, route is released by train movement.

All the routes of the above yard

UP Signals Routes DN Signals Routes
1 UP home S1 3 [loop 2, main1] DN home S30 3 [loop 2, main1]
2 Up loop starter S3 1 DN loop starter S28 1
3 Up main starter S2 1 DN main starter S29 1
4 Up advanced starter S4 1 Up advanced starter S27 1
5 Up calling on C1 3 [loop 2, main1] Up calling on C30 3 [loop 2, main1]
6 Up shunt signal Sh1 2 Up shunt signal Sh4 2
7 Up shunt signal Sh3 2 Up shunt signal Sh5 1
Total routes for Up 13 Total routes for DN 12

Table showing routes and overlaps for the yard – UP direction – refer above yard plan
Movement Route Overlap
1 UP Reception on loop line S1 to S3 S3 to S4 or S3 to P13
2 UP Reception on main line S1 to S2 S2 to S4
S3 to S4 No overlap
3 Dispatch from UP loop line
S4 to next station home Next station block overlap
S2 to S4 No overlap
4 Dispatch from UP mainline
S4 to next station home Next station block overlap

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Route buttons design for typical station on double line with multiple overlaps

i. Observe more than one route button for the same berthing track.
ii. Separate route button is provided for different overlaps of same route.

Road Route button Left Overlap Right Overlap

C2 12 R & 13 N No
03T
C1 12 N & 11 N 14 N & 15 N
C 12 R & 13 R 14 N & 15 R
B1 12 N & 13 N No
02T
B 12 N & 13 R No

5. Sequence of operation of signals

Pass through train – non-stopping train – line clear is available from next station.
i. SM takes line clear for the train from next station SM.
ii. Sets reception and dispatch route to main line.
iii. Operates advanced starter – it changes from red to green.
iv. Operates mainline starter – it changes from red to green.
v. Operates home signal – it changes from red to green - based on change of home signal, distant
signal changes from yellow to green.

Pass through train – non-stopping train – line clear is not available from next station.
i. SM operates home after setting route to mainline-it changes from red to yellow- distant changes
to green.
ii. SM line clear obtains – operates mainline starter & advanced starter – both changes to green.
iii. If train has not yet passed home signal, it changes from yellow to green.

Sequence of operation of signals - loop line reception.

i. SM sets route to loop line.
ii. Clears home signal – it changes red to yellow with route lamp lit – distant changes from yellow to
double yellow.

Sequence of operation of signals - loop line dispatch.

i. SM takes line clear and sets points for loop line dispatch.
ii. SM operates advanced starter – it changes from red to green.
iii. SM operates starter – it changes from red to yellow.

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6. Type of interlocking systems – Relay interlocking & Electronic Interlocking (EI)

i. Interlocking system ensures safe passage of trains. It used to be implemented through electrical
circuits using signaling relays.
ii. Present practice followed is by hardware&software electronically. It is called electronic interlocking.
iii. On IR-all new stations are provided with EI. At present there are more than 3,000 stations with EIs on IR.

Relay interlocking & EI

Feature Relay interlocking EI

Interlocking Hardware & software Relays are used as
1 Relays
achieved by input & output interface only
Man-machine Physical panel depicting yard & operating VDU with physical keys of SM &
2
interface switches / buttons and counters Emergency release of Crank handle
Provided at bigger stations It is called
Route setting type
3 RRI - Route Relay Interlocking or Route Provided by default at all stations
operation
setting type panel
Distributed Possible [central EI is connected to
4 Not possible
interlocking distributed IO gatherers by OFC]
5 Present practice Not present practice Present practice

Relay Interlocking - with Panel operation

Controls Signalling Elements

Signal
MMI Interlocking System Clearance

Panel Relays

Route
Setting

LC-1

LC Gate
Opening

LC-1

Axle
Counter

Electronic Interlocking - with hot standby

Controls Signalling
VDU 1 EI 1 Elements
Interface
Relays Signal
Clearance

Route
Switch Setting

VDU 2 EI 2
LC-1

LC Gate
Opening

LC-1

Axle
Counter

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Simple diagram to explain the application of interlocking conditions

Lamp 1 is a free lamp - When switch is operated it is lit.
Lamp 2 is a lamp lit with conditions. Interlocking logic is designed in such as way that the conditions
required is such a way that the conditions required for safe travel of the train are fulfilled before signal is lit.

7. Dealing of trains when signal fails

i. SM takes responsibility for the safety of the route. SM ensures the route is not occupied by any other
train and no conflicting movement is taking place.
ii. SM also ensures all points are in required position by seeing himself and clamping the point and
locking it with pad lock.
iii. A written authority is given to the driver permitting him to pass the signal at danger.
iv. It takes about 30 minutes at a small station to follow this procedure. At bigger stations more time is
taken. In big RRIs trains are dealt on signals after attending the failure.
v. In case of advanced starter failure SM talks to next station SM and then only gives the authority.
No need to clamp points. Train is started after operating starter signal.

8. Accidents and signaling solutions to prevent them

Type of accidents
i. Collision of trains in the station ii. Collision in the block section iii. Derailment on normal track
iv. Derailment on points v. Accident at LC Gate vi. Fire on train

Cause of accident Prevention by signaling

Collision of trains in the station because
1 Train detection by Track circuits / axle counter
of reception on occupied line by SM
2 Collision of trains in block section Block instrument with block proving by axle counter
3 Derailment due to gap at point Detect points and interlock with signals
Derailment due to operation of point By electrically locking the points in the route – when permitted for
4
when occupied train movement
5 Accident at Level Crossing gate Provide gate signals
Driver passing signal at danger and Automatic Train Protection [ATP] i.e., train brakes are applied
6
causing collision automatically based on signal aspect ahead
7 Derailment due to over speed Controlling brakes automatically based on train location with ATP

Commissioner of railway safety (CRS) conducts enquiry on the major railway accidents. CRS provide
findings identifying system and persons’ lapses. CRS recommends actions to be taken to prevent such
accidents in future. Data logger data is considered as evidence for the accident by CRS.

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Interlocking Systems – Part 2

1. Interlocking Principles
2. Design documents of signaling system
3. Stages of interlocking
4. Application of interlocking rules to main signal, calling on signal and shunt signal
5. Route holding – by approach locking and back locking
6. Train Operated Route Release [TORR]
7. Timers recommended in signaling circuits design

1. Interlocking Principles
Four safety conditions to be ensured – before the signal is cleared.
a). Route is correctly set – all points are detected & gates closed.
b). Conflicting routes are free
c). Route [points & gates in the route] is locked.
d). The route is clear of other trains.
The above conditions are applied to a length of 180m / 120m beyond the signal where the train is
supposed to come to a stop. This is called Overlap.
The above conditions are to be ensured until train reaches destination

Approach locking.
When a train is approaching the signal if SM cancels the signal and start altering a point in the route
– the driver who could not stop at the signal may pass the signal at danger and derail on the point being
altered. To prevent such incidents approach locking is provided.
To implement approach locking – track up to 1 km [braking distance of a train] in the approach of signal
shall be track circuited. When the train is on the approach track even after SM canceling the signal – route
locking is retained until the route is cancelled by SM.
A time delay of 2 minutes is provided between route cancellation initiation and route release. It is expected
that a driver who has seen the signal going back to danger will be able to bring his train to a stop by the
time route is released.
At the time of signal cancellation if there is no train on the approach of the signal – route is released
along with signal cancellation without time delay.
If the approach track is not track circuited – dead approach locking is provided. i.e., Approach locking is
applied irrespective of the presence of train.
Approach locking of home signal at stations with absolute block working.
Since the track between home and distant is not provided with track circuit – home is provided with dead
approach locking. It means approach locking is always effective irrespective of presence or absence of
the train in the approach of the signal.

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Notes on Railway Signaling

Approach locking of home signal at stations with automatic block working

Since the track in approach of home signal is track circuited – approach locking is applicable for home signal
in auto signaling station.

Approach locking of main line starter signal

Approach locking of mainline starter is effective when –
i. Berthing track is occupied. OR ii. Both home and starter signals are cleared.

Approach locking of loop line starter signal.

Approach locking of loop line starter is effective when – berthing track is occupied.

Route holding
The integrity of route is held by route holding until train reaches the destination track.

Super emergency route release or sub-route release:

If the route is not released after train completing its travel in the route – may be due to track circuit failure or even
without track circuit failure – route is released by super emergency route release operation. This operation is recorded
by SM and counted by a counter.

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Notes on Railway Signaling

2. Design documents of signaling system

How useful for Data logger system
Document What it contains
design
Signals, track circuits, axle counters, block
SIP [Signal & 1. Preliminary assessment of DL database
1 instruments, points, Crank Handle groups, LC
Interlocking Plan] 2. To draw simulation
gates, Overlaps, Signal aspect sequence chart
TOC – Table of Control
Interlocking conditions to be applied for each 1. Alarm entry
2 or [RCC – Route
route 2. Assessment of internal bits of EI
Control Chart]
Inputs and outputs wiring, EI hardware 1. Final and full assessment of DL inputs
3 EI – Interface Circuit sub-systems wiring, SM VDUs wiring, Protocol 2. Assessment of analogue inputs
converter wiring 3. Data logger inputs wiring
Internal bits and logics of route initiation, route
4 EI – Application Logic checking, route locking, route release and 1. Alarms entry with internal bits
route cancellation, signal clearance etc.
Cables laid between station relay room to 1. Assessment of field IoT devices
5 Cable core plan each function – with location box terminations, 2. Availability of network media
equipment in location box 3. Feasibility of zigbee network
It is useful to know spare contacts of relays
Each relay contact used in the circuit design
6 Relay Contact Analysis – for changing contact in case of contact
is given
failure
Wiring details of all relays coils & contacts to To know sequence of operation of relays
7 Relay wiring circuit
achieve interlocking logic and circuit progress

3. Stages of interlocking
Non-route setting type panels - Route is set by individual operation of points – then operation
Route setting & of signal
1
Signal clearance Route setting type panels - Route setting and signal clearance by single operation by
selection of SIGNAL & ROUTE
2 Route checking Points in the route are correctly set – conflicting routes are free
3 Route locking Points and LC gates are locked
4 Signal control If the route is clear of other trains – signal control relay picks up
5 Signal lighting Signal control relay cuts off supply to red lamp & lights yellow/ green lamp
Route release by Route release takes place after checking sequential dropping & picking up of track circuits and
6
train movement changing signal switch to normal
If dead approach locking is provided – first signal switch to be normalized – then route
cancellation to be applied – after 2 minutes’ route is released.
Route cancellation
If approach locking is provided and the train has not yet occupied approach track – after
7 before train
normalization of signal switch, route also is released without time delay.
movement
If approach locking is provided and train has occupied approach track - after normalization of
signal switch, route cancellation is to be applied – after 2 minutes’ delay route is released
After complete passage of train – if all track circuits are clear – signal switch is normalized
Route cancellation and then cancellation applied – after 2 minutes’ route is released.
8 after train After complete passage of train - if route is not released & a track circuit is down due to failure
movement – route is released by applying super emergency cancellation - some railways do not have this
facility – maintainer releases route

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4. Application of interlocking rules to main signal, calling on signal and shunt signal
A. Main signals.
i. All the four safety conditions of checking route set, conflicting routes freeness, route locking and route not occupied
– are applicable.
ii. All these rules are applicable for overlap.
iii. Route release by train movement and route cancellation features are applicable.
iv. Route setting and locking are not applied for signals without points in their route – ex: advanced starter.
v. Approach locking is applicable.
B. Calling on signal.
i. Only three rules- i.e., checking conditions of route set, conflicting routes freeness and route locking - are applicable.
ii. No overlap is required to be checked for calling on signal.
iii. Route release by train movement is not possible for calling on as the calling on signal can be cleared with route
occupied or failure of track circuit. Hence always route must be cancelled whenever a train is dealt on calling on signal.
Old practice – regarding calling on signal overlap:
a). Calling on signal on single line require overlap. All the three rules are applied to overlap also.
b). However, calling on signal on double line does not require overlap.
C. Shunt signal.
i. All four rules are applicable for shunt signals – however, the 4th rule of route not occupied is not applicable for berthing
track. All tracks in the route except berthing track must be clear.
ii. No overlap is applicable for shunt signal.
iii. Approach locking is applicable.

5. Route holding – by approach locking and back locking

i. The route [including overlap & isolation] is locked [held] by the signal.
ii. Route shall be released:
a) Normally, on passage of the train or
b) Route release by route cancellation before train movement.
c) By emergency route release with time delay - by route cancellation after train movement.
iii. Overlap is released:
a) With the passage of the train or
b) After a time delay after arrival of the train on berthing track
c) By emergency route release.
iv. Approach locking and back locking shall be provided to all routes of main signals & subsidiary signals.
v. Approach locking is effective as soon as the train occupies approach track provided in the approach of signal.
Approach track shall have adequate length [generally 1 km].
vi. Dead approach locking is provided – where approach track circuit is not provided (Ex: home signal).

6. Train Operated Route Release [TORR] - Conditions to be satisfied

i. Track circuits in the route shall drop in sequence and pick up in the same sequence.
ii. For switch operated signals – route is released after signal switch is normalized.
iii. For button operated signals – route is released automatically after arrival of the train on berthing track

7. Timers recommended in signaling circuits design

Function Delay
1 Route cancellation – main stop signal [home, starter], shunt, calling on 2 min
2 Emergency cancellation – sub-route 2 min
3 CH emergency key release
2 min - small stations
4 Signal overlap release
1 min – big yards
5 Calling on below home 2 min
6 Calling on below starter No delay
7 Opening of gate – gate signal at 180 m - without train detection by track circuit 1 min
8 Opening of gate – with train detection by track circuit No delay
9 Opening of gate – gate signal more than 180 m - without train detection by track circuit 2 min
10 Opening of gate by cancellation 2 min
11 Emergency CH / LX key taking out when EI fails 2 min
12 Point failure alarm 15 sec
13 Point operation timer 10 sec
14 Signal blank buzzer 10 sec
15 Panel button stuck up alarm 10 sec
16 HR relay de-energization – when starter is at 3 m from first track circuit 5 sec
17 Holding HR in up – to prevent bobbing, due to loose packing, track circuit bobbing 3 sec
18 HR control timer to drop HR bit when 5 sec
19 Power failure alarm 5 sec

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Notes on Railway Signaling

CHAPTER 4
Implementation of interlocking
1. Implementation of interlocking through Relays - Sequence of relays operation.
2. Relay circuit diagram for signal lamps control & lighting.
3. Track relay in location and track repeater relay in relay room.
4. Point detection relays circuit.
5. Relays codes & purpose of each relay.
6. Classification of relays based on their role in Relay interlocking.
7. Electronic Interlocking [EI] - features.
8. Operation & usage of relays - sequence of operation of relays - flow charts for different practices.

1. Implementation of interlocking through Relays – Sequence of relays operation

Signaling relay:
i. Signaling relay provides status of a signaling element – point, signal, track circuit, axle counter,
route, LC gate, etc.
ii. Relay is also used for controlling signaling element.
iii. Relays are used to implement failsafe interlocking logic.

A relay has a coil and number of contacts (some special relays have two coils):
i. Voltage is applied to relay coil based on conditions like status of point, track circuit and signal.
ii. Relay contacts are used for proving interlocking logic condition implementation.

Relay status - UP & DOWN:

i. Relay has two states – energized state and de-energized state.
ii. They are generally called UP & DOWN states, respectively.

Relay contacts – front (Normally Open) & back (Normally Closed) contacts:
i. Relay contact has two states – Open & Closed.
ii. A relay has TWO types of contacts – front & back.
iii. Front contact is closed when relay is UP – back contact is closed when relay is DOWN.

Observe the following in the Fig next page:

i. This relay is used to control lighting of yellow and red lamps.
ii. Four conditions are to be met to pick up this relay – RR up, UCR up, ASR dn & TPR up.
iii. Two front contacts are used to light yellow lamp.
iv. Two back contacts are used to light red lamp.
v. This relay works on 24 V DC supply.
vi. Signal lamps are lit by 110 V AC supply.
vii. The diagram shows three relays – HR, HECR & RECR
a) HR controls supply to yellow and red lamps.
b) HECR detects the yellow lamp lit condition by monitoring current in the yellow lamp circuit.
c) RECR detects the red lamp lit condition by monitoring current in the red lamp circuit.

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The function and application of a signaling relay can be understood by cause & effect analysis. Supply to
relay coil is given through contacts of relays or contacts of point machine or KLCR / EKT etc. This can be
considered as cause.
Application of power to relay coil attracts an extension piece of relay armature – effect 1.
Movement caused to the extension piece opens or closes contacts – effect 2. The relay contacts are
used to extend or cut off power supply to – another relay / signaling element like – signal lamp, point
machine, KLCR / EKT etc.

Q style relay – side view & base view

Identify – Relay coil, relay contacts, relay base, relay retaining clip

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Notes on Railway Signaling

2. Relay circuit diagram for signal lamps control & lighting

i. When switch S1 is operated to reverse 1RR picks up. 24 V DC supply is extended through 1RR
front contact to UCR front contact.
ii. Then UCR picks up with front contact of 1RR, points detection relay front contacts and opposite
routes ASR front contacts.
iii. 24V DC is extended to 1 ASR from 1 UCR front contact. UCR back contact opens, 1 ASR drops.
iv. 24 V DC is extended from back contact of 1 ASR to front contacts of TPR - then to 1 HR.
v. 1 HR front contact is used to lit yellow lamp and back contact to unlit red lamp.

3. Track relay indication and track repeater relay in relay room

i. Track relay 1TR is connected to track. It is provided in a Location box at less than 100 meters
from relay end block joint. It works on 1.5 V DC.
ii. To repeat 1TR status to relay room, 24 V DC is extended from track relay location box to relay
room by proving its front contact.
iii. Track repeater relay contact is used to indicate track status to SM and also used in signal
clearance circuit and interlocking.

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Notes on Railway Signaling

4. Point detection relays circuit

i. Point is detected through potential free contacts provided in point machines. If point is in Normal
a set of contacts are closed. If point is in Reverse another set of contacts are closed.

ii. 24 V DC supply is extended to relay room through cable by proving required contacts (Normal or
Reverse detection). Two relays one for Normal other for Reverse detection are used. One contact
of these relays is used to indicate point status to SM. Other contacts are used for interlocking.

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5. Relays code names & purpose of each relay

Name Code
1 Red / Relay / Reverse R
2 Button / Normal N
3 Signal or Signal lamp G
4 Lamp or Emergency E
5 Indication / Detection K
6 Ex: Indication lamp KE
7 Yellow H
8 Ex: Double yellow HH
9 Green D
10 Ex: Red Lamp RG
11 Checking / Control / Center C
12 Route U
13 Ex: Route Checking Relay UCR
14 Ex: Red Lamp Checking Relay RECR
15 Point W
16 Ex: Point Normal Detection Relay NWKR
17 Repeater / Proving / Pressed P
18 Ex: Repeater Relay of Green Lamp Proving Relay DECPR
19 Track T
20 Ex: Track Relay TR
21 Ex: 2nd Repeated Relay of 15 Track Circuit 15 TP2R / 15 TPR2
22 Ex: Signal Yellow Lamp Control Relay HR
23 Release Y
24 Approach A
25 Stick S
26 Ex: Approach stick relay - Route locking relay ASR
27 Ex: Track left stick relay - sectional route locking relay left movement TLSR
28 Ex: Track right stick relay - sectional route locking relay right movement TRSR
29 Ex: Route release relay UYR
30 Ex: Timer initiation relay JSLR
31 Ex: Timer period completion relay NJPR
32 Ex: Route Initiation relay LR
33 Ex: Overlap OV
34 Ex: Overlap locking relay OVSR
35 Ex: Overlap checking relay OVHR

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Relays’ Names and their purpose

i. Main Signal
Name Code Purpose
1 Signal switch relay RR Switch Reverse
2 Signal button relay GNR Signal Button press relay
3 Signal emergency common button relay EGNR Signal
HR Yellow Lamp Controlling
HHR Second Yellow Lamp Controlling
4 Lamp Control Relay
DR Green Lamp Controlling
UGR/UHR Route Lamp Controlling
RECR Red Lamp status relay
HECR Yellow lamp status relay
5 Lamp status Proving Relay HHECR Second Yellow lamp status relay
DECR Green lamp status relay
UECR Route Lamp is status relay

ii. Calling-on & shunt signals

Name Code Purpose
Calling-on signal
1 Calling-on button relay COGNR Calling-on common Button press relay
2 Calling-on lamp control relay COHR
3 Calling-on lamp proving relay COHECR
Shunt signal
1 Shunt ON Lamp proving relay Sh ON ECR
2 Shunt OFF Lamp proving relay Sh OFF ECR
3 Shunt OFF control relay Sh HR

iii. Point
Name Code Purpose
NCR Switch normal status relay
1 Point Switch Relays
RCR Switch reverse status relay
2 Point button relay – individual WNR Point Button pressed
Point common button relay practice 1
3 WWNR Point common Button pressed
(One common button)
Point common button relays practice 2 NWWNR Point normal common Button pressed
4
(Two common buttons) RWWNR Point reverse common Button pressed
5 Point emergency common button relay EWNR Point emergency common button pressed
6 Point Lock Relay WLR Point is electrically locked
NWR / NWCR Extends power to point machine
7 Point control Relay
RWR / RWCR Extends power to point machine
8 Point detection Relay NWKR Point normal status relay
RWKR Point reverse status relay

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iv. Route
Name Code Purpose
1 Route button relay UNR Route button pressed status relay
2 Route emergencies cancel relay EUUYNR Emergency cancel button pressed
Route super emergency cancel Super emergency cancel button pressed &
3 EUYNR
relay / sub-route cancel relay key inserted
4 Route initiation relay LR To initiate route
5 Route Checking Relay UCR Route checking status relay
6 Route Locking Relay ASR Route Lock status relay
Track left /right stick relay
7 Sectional route lock relays TLSR / TRSR
[Sectional route lock relay]
8 Route Release Relays UYR1, UYR2 Tracks the movement of train
9 Route Release Relay TSSLR
10 Overlap lock relay OVSR To lock Points, LC gates in overlap
11 Overlap checking relay OVHR To check Points, LC gates in overlap

v. Crank handle
Name Code Purpose
1 Crank handle button relay CHNR Crank handle button pressed relay
2 Crank handle switch relay CHRR Crank handle switch reverse relay
3 Crank handle IN CHPR / KLNR Crank handle IN proving relay
4 Crank handle free CHFR Crank handle free indicating relay
5 Crank handle release relay CHYR Crank handle release relay
6 CH Key lock relay CH KLR Crank handle key lock relay

vi. LC Gate
Name Code Purpose
1 LC control button relay LXNR LC control button pressed
2 LC control switch relay LXRR LC control switch reverse
3 LC closed proving relay LXPR LC closed
4 LC free LXFR LC not locked
5 LC gate release relay LXYR LC control released
6 LC Key lock relay LX KLR LC key lock relay

vii. Miscellaneous
Name Code Purpose
Timer initiated to release a function
1 Timer initiated relay JSLR
[gate, CH, route etc.]
Used to release a function
2 Timer period completed relay NJPR
[gate, CH, route etc.]
Common control release button Used as second button for releasing of
3 GSBNR
relay control of slot / gate / crank handle
Common control receive button Used as second button for receiving of
4 GRNR
relay control of slot / gate / crank handle
To provide time delay to release route – to
5 Time element relay JR
clear calling on signal

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Notes on Railway Signaling

6. Classification of relays based on their role in Relay interlocking

i. Man-machine interface of interlocking is called Panel. Yard diagram with track, point, LC gate and
signal indications is provided on the panel.
ii. Switches or buttons are provided for the operation of points and signals. Controls for route cancellation
and LC gate are also provided. The latest model panels have buttons only.

Relay Interlocking - with Panel operation

MMI Interlocking System Controls Signalling Elements

Panel Relays Signal

Clearance

Route
Setting

LC-1

LC Gate
Opening

LC-1

Operation of relays when signal switch is operated

i. When signal operation is done by reversing a switch on the panel, a relay called switch relay operates
in the relay room. [input relay]
ii. It initiates other relays to check safety conditions to be fulfilled before clearing a signal.
[interlocking relay]
iii. An output relay picks up when all conditions are satisfied. [output relay]
iv. By output relay contacts - supply is removed to red lamp and given to green lamp. This results in lamp
monitoring relay status change which is used to indicate on the panel. [input relay]

Types of Relays based on the role played by the relay - example

i. Input relays - from the field brings status of signally elements and panel - NWKR, RWKR, RR, HECR, TPR etc.
ii. Output relays - to the field controls signaling elements - NWR, RWR, HR, DR, / LXYR, CHYR etc.
iii. Interlocking relays - UCR, ASR, UYR, JSLR etc.

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Notes on Railway Signaling

7. Electronic Interlocking [EI] – features

i. In EI, input & output relays are available. Interlocking relays are replaced by software &
hardware.
ii. Input relay contact is wired to the input card of EI – output relay coil is connected to output card.
iii. Interlocking logic is loaded to processor card.
iv. Processor card receives commands from SM VDU - and provides output to output cards if
interlocking logic is satisfied.
v. Output cards of EI drive the output relays by providing supply to their coils.
vi. To ensure safety - Interlocking logic is processed by a set of two processors simultaneously. Unless
both processors provide the same output – it is not forwarded to output card. This is called 2 out of 2
architectures.
vii. To ensure availability - to avoid failure of EI in case of processor failure - two pairs of processors are
used in hot standby mode. Failure of one pair of processors does not cause EI failure.
viii. Different architectures of EI – 2 out of 2, 2 out of 3, 2 out of 2 with hot standby. Most EIs are of 2 out
of 2 with hot stand by architecture.

Electronic Interlocking - with hot standby

VDU 1 EI 1
Controls Signalling
Elements
Interface
Relays
Signal
Clearance

Switch Route
Setting

VDU 2 EI 2
LC-1

LC Gate
Opening

LC-1

Axle
Counter

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Notes on Railway Signaling

EI has 3 types of cards – Input cards that read the potential free contacts of input relays like NWKR,
RWKR, TPR etc. Output cards that drive relays like HR, NWR, LXYR etc. and the Processor cards
where interlocking logic is loaded.

Different makes of EIs on Indian railways

Manufacturer Brand name Architecture
1 Hitachi [Ansaldo] Microlok II
Single processor hot standby
2 SIEMENS Westrace Mark I
3 SIEMENS Westrace Mark II
4 Kyosan K5BMC & K 5D
2 out of 2 hot standby
5 Medha MEI 633
6 Nippon EI32SA / LA

Distributed Electronic Interlocking

In distributed EI
i. Yard is divided into zones – SMs office area is considered as central zone.
ii. Each zone is provided with one EI.
iii. Central zone EI has interlocking logic & man-machine interface of SM VDUs.
iv. All Zone EIs are connected to central zone EI – by two pairs of dark fibers – for interchanging control
and status data of signaling elements. This reduces usage of copper cable – which increases
reliability of signaling system.

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Notes on Railway Signaling

Schematic diagrams of distributed EI

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Notes on Railway Signaling

8. Operation & usage of relays - sequence of operation of relays - flow charts for
different practices
RR (One for each Signal) – for switch operation system
i. Normally down
ii. Up when Signal knob is reversed – used for route checking initiation.
iii. Down when signal knob is normalized.
iv. It initiates signal operation when switch reversed.
UCR (one – for all the routes of a signal ex: home, one for all signals to same destination ex: starters)
i. Normally down
ii. Up when signal operation is initiated (RR UP) and all points are detected (NWKR/RWKR UP) and conflicting signals
are not cleared (their ASRs Up) – initiates route locking and proved in signal control.
iii. Down when signal knob is normalized.
iv. Its purpose is route checking.
ASR (one – for all the routes of a signal ex: home, one for all signals to same destination ex: starters)
i. Normally Up
ii. Down when route is checked i.e. UCR UP
iii. Up after arrival of train – or route cancellation.
iv. Its purpose is to lock and hold the route – used in signal control.
HR [One for each signal] and UGR [One for each route]
i. Normally Down
ii. Picks up when all conditions for clearing signal are satisfied [UCR up, ASR down and all Tracks UP]
iii. Drops after normalization of signal switch or when train occupies first controlling track.
iv. Its purpose is to extend supply to the signal yellow lamp.
UYR1, UYR2, … (one set – for all the routes of the signal)
i. Normally down
ii. Up when train passes the signal – used for ASR to pickup
iii. Down when ASR is up.
iv. Its purpose is to detect the correct passage of the train in the route.
GNR (One for each Signal) – for button operation system
i. Normally down
ii. Up when signal button pressed.
iii. Down when signal button released.
iv. It initiates signal operation when button pressed along with route button.
EGNR (One for each station) – for button operation system
i. Normally down
ii. Up when signal emergency operation button pressed.
iii. Down when signal emergency operation button released.
iv. Its purpose is to put back the signal to danger.
UNR (One for each destination track) – for button operation system
i. Normally down
ii. Up when route button pressed – initiates route operation.
iii. Down when route button released.
iv. Its purpose is to indicate the route selected.
WNR (One for each point) – for button operation system
i. Normally down
ii. Up when point button pressed – initiates point operation.
iii. Down when point button released.
iv. To initiate point operation – corresponding common point button also to be pressed.
NWWNR (One for each station) – for button operation system
i. Normally down
ii. Up when point common normal operation button pressed.
iii. Down when point common normal operation button released.
iv. To initiate point operation to Normal.
RWWNR (One for each station) – for button operation system
i. Normally down
ii. Up when point common reverse operation button pressed.
iii. Down when point common reverse operation button released.
iv. To initiate point operation to Reverse.

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Notes on Railway Signaling

A. Non route setting – Switch type panels

Signaling element Operation by Relays
1 Point 2 position switch NCR, RCR
2 Signal 2 position switch RR
3 Route cancellation Button CAR

Signal clearance – Sequence of relays operation

i. A relay picked up for clearing signal shall drop after train movement is completed.
ii. A relay dropped for clearing signal shall pick up after train movement is completed.
Sequence of operation stages: i. Signal switch reversed by SM ii. Route checking iii. Route locking
iv. Signal status control v. Signal changes status
Refer page 50 for signal plan

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Point operation – Sequence of relays operation – switch operation

i. Point operation relays provided in relay room - NCR / RCR, WLR.

ii. Point operation relays provided at point location - NWR / RWR, N/R, WJR, WCR.
iii. Point detection relays provided at point location - WNKR / WRKR.
iv. Point detection relays in relay room - detection relays - NWKR / RWKR.
v. Detection repeater relays - NWKPR / RWKPR. Detection stick relays - NWSR / RWSR

B. Route setting type – Switch operated panels

Signaling element Operation by Relays
1 Point 3 position switch – N, C, R NR, CR, RR
2 Signal 2 Position switch RR
3 Route Button UNR
4 Route cancellation With signal switch normal operation

Sequence of operation stages

i. Route initiation v. Route locking
ii. Route setting vi. Signal status control
iii. Route checking vii. Signal changes status
iv. Signal switch reversed and route button pressed by SM

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Notes on Railway Signaling

Signal operation Point operation – by route and individual

C. Route setting type – Button operated panels

Signaling element Operation by Relays
1 Point 3 buttons – WN, NWWN, RWWN WNR, NWWNR, RWWNR
2 Signal 2 buttons – GN, EGGN GNR, EGNR
3 Route Button - UN UNR
2 Buttons & one KEY
4 Route cancellation Emergency route cancel – EUUYN & KEY EUYNR, EUUYNR
Super emergency route cancel - EUYN

i. Button relay picks up when button is pressed and drops when button is released.
ii. After route initiation relay picked up – signal and route buttons can be released
Sequence of operation stages
i. Signal and route buttons pressed at a time by SM v. Route locking
ii. Route initiation vi. Signal status control
iii. Route setting vii. Signal changes status
iv. Route checking

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Home signal operation to loop line – Sequence of relays operation Refer page 51 for signal plan

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Signal cancellation is putting back the signal to danger

Route cancellation is releasing a locked route

D. Electronic Interlocking – Route setting – with Button operation logic

i. Operation is initiated from SM VDU. VDU bits are sent to EI to initiate operations.
ii. If application logic permits – signal / point control bits status changes to 1. (Ex: For signal HR,
HHR, DR, UGR, for point: NWR, RWR, WR)
iii. When output bit changes to 1 – output relay is picked up.
iv. Signal changes aspect or point changes status – when output relay applies power to signal lamp or
point machine. Status change of point / signal is known from status change of relays – for signal HECR,
DECR, etc. for point NWKR / RWKR
v. Status relay of signal or point is given as input to EI. Status bits of signal and point changes in EI.
They change indications in SMVDU.
vi. After point detection bit changes from 0 to 1 – Point control bit changes from 1 to 0. Point control
relays change from UP to DN.
vii. Generally, VDU operation equivalent button bits remain up for about 3 sec. to initiate action by EI.

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Types of EI & VDU bits

EI & VDU interface

Three types of relays are used for point

operation.
1. Neutral relays – output relays of EI.
2. Latch relays – operated by output relay of
EI. Keeps the status of previous operation.
3. Contactor relays [QBCA1] – operated by
both output relays & latch relays. Extends
power to point machine.

Point operation – EI – flow chart

Bit sequence Up Down
1 GNR up
When command given For about 3 sec / until LR is up
2 UNR up
After train occupying first control track or after
3 LR up When route is free
signal cancellation
4 NR up As per route requirement After LR is down
5 WWR up If point is not in normal After NWKR up
6 NWWNR up When point normal operation command is For about 3 sec
7 WNR up given For about 3 sec
8 NCR up If point is free When RCR is up – in next operation
9 WLR up [proved] When point is free When point is locked
10 NWCR up When NCR up and WLR up and NWKR dn When NWKR is up
Relays sequence
11 NWCR up NWCR bit up NWCR bit dn
12 W[N]R up NWCR relay up RWCR relay up
13 NWCZR up, WCZR up NWCR & W[N/R]R are up When point detected normal
14 RWKR dn When point detected reverse & W[R]R up When point reverse detection failed & W[N]R up
15 NWKR up When point detected normal & W[N]R up When point normal detection failed & W[R]R up
16 NWCZR dn, WCZR dn
Bits sequence
17 NWKR up NWKR relay up NWKR relay dn
18 NWCR dn, WCR dn When NCR up and WLR up and NWKR dn When NWKR is up
Relays sequence
19 NWCR dn, WCR dn NWCR bit up, WCR bit up NWCR bit dn, WCR bit up

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EI Bits – purpose & linking bits with point, signal, route, etc.

Bit Bit type Purpose For which function Numbered

[Link] berthing
line number
One for each route. More if overlaps [Link] signal
1 UNR Input Route button
are more for same route number
[Link] Track circuit
name

2 GNR Input Signal button One for each signal Signal number

3 WNR Input Point button One for each point Point number
Signal & route
4 LR Internal Route initiation One for each route
numbers
One for each route – S1 AUCR, S1
A1UCR, S1 BUCR, Final UCR bit
is combination of all routes bits –
5 UCR Internal Route checking consider only final UCR bit for logic Signal number
or
One for all routes of a signal - S1
UCR

[Link] for all routes of a signal

6 ASR Internal Route locking [Link] for all signals for same Signal number
destination [See UYRs]

7 TSR Internal One signal one train One for a signal Signal number

[Link] set of relays for all routes of

2 to 5 relays – a signal [EX: Home, Starter at Jn]
8 UYRs Internal depends on track 2. one set of relays for signals to Signal number
circuits of route same destination [EX: Starters at
non-junction stations]

9 HR Output Yellow lamp control One for each lamp Signal number

10 DR Output Green lamp control One for each lamp Signal number

11 UGR Output Route lamp control One for each route lamps Signal number
Point control to N/R
12 NR / RR Internal One for point Point number
initiation
13 NCR / RCR Internal Point control to N/R One for point Point number

14 WLR Internal Point lock relay One for point Point number
Point control to N/R
15 NWCR / RWCR Output One for point Point number
output
Point control to N/R
16 WCR Output One for point Point number
common output
Starting of time Signal, Crank
17 JSLR Internal One for a group of functions
delay Handle, Overlap
Proves ending of Signal, Crank
18 NJPR Internal One for each JSLR
time delay Handle, Overlap
Emergency route
19 EUUYNR Internal cancellation One per station
command
RECR, HECR,
20 Input Lamp proving One per lamp Signal number
DECR, UECR

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i. Relays at relay room – WNR, WRR [not shown above], NWKR, RWKR.
ii. Relays at point location shown above – WNPR, NWR, NWPR, N/R, XR, AWCR, BWCR.
iii. Relays at point location NOT shown above – WRPR, RWR, RWPR.
iv. Point detection is always available after 6 sec after operation i.e., after N/R dn.

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Sequence of operation of Bits & Relays – when point is operated from N to R

N to R Operation 8 RWCZR dn 4 NWZR up, RDKR dn

1 RWCR & WCZR bits up 9 RWCR & WCZR bits dn 5 NWCZR up
2 RWCR & WCZR relays up 10 RWCR & WCZR relays dn 6 Point machines operate
3 WCZR1 up, NWZR dn 7 NDKR up
4 RWZR up, NDKR dn R to N Operation 8 NWCZR dn
5 RWCZR up 1 NWCR & WCZR bits up 9 NWCR & WCZR bits dn
6 Point machines operate 2 NWCR & WCZR relays up 10 NWCR & WCZR relays dn
7 RDKR up 3 WCZR1 up, RWZR dn

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Observe:
i. Sequence of operation depends on type of turns out RH or LH
ii. For RH turnout for normal operation B end is operated first and supply to A end point machine is
extended through B end point machine normal detection contact B ND.
iii. Output relay NWR operates latch relay (N)WR.
iv. (N)WR is given as input to EI. Then output relay NWCR (QBCA1) operates.

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CHAPTER 5
1. Some safety features of signaling.
2. Route cancellation – types
3. LC Gates
4. Intermediate block signals

1. Some safety features of signaling

i. One signal one train
a) signal is cleared by operating a switch or two buttons from panel. When train passes the signal,
it goes back to red automatically.
b) After the train clearing the route, signal shall not be cleared by itself if the switch is not
normalised. For clearing the signal for the next train switch must be normalised and then reversed
again.
c) This is achieved through TSR in switch type panels and LR in button type panels.
d) TSR & LR drop when train occupies first track circuit after the signal.
ii. Cascading of signal aspects
a) when a signal is displaying green if the green lamp fuses the signal becomes blank. A driver
may miss a blank signal during night which is not desirable.
b) To avoid it - when green lamp fuses - automatically next restrictive aspect of signal i.e. yellow
lamp is lit. If yellow lamp also fuses, red lamp is lit.
c) The cascade path of signal supply is shown in red in the circuit

Conditions for lighting of signal lamps – 3 aspect signal with cascading feature
Lamp to be lit HR DR HECR DECR
1 Green Up Up
2 Yellow Up Dn
Up Up Dn
3 Red lamp Dn Dn
Dn Dn

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4 Aspect auto signal lamp control & lamp proving relays operation.
Two practices are followed on IR for lighting the signal lamps for 4 aspect signal. In one practice HHR up
is proved along with DR up for lighting green lamp

Relays required for green lamp control Relays required for 2nd yellow lamp control
Practice 1 HR up, HHR up, DR up.
HR up, HHR up, DR dn.
Practice 2 HR up, HHR dn, DR up.

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Practice 1 – Relay status – signal lamps NOT fused – cascading not in action.
Lamp lit Control relays Lamp proving relays
1 Red lamp lit HR dn RECR up
2 Yellow lamp lit HR up HECR up
3 2nd yellow lamp lit HR up, HHR up, DR dn HHECR up, HECR up
4 Green lamp lit HR up, HHR up, DR up DECR up

Practice 1 – Relay status – signal lamp fused – cascading in action.

Lamp lit Control relays Lamp proving relays
1 Red lamp fused HR dn RECR dn – it remains dn – signal blank
2 Yellow lamp fused HR up HECR dn, RECR up – signal red lamp lit
3 2 yellow lamp fused
nd
HR up, HHR up, DR dn HHECR dn, HECR up – signal one yellow lit
DECR dn, HHECR up,
4 Green lamp fused HR up, HHR up, DR up
HECR up – two yellow lamps lit

Practice 2 – Relay status – signal lamps NOT fused – cascading not in action
Lamp lit Control relays Lamp proving relays
1 Red lamp lit HR dn RECR dn
2 Yellow lamp lit HR up HECR up
3 2nd yellow lamp lit HR up, HHR up, DR dn HHECR up
4 Green lamp lit HR up, HHR dn, DR up DECR up

Practice 2 – Relay status – signal lamp fused – cascading in action.

Lamp lit Cause Effect
1 Red lamp fused HR dn RECR dn – it remains dn – signal blank
2 Yellow lamp fused HR up HECR dn, RECR up – signal red lamp lit
3 2nd yellow lamp fused HR up, HHR up, DR dn HHECR dn, HECR up – signal one yellow lit
DECR dn, HHECR up,
4 Green lamp fused HR up, HHR dn, DR up
HECR up – two yellow lamps lit

iii. Red lamp protection:

a) when red lamp of a signal fuses, it becomes blank. A driver may miss a blank signal during night
which leads to accident.
b) To avoid it, the signal in rear of the blank signal is immediately changes to red to ensure that the
driver stops one signal behind blank signal.
c) If the red lamp is fused after train passing the rear signal – this protection fails.

iv. Overlap release:

a) Overlap is provided to prevent accident in case driver overshoots a signal.
b) Overlap is required to be locked until the train has come to stop.
c) Since it is not possible to detect train stopping – overlap is released after a time delay of 30 / 60
seconds after the route is released [i.e., after train passing the last point in the route].
d) In some practice - overlap points are locked separately by OVSR relay [like ASR for points in the route]

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v. Sectional route release:

a) When route is lengthy, it takes more time to release the route as train takes more time to travel
the entire route. This stops the other conflicting movements.
b) To improve flexibility of movements – the route is divided into parts – called route sections. As
soon as the train clears a route section – it is released – facilitating other movements.
c) In sectional route release – each route section has separate route locking and release relays.
d) While first route section of the route is locked by ASR, subsequent route sections are locked by
TLSR or TRSR relays.

vi. Emergency operation of Point when point track fails:

a) Point is locked when point track circuit fails.
b) To facilitate SM operation without S&T officials’ cooperation – separate buttons are provided.
c) Each operation is counted by a counter.

vii. Interlocking between starter and advanced starter:

a) On single line normally this interlocking is provided.
b) The starter can be cleared only after clearing the advanced starter.

viii. Approach clearance of loop line starter:

a) To ensure that the driver has kept his train under control some railways [NR,NCR] allow starter
signal clearance only after train occupying berthing track of loop line while passing through on loop
line.

[Link] handle interlocking:

a) When the crank handle is taken out no signal can be cleared over the point. If a signal is taken off
over the point, crank handle cannot be taken out.
b) CHPR/CHLR – is up when Crank Handle is IN.
c) CHFR – is UP when Crank Handle is not locked – down when it is locked.

2. Route cancellation – types

Route cancellation – Route is cancelled [unlocked] in two cases – when the movement plan is changed
after signal is cleared and route is not released by the movement of the train. In the first case signal has
to be normalized first – then route must be cancelled.

i. Emergency route cancellation (when approach locking is not effective) – route gets cancelled
(unlocked) as soon as signal cancellation is done when train is not on the approach track.

ii. Emergency route cancellation (with approach locking or dead approach locking) – route gets
cancelled i.e., unlocked after 2 minutes after route cancellation is done. This is applied when train
is on the approach track or when there is no approach track for the signal. Every such cancellation
is counted by a counter on the panel.

iii. Super emergency route cancellation (Sub-route cancellation or when track circuit fails) –
done by operating cancellation button when track circuit fails after clearing the signal or after train
clearing the route. It also requires insertion of a key by the signal technician on the panel. Every such
cancellation is counted by a counter on the panel.

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3. Level Crossing Gates

At level crossing gates road user must be protected by manning and interlocking the gates. All gates on
Indian railways are manned. Most of the LC gates are interlocked.
i. LC gate classification – based on traffic.
ii. Type of LC gates – based on manning.
iii. Type of LC gates – based on operation.
iv. Type of LC gates – based on Location.
v. Interlocking of LC gates in station section.
vi. Interlocking of LC gates in block section.
vii. Interlocking of LC gates in Auto section.
viii. LC gates control transfer.
a). Electro – mechanical b). Electrical
1. LC gates classification – based on traffic.
i. LC gate is classified based on the number of road vehicles passing the gate and number of trains.
ii. Different weightages [units] are given to road vehicles based on type [2 wheelers, 4 wheelers etc.].
iii. The number of trains multiplied by road units gives TVUs [Train Vehicle Units] of a gate.
iv. TVUs are the basis for classification of gates.

Class of gate TVUs To be Interlocked

1 Special class More than 50,000 Yes
2 A Class More than 30,000 to 50,000 Yes
3 B1 Class More than 25,000 to 30,000 Yes
4 B2 Class More than 20,000 to 25,000 Yes
C Class – category 1 More than 3,000 to 20,000
5 Yes – in suburban & auto signaling territory
C Class – category 2 More than 2,500 to 3,000

2. Type of LC gates – based on manning

i. Un manned (no unmanned gate in IR)
ii. Manned- non-interlocked
iii. Manned-interlocked
3. Type of LC gates – based on operation
i. Mechanical Lifting Barrier – MLB
ii. Electrical Lifting Barrier – ELB
iii. Sliding Boom Barrier [SBB] Provided along with MLB / ELB – used when MLB / ELB fail.
4. Type of LC gates – based on Location
i. Station section – between outer most stop signals of station (LC2 in the diagram).
ii. Block section – beyond outer most stop signals of station (LC1 in the diagram).

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5. Interlocking of LC gates in station section

Gate Location Gate interlocking signals Change in station signals

Between starter and
1 Starter and Home No change
advanced starter
Between advanced starter
2 Advanced starter and Home Home shifted to 180m from gate.
and Home
Option1: By shifting home.
Option2: By shifting Home and
Between Home and In both cases - Home shifted to
3 providing separate routing Home.
Distant 180m from gate.
In both options: Interlocked with
home and advanced starter.
Distant shifting to 180m and converted to
4 aspect signal – station distant cum gate
signal. A separate gate distant is provided.
Distant signal and separate gate
4 Near Distant signal Other direction – separate gate signal
signal.
provided at 180 m from gate.
Advanced starter is converted to 3 aspect
signal – advanced starter cum gate distant.

6. Interlocking of LC gates in block section

Some railways provide dead approach locking for gate signals. i.e., When gate signal is cancelled
before train movement, it requires cancellation which takes about 2 minutes to open gate. When train
passes LC gate, gate is released after sequential occupation and vacation of two track circuits 1T & 2T.

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7. Interlocking of LC gates in Auto section

LC gates on AUTO signaling area are interlocked with the nearest auto signal. Auto signal is located
at 180 m from gate wherever feasible. Auto signal protecting the gate is converted as semi-auto signal
by providing ‘A’ lamp and G board. LC gates are provided with approach warning & approach locking.

i. Audio-visual approach warning is provided at gate – to gateman – to close the gate when a train is
approaching the gate. Separate warning is provided for UP & DN trains.
ii. Gateman closes the gate after receiving the alarm. Gate signal changes to OFF aspect.
iii. When the train occupies track section at about 2 or 43km from gate – gate is locked.
iv. When the train clears the track section of the gate – gate lock is released. At the time of gate lock
release – there shall not be any train on approach locking tracks on both UP & DN directions. If there
are multiple lines – no train shall be there on all the lines.

EI interface relays for LC gate in Auto location

Inputs & Outputs for EI for – LX

LX Inputs

1 LX NPR LX closed proving relay

2 LX Key IN PR LX emergency key IN proving relay

LX Sliding Barrier Boom closed
3 LX SBB NPR
proving relay
LX Outputs

1 LX UP YR LX UP lock release relay

2 LX UP ATR LX UP approach warning Track relay

3 LX DN YR LX DN lock release relay

4 LX DN ATR LX DN approach warning Track relay

5 LX EKYR LX Emergency key release relay

8. Interlocking of LC gates in Auto section

LC gates control transfer between gate and station.
a) Electro – mechanical
b) Electrical
i. All gates with MLB and some gates with ELB are provided with electromechanical key lock
arrangement to transfer gate status to station and to get the control back to gate to open it.
ii. All SBB gates are provided with electromechanical key lock arrangement.
iii. Some practices are given below.

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Activities of closing the gate

1 Gate closed by operating winch. Key 1 taken out from winch
2 Key 1 inserted in boom lock lever and boom lock lever operated
3 Key 2 taken out from boom lock lever and inserted in EKT
4 LXR picks up at gate
7 LXCR picks up at Relay room. LXCR is used in signal clearance

Activities for opening the gate

1 After passage of train LXFR picks up
2 SM operates control transfer switch – LXRR picks up
3 LXYR picks up at relay room and LXYPR picks up at gate location.
4 LXYPR powers the EKT coil – and releases key 2 from EKT
6 Key 2 is inserted in Boom lock lever – Boom lock lever operated
7 Boom lock released – and key 1 taken out
8 Key1 inserted in the winch to open gate

ELB – control panel

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ELB – Electrical Lifting Barrier:

i. ELB is operated from gate control panel provided in gate lodge. Control panel has buttons, switches,
and LED indications. Each boom is operated by one motor working on 110V DC or 110V AC.
ii. After boom resets on the post – boom is locked automatically or by operation of switch on gate panel.
iii. After both booms are locked – gate close relay picks up.
iv. Gate opening can be done only after gate release relay pickup.

SBB - Sliding Boom Barrier:

i. SBB is provided as second barrier where already ELB or MLB is provided. SBB is used as stand by
gate barriers to avoid train delays at the gate when ELB or MLB fail.
ii. SBB is normally in open condition. When ELB / MLB fails to close – SBB is closed manually by SM
by pushing the barrier across the road.
iii. SBB is used as stand by gate barriers to avoid train delays at the gate when ELB or MLB fails

Typical gate with ELB & SBB: SBB Closing & Opening
i. Keys X & Y are released from each side
sliding boom barrier – after closing the barriers.
ii. After insertion of keys X & Y in E type lock
arrangement – key Z is released.
iii. Releasing of key Z – locks keys X&Y.
iv. Key Z is inserted in KLCR – Key Lock Control
Relay. It picks up gate closed status relay for
usage in interlocking.
v. Key Z gets locked in KLCR – until permission
to open the gate is sent by SM or generated
by locking system in auto signaling section -
after completion of train movement.
vi. KLCR gets supply with LXYR UP to release
key Z to open SBB.

4. Intermediate Block Signals (see diagrams in next page)

i. IBS is a signaling arrangement made to increase line capacity by splitting the absolute block section
into two equal sections – rear section & advance section.
ii. Rear section entry is controlled by advanced starter. Advance section [or IB section] entry is
controlled by Intermediate Block signal [or IB signal] operated by the SM operating advanced
starter.
iii. Both sections vacancy is detected by Axle counter. Block instrument’s Line clear is proved in IBS.
iv. Rear section axle counter proves vacancy of section from advanced starter to - 400 meters beyond
IB signal.
v. Initially two SSDACs, one for each section, were provided to prove the section vacancy. Present
practice is to provide two HA SSDACs [two SSDACs in parallel] for each section.
vi. MSDACs with redundant detection are also provided – instead of HA SSDAC.
vii. IBS is provided both for single line and double line.
viii. When IB signal fails – driver has to talk to SM of rear station from the phone provided on the IB signal
post – to get permission to pass the signal at danger.
ix. In case of IB signal post phone failure – driver has to reach next station home at a restricted
speed – ready to stop in case he finds a train ahead in the same section.
x. In case a train passes the IB signal at danger – unless reset operation is done by both end SMs it
cannot be operated for the next train.

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xi. The following information – in the form of relays must be exchanged between station in rear and IB
location.
a) From rear station to IB location
1. IB signal control relay
2. Reset relay of advance section axle counter

b) From IB location to rear station

1. Status of advance section axle counter relays
2. Status of IB signal and its distant signals

c) Between the two stations

1. Reset for UP IB signal passing at danger.
2. Reset for DN IB signal passing at danger.

xii. Three practices are followed to transfer the data.

a) Copper cable (old practice)
b) UFSBI MUX (with OFC dark fiber medium)
c) EI as IO gatherer (with OFC dark fiber medium)

xiii. If advanced starter or IB signal fail – both sections together are treated as single block section.

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CHAPTER 6
Automatic Signaling
1. Features of auto signaling system.
2. Protection of gate by semi-auto signals at station limits and in block section.
3. Changes to station signaling in auto signaling section.
4. Train detection systems for auto signaling.
5. Auto signals on single line [Bidirectional lines].
6. Modified Auto Block Signaling MABS.
7. Implementation of Auto signaling – by distributed EI system.
8. Four aspect auto signal lamps lit & unlit conditions.

1. Features of auto signaling system

i. Line capacity is increased by automatic signaling.
ii. In automatic signaling signal aspects change based on train movement – if there is no train all
signals display proceed [green] aspect.
iii. Block section [advanced starter to next station home] is divided into sections of about 1Km.
Where mid–section LC gate are there auto section length may be less than 1Km in such cases the
signal aspect repeated by its rear signal.
iv. An auto signal is provided at the entry of each section. Auto signal has 4 aspects – Red, Yellow,
Double yellow & Green.
v. No distant signal is provided for stations – as each signal aspect depends on next signal ahead.
vi. Train detection by Axle Counter is provided for all sections.
vii. Auto signal aspects change based on train movement – automatically, without manual operation.
viii. Auto signal aspects control (assumed each auto section is not less than 1Km)
a). An auto signal displays yellow if the track section ahead i.e. up to next auto signal and 120m
beyond it is clear.
b). Auto signal changes from yellow to double yellow when next auto signal changes to yellow –
i.e., two auto sections are clear.
c). Auto signal changes from double yellow to green when next auto signal changes to double
yellow – i.e., three auto sections are clear.
d). If the auto section is of less than 1 Km - the aspect of the signal. Controlling the section is re
peated to its rear signal

Absolute block section – double line

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Automatic block section – double line

Auto signaling - changing of signal aspects as the train moves

(observe the first signal behind the train is always red – to protect the train from a following train)

2. Protection of gate by semi-auto signals at station limits and in block section

i. Gates are protected by shifting the nearest auto signal to 180 m before the gate.
ii. Auto signal protecting gate is converted as semi-automatic signal.
iii. Semi auto signal has an additional lamp – displaying letter ‘A’ (white colour)
iv. The semi-auto signal protecting gate remains red until gate is closed. Letter ‘A’ is lit – when gate is
closed and Yellow or double yellow or green lamps are lit based on section and signals ahead status.
v. Approach warning is given to gate man when approaching train is at about 4 Km.
vi. If the gate is closed – when a train reaches about 2 Km from gate – gate is locked. gate man cannot
open in the gate until train pass the gate.
vii. A board with letter G is fixed to signal post ‘G’ board permits the driver to pass the signal at danger
in case of signal / gate failure.

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Approach warning & approach locking of gate in auto section

LC gate interface relays of EI in auto section

Inputs & outputs for EI for – LX, CH & AX LVB

LX Inputs
1 LX NPR LX closed proving relay
2 LX Key IN PR LX emergency key IN proving relay
3 LX SBB NPR LX Sliding Barrier Boom closed proving relay
LX Outputs
1 LX UP YR LX UP lock release relay
2 LX UP ATR LX UP approach warning Track relay
3 LX DN YR LX DN lock release relay
4 LX DN ATR LX DN approach warning Track relay
5 LX EKYR LX Emergency key release relay
CH input
1 CH NPR CH Normal Proving Relay [CH is IN]
CH output
1 CH YR CH release relay
AX Line Verification input to EI
1 AX LVAR Line Verification acceptance Relay

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3. Changes to station signaling – in auto signaling territory

i. All signals on mainline [Distant, Home, Mainline starter, Advanced starter] are converted as 4 aspect
signals. Distant signal is converted as auto signal.
ii. Home, Mainline starter & Advanced starter are converted as semi-auto signals – with ‘A’ lamp.
iii. If home and mainline starters are protecting a gate in station section – one more lamp ‘AG’ is provided
apart from ‘A’ lamp.
iv. Home, Mainline starter & Advanced starter can be converted to auto or manual modes based on
requirement – by SM.
v. Home, mainline starter, and advanced starter are converted to manual mode – when a train has to
be received on loop lines or when the train has to be stopped on mainline.

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Auto & Semi-auto Signals Conditions for permitted movement authority

Auto signal in
1 A Board – permits driver to Pass the signal at danger.
block section – A Board
Semi auto signal
A lamp lit – permits driver to A lamp not lit – manual mode – driver shall not pass signal at
2 in station – protecting
Pass the signal at danger danger.
points – A lamp
Semi auto signal in block A lamp lit – permits driver to
A lamp not lit – G board permits driver to pass signal at
3 section – protecting Pass the signal at danger –
danger. Driver to observe the gate for closure while passing it.
gate – A lamp & G board gate is closed.

A lamp not lit & AG lamp lit – A & AG lamps not lit –
A lamp lit & AG lamp not lit –
Semi auto signal – route locked & gate open. route not locked. Signal in
gate closed & route locked.
4 station – protecting gate & manual mode.
Driver can pass signal at danger
points – A & AG lamps Driver can pass signal at
Driver to observe gate for closure Driver cannot pass signal
danger
while passing it. at danger.

4. Train detection systems for auto signaling

Auto signaling is implemented with MSDAC train detection system
i. Track starting from an auto signal and ending at 180 m after next auto signal – forms an auto section.
ii. Each auto section is provided with two wheel sensors one at each end (A1, A2 - B1, B2 - C1, C2 -D1, D2).
iii. Two auto sections are provided with additional pair of wheel sensors – forming supervisory axle
counter section (AB1, AB2 - BC1, BC2 - CD1, CD2).
iv. When any one or both main axle counter fail – supervisory axle counter clear status is used to
reset the axle counter – automatically without manual reset.
v. Similarly, when supervisory axle counter fails – automatics reset is applied to supervisory axle
counter if both main sections’ axle counters show clear.
vi. When auto reset fails – Manual reset is done by train sending end SM with the cooperation of train
receiving end SM. For this all auto sections between stations shall be kept vacant.
vii. When reset is successful - axle counter changes to preparatory mode. After next train occupation and
clearance axle counter shows track clear- everything [hardware, power supply, communication etc] is OK.
viii. A second practice – each auto section provided with one redundant axle counter is also followed.

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5. Auto signals on single line [Bidirectional lines]

i. Automatic signaling can be provided on block sections with bidirectional traffic.

ii. It is generally implemented when more than one line is there between two stations.

iii. Control of the change of direction of traffic between two stationsis given to one of the SMs.
Direction of traffic can be changed only when there is no train between the two stations.

iv. Auto signals on the permitted direction of traffic only can display yellow, double yellow and green
lamps. All opposite direction signals display red lamps - even when the section ahead is clear.

v. The diagram below shows a block section with 3 lines. Middle line is provided with bidirectional signals
while top & bottom lines are provided with unidirectional signals.

vi. For the middle line – right to left direction of traffic is established. Hence, all signals from left to right
are showing red.

6. Modified Auto Block Signaling – MABS

Purpose of MABS
i. Due to poor visibility in foggy weather – drivers reduce the speed of the trains. This results in
bunching of trains between two stations. Driver finds more auto signals in red. Driver passing a signal
at danger is likely to find a train ahead. Unless the driver is alert, it leads to collision of trains.

ii. To prevent this, SM at the train sending station converts the auto block signaling system between
the two stations as modified auto block signaling system. Where MABS facility is provided one of the
middle signals [up direction A5 & dn direction A8 in the figure below] are made semi-auto signals.

iii. SM can change them to manual signals by a command in his VDU. On changing to manual mode
this signal gets cleared on its own when the last train passed it has passed home signal and its
overlap. At the same time advanced starter also gets converted to manual signal [by the same
command] and its aspect is changed to off only after the last train passed the semi-auto signal in the
middle of the block section. It means, the number of trains in the block section is reduced to two –
reducing the possibility of collision.

iv. Other auto signals in the block section changes their aspects based on the train ahead and the
aspect of the next signal.

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Change from ABS to MABS

i. When SM observes the weather is foggy by looking at visibility object on the platform - train sending station
SM converts block working from ABS to MABS – for the block line pertaining to train sending.
ii. He sends a request of conversion to MABS through his VDU to train receiving SM.
iii. Train receiving SM accepts it in his VDU – then, three signals – advanced starter at train sending station,
midsection semi-auto signal & home signal at train receiving station are converted to MANUAL MODE by
unlit of A lamps.
iv. All three signals display red lamp. Remaining signals changes their aspects based on the trains in the
section and the aspects of the three signals.
v. Advanced starter changes to green only when the track is clear beyond adequate distance from
mid-section semi-automatic signal.
vi. Mid-section semi-automatic signal changes to green only when track is clear for adequate distance beyond
home signal.

Change from MABS to ABS

i. Train sending station SM converts bock working from MABS to ABS – for the block line pertaining to train
sending – when he observes that the weather is clear by looking at visibility object on the platform.
ii. Train sending station SM sends a request of conversion to ABS through his VDU to train receiving SM.
iii. Train receiving SM accepts it – then, 3 signals – advanced starter at train sending station, midsection
semi-auto signal & home signal at train receiving station are converted to AUTO MODE by lighting of
A lamps.
iv. All signals display aspects suitable to auto signals – based on occupancy of section ahead and
aspects of signals ahead.

7. Implementation of Auto signaling – by distributed EI system

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i. Electronic Interlocking provided at station is used to implement the interlocking logic of auto signals.

ii. Auto signals are lit from power supply located in an Auto Location Hut [ALH] in the block signal.
Each ALH can control auto signals up to 2.5 KM on either side of ALH.

iii. Another EI in the ALH – connected to station EI by OFC drives lamp control relays and reads the
status of lamp proving relays.

iv. Train detection done by MSDAC also is provided in ALH. EI in ALH reads the status of track sections
from MSDAC and drives the reset relays of MSDAC.

A Station in EDFC with distributed EI

i. Station is divided into 3 areas with controlling equipment at – central SER and RHs on either side.
ii. EI provided at SER has interlocking logic and connected to SM PCs.
iii. EIs in gumties work as IO gatherers – they drive relay with output cards and read input relay contacts
with input cards.
iv. All three EIs are networked with dark fibers in redundant paths.

Features
i. Interlocking logic for station and half the signals and LC gates on both sides block section is |
processed by EI provided at SER – Station Equipment Room

ii. If the station is big – distributed EI scheme is followed to control signals, points, MSDAC, and LC
gates – on both ends of the station – from RH [Relay Huts]

iii. To control signals, MSDAC, and LC gates in block section – one EI is provided for signals of 2.5
Km on either side of an equipment room called ALH. It is IO gatherer.

iv. EI in SER & IO gatherer EIs in both sides RHs and ALHs - are connected by OFC laid in redundant
paths.

v. Copper cable is laid between EIs and signals, points, MSDACs, and LC gates.

vi. Separate IPSs are provided in each SER, RH, and ALH.

vii. Data loggers are provided in each SER, RH, LC gate, and ALH

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Lighting of auto signals from ALH

8. Four aspect auto signal lamps lit & unlit conditions

Lamp Lit Unlit

1. DR up & DECR up – higher lamp lit
1 Yellow 1. HR up & DECR dn 2. HR dn – train passed signal
3. HR up, DECR dn & HECR dn – lamp fused
1. DR up & DECR up - higher lamp lit
1. HR up
2 Second Yellow 2. HHR up & HHECR dn – lamp fused
2. HHR up & DECR dn
3. HHR dn – train passed signal
1. HR up
1. DR dn – train passed signal
3 Green 2. HHR up
2. DR up & DECR dn – lamp fused
3. DR up
1. HR down 1. HR up – higher lamp lit
4 Red lamp
2. HR up, DECR dn & HECR dn 2. HR dn – RECR dn – lamp fused

Cascading of signal lamp

When higher permissive lamp fuses; lower permissive lamp is automatically lit.
i. When yellow lamp fuses – red lamp is lit – sequence of relay operation.
a) HECR down b) RECR up
ii. When green lamp fuses – two yellow lamps are lit – sequence of relay operation.
a) DECR down b) HHECR up c) HECR up
iii. When second yellow lamp fuses – first yellow lamp which is lit – remains lit.
a) HHECR down

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CHAPTER 7
Signaling system maintenance
1. Signaling system maintenance practices and data logger
2. Signaling elements typical failure states
3. Typical logics for signal failure alarms
4. Signal fault alarms RDSO Recommended 2011 and others [IPS, SSDAC, MSDAC, ELD, UFSBI etc.]

1. Signaling system maintenance practices and data logger

i. IR follows periodical preventive maintenance and corrective maintenance practices.
a) Corrective maintenance means – attending to equipment failure after occurrence of the failure.
b) Periodical preventive maintenance is done as prescribed in Signal Engineering Manual [SEM].
c) IR is planning to adopt predictive maintenance by deploying remote health monitoring system.
ii. Each signaling gear is visited by 3 levels of maintenance staff [Technician, Sectional SE & SSE in-charge]
iii. Each signaling gear is prescribed a periodicity [Fortnightly, monthly, quarterly] to each level of maintenance
staff to carry out maintenance activities.
iv. Typical activities during periodical maintenance – activities like cleaning of the gears, tightness of bolts
& nuts of mechanical gears and terminals of electrical gears, measuring electrical par a meters like currents,
voltages, carrying out tests – are done.
v. Signaling system’s health is monitored by monitoring the status of relays through data logger. From the
data generated by data logger it is possible to find out the failure states of signaling gears like points,
signals, power supplies etc.
vi. Processor based signaling equipment like Electronic Interlocking, MSDAC, SSDAC, SSBPAC D provides
diagnostic data directly to data logger.

2. Signaling elements typical failure states

common failure states of some signaling elements and how it is found out from sequence of operation of
relays are given below.
i. Signal
a) Lamp fused [DECR down when DR is UP]
b) Signal not cleared when tried
c) Signal bobbing
d) Signal cleared without route locking
e) Signal passed at danger [Signal first controlling track down when RECR UP]

ii. Point
a) Failed to set to normal or reverse [NWKR Down and RWKR Down]
b) Bobbing c) Point burst
iii. Track Circuit
a) Failed [shows occupied when no train]
b) Bobbing

3. Typical logics for signal failure alarms

Failure Logic
1 Point failure Both NWKR and RWKR are down for more than 30 sec.
Point detection fails (NWKR or RWKR down) when train is moving on the
2 Point loose packing
point (TPR down).
3 Point Bobbing NWKR or RWKR Down and Up - More number of times within a short time
4 Signal Green lamp fused DECR down when DR is up
5 Signal Yellow lamp fused HECR down when HR is up and DR is down (R, Y, G - Signal)
RECR down when HR is down (R, Y - Signal)
6 Signal Red lamp fused
RECR down when DR is down (R, G - Signal)
7 Signal bobbing ECR down and up – more number of times within a short time
8 Signal cleared without route locking HR/DR Up with ASR up

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4. Signal fault alarms RDSO Recommended 2011 and others

(IPS, SSDAC, MSDAC, ELD, UFSBI etc.)

Maintenance related reports

Fault name Fault Information Moment Confirm
The time difference between ECR (UP to DN to UP) is in between 500 m sec.
1 Signal Bobbing to 2 sec. which should be taken as 1 count and for satisfying the fault logic 2 M
to 3 counts should happen within 10 sec.
The time difference between TPR (UP to DN to UP) is in between 50 m sec to
2 Track Bobbing 1 sec which should be taken as1 count and for satisfying the fault logic 2 to 3 M
counts should happen within 10 seconds
The time difference of (NWKR/RWKR) (UP to DN to UP) is in between 500 m
3 Point bobbing sec. to 2 sec. which should be taken as 1 count and for satisfying the fault M
logic 2 to 3 counts should happen within 10 sec. At that time TPR is UP
1. If NWKR, RWKR both are down for more than time interval then it is point
C (120
4 Point Failure failure. M
Sec)
2. In case of Siemens - WKR1 is down for more than the given time interval
1. In case of Siemens --- The time difference between WKR1 Down to Up is in
Sluggish
between the set time interval.
5 Operation of M
2. Other than Siemens --- time interval of NWKR down to RWKR up OR
Point
RWKR down to NWKR up is more than set time.
T1, T2, T3 are sequential tracks,
a) When T2 is DN.
Track b) T1 and T3 UP. C (120
6 M
Circuit Failure c) The time difference between T1 UP and T2 DN is more than 5 sec Sec)
d) The time difference between T3 UP and T2 DN is more than 5 sec
e) T2 is not bobbing and is DN for more than 10 sec.
When 110 V supply to signals has not failed (i.e. analog voltage value is used
in fault logic)
a) Yellow (three aspect): After HR picks UP and DR is DOWN, if HECR is
not picked UP within 10 seconds. HR is triggering signal.
Fusing of Signal b) Green (three aspect): After HR and DR pickup if DECR has not picked UP C (120
7 M
lamp within 10 seconds. HR and DR is triggering signal. Sec)
c) Red: After HR/DR is DN, if RECR has not picked UP within 10 seconds.
HR/DR is triggering signal.
d) Yellow/green (two aspect): After HR/DR picks UP, if HECR/DECR has
not picked UP within 10 seconds. HR/DR is triggering signal.
Signal When 110 v supply to signals has not failed and all ECRs are down (i.e. ana- C (120
8 M
Blanking log voltage value is used in fault logic) sec)
When RECR is up continuously for more than 2 seconds - in that condition
Signal Flying C (120
9 if UCR/ LR/ U(R)S is up and HR/GR2 is down and signal replacement track M
back to danger Sec)
(TPR) is up and EGGNR down, then it is Signal Flying back to danger.
Timer setting The TIME difference between JSLR UP and NJPR UP is greater by more than
10 M
more 10% (more than 132 seconds for 120 seconds timer) of the prescribed time
11 Button stuck up Button relay is up for more than specified time 20 sec C
In Between two sequential TPRs Down to Up (To ensure it is train movement)
Point Loose if the status of NWKR or RWKR Changes more than 2 times and status of
12 C
packing EWNR not changed (Point emergency operation not done) then it is Loose
Packing.
Signal bobbing
without design If HR\DR is up and HECR\DECR changes its status from Up to DN to Up is in
13 problem (i.e. between 500 m sec to 2 Sec and HECR/DECR is not operated along with HR/ M
signal control relay DR then it is Signal Bobbing without design problem. ECR is triggering signal
not dropped)
Signal bobbing
with design If HR\DR is up, HECR\DECR changes its status from Up to DN to Up is in
14 problem (i.e. between 500 m sec. to 2 Secs and HECR/DECR is operated along with HR/ M
signal control relay DR then it is Signal Bobbing with design problem. ECR is triggering signal
dropped)

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15 Signal not lowered

Same as Logic no.19 C
even operation is valid

16 Power supply failure M C (120

Use analogue voltage monitoring where LVR is not provided
alarm Sec)

17 Additional hardware to be used to detect Fuse Failure (additional

Fuse blown off C
hardware to be used to detect fuse failure)

18 ELD detected low Potential free contact of ELD

C
insulation of supply (potential free contact of ELD to be wired as input to DL)
GNR, UNR are Up, EGGNR is DN then after given time interval if HR is
in down then check the Route.
Route not set when
[1. Possible in case of panels where button/switch relays pick up with
19 operation is valid
operation of button/switch even-though the operating conditions are not C
giving the sequence
favorable
of relay operations
[Link] of relays shall be provided by railways [Link] possible for
switch type non route setting type panels]
Safety related Reports

Fault name Fault Information Moment Confirm

If the train arrives on the track2 proving the sequence of track1 DN
1 M C (120
Point Burst and ahead track to point zone track is down, the point setting in the
Sec)
unfavorable position and then the NWKR/RWKR both are DN for 2min.
At the time of HR/DR/ HECR/DECR up, signal lock relays i.e. all G(R)
2 Clearing of signal M
LR’s/G(R)R/ASR/ALSR in the possible Routes from signal are in down C
without Route Locking
state then it is Failure.
The TIME difference between JSLR UP and NJPR UP is less by
3 Timer setting Less more than 10% (less than 108 seconds for 120 seconds timer) of the M C
prescribed time
a) When track 2 is DN after track 1 is DN and RECR is UP
b) The time difference between T2 DN and T3 UP is more than 5 sec
c) The time difference between T2 DN and RECR UP is more than 5 sec
d) T2 is not bobbing and is DN for more than 1.2 sec
SPAD CASES
[Link] signals (stop, shunt and calling on) on the same post (When
RECR is Up ,SH/HECR, COECR are Down, Corresponding Point
indication and TPR1, TPR2 are Down, TPR3 is Up and time difference
between TPR2 Down (triggering) and TPR3 Up is more than time
T1,and the time difference between TPR2 Down and RECR Up is more
4 Check for Passing than the given time interval T1, TPR2 is continuously Down for T2.T2 C
of danger signal is triggering
[Link] signals on different lines (ex. starters) with first controlling track
common and point selection. Point selection to be used for each
signal apart from the above logic
3. Two signals on the same line reading to the same line on different
posts (home and shunt) home signal ASR/ALSR/G(R)LR to be used in
shunt signal SPAD logic
[Link] opposite signals (ex. starter and opposite shunt from siding) with
one track circuit in between and no approach track circuit for shunt
signal -- in starter signal SPAD logic use shunt GNR/UNR not operated
condition or Conflicting HR Down

a) ASR UP / G(N)LR Up and

Route released without
5 b) Concerned route TSSLR DN or TPZR DN or
sequential route relays C
TLSR DN or TRSR DN or UYRs Down or U(R)Ss Up
in route picking up
c) Emergency route cancellation, NJPR DN, AJTR3 /JR DN
Signal assuming green
6 At the time of DR/DECR is picked up, RWKR in the corresponding
with points in the route C
Route are picked up then it is Fault.
reverse
Home/Main line starter
7 When DR/DECR of Home/Main Line Starter Signal is up and if the
signal assuming green C
Advance Starter RECR is up it is Fault
with adv starter danger
Advance starter off
8 HR/DR UP and concerned Line clear relay DN C
without Line Clear

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T1, T2 and T3 are track circuits in sequence. Length of T2 is fed in the logic option
a) Counter starts when T2 goes DN with T1 already DN
9 Over speeding b) Counter stops when T3 goes DN with T2 already DN M
c) Time interval between (a) and (b) is less than length of T2 divided by
maximum permissible speed by more than 10%
After complete arrival of the train, if the point is not set against the line on which
the train is received within a predetermined time. On Double line rear end
Failure to set
10 points and on single line both front and rear end points are to be considered
point against C
occupied line Note
[Link] of this logic on big yards is not possible as the options are too many
2. There can be a case where it is not possible to set the point as all lines are occupied

11 Relay room
If Relay Room Door Relay is down, then it is Relay room opened C
opening

12 Emergency route
Operation of required buttons/switches C
cancellation
Point emergency
13 operation when
Operation of required buttons/switches C
point controlling
track(s) fails

14 Axle counter
Operation of required buttons/switches C
resetting

15 Train passing Approach track drop,1st controlling track drop,2nd controlling track pick up &
C
blank signal RECR, HECR, DECR, CO ECR, SH ECR drop for specific time
Operation related Reports
Fault name Fault Information Moment Confirm
a) Berthing track DN and
b) HECR/DECR UP and
1 Late start of
c) Signal replacement track DN and M
Train
d) Time difference between time of occurrence of b and c is more than time
defined by user
The time difference between signal approach track circuit down and signal
2 Late Lowering
HECR/DECR/HHECR/COECR Up time is more than set time. Time difference M
of Home signal
to be displayed in case signal is cleared late compared to set time
Premature
Operation of
3 If LCPR DN before DR/DECR DN and SR is Up C
Double line
block to TOL
Possible in case the design of circuit is such that route gets locked after
Late Closure of
4 operation of the signal before gate closing and the signal clears as soon as M
LC Gate
the gate is closed
Analog Alarms
Analog Alarms shall be made into 3 levels based on the value of the voltage being monitored
Level1 This is not an alarm- if the value is within selected limits; the symbol of power on the front screen displays green
Level2 The power symbol turns to yellow-if the value is within tolerable limits- i.e. it does not lead to signal failure
Level3 The power symbol turns to red-if the value is less than the value set -- it leads to signal failure

Additional safety alarms

1 Fire Alarm system Potential free contact from fire alarm system
NWKR up without NWR up
2 POINT changed status without operation
RWKR up without RWR up
3 Crank handle transferred when route locked CHYR up when CHFR dn
4 Signal not gone danger after first control track drop When First TPR dn HR or DR is up
5 Gate open without transfer of control LXPR dn without LXYR up
6 Gate Signal „OFF‟ with Gate open Gate signal DR up with LXPR dn

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Alarms for axle counter

1 HASSDAC (GGTronics) – Axle counter 1 failed – axle counter 2 OK
2 HASSDAC (GGTronics) – Axle counter 2 failed – axle counter 1 OK
3 HASSDAC (GGTronics) – Axle counter 1 failed – auto reset not generated
4 HASSDAC (GGTronics) – Axle counter 2 failed – auto reset not generated
5 HASSDAC (GGTronics) – Axle counter 1 auto reset applied but failed to change to preparatory mode
6 HASSDAC (GGTronics) – Axle counter 2 auto reset applied but failed to change to preparatory mode
7 HASSDAC (GGtronics) - Axle counter 1 changed to preparatory mode
8 HASSDAC (GGtronics) - Axle counter 2 changed to preparatory mode
9 HASSDAC (GGtronics) - Axle counter 1 changed from preparatory to clear
10 HASSDAC (GGtronics) - Axle counter 2 changed from preparatory to clear
11 MSDAC – Main axle counter failed while supervisory axle counter is OK
12 MSDAC – Supervisory axle counter failed while main axle counter is OK
13 MSDAC – Main axle counter failed – auto reset not applied
14 MSDAC – Supervisory axle counter failed – auto reset not applied
15 MSDAC – Track section Line Verification Relay up
16 ACM 200 (SIEMENS) – ACM failed
17 ACM 200 (SIEMENS) – Track section under reset restriction
18 ACM 200 (SIEMENS) – Track section accepted reset

IPS alarms – based on potential free contacts.

1 IPS Mains Failure 8 IPS Mains Restored
2 IPS SMR Failure 9 IPS SMR Restored
3 IPS Inverter 1 Failure 10 IPS Inverter 1 Restored
4 IPS Inverter 2 Failure 11 IPS Inverter 2 restored
5 IPS battery 50% DOD Failure 12 IPS battery 50% DOD Restored
6 IPS DC-DC Converter Failure 13 IPS DC-DC Converter Restored
7 IPS Call S&T Staff Failure 14 IPS Call S&T Staff Restored

ELD alarms – based on potential free contacts.

1 Earth leakage appeared for 24V DC EXT 1 supply 9 Earth leakage disappeared for 24V DC EXT 1 supply
2 Earth leakage appeared for 24V DC EXT 2 supply 10 Earth leakage disappeared for 24V DC EXT 2 supply
3 Earth leakage appeared for 110V AC Signal supply 1 11 Earth leakage disappeared for 110V AC Signal supply 1
4 Earth leakage appeared for 110V AC Signal supply 2 12 Earth leakage disappeared for 110V AC Signal supply 2
5 Earth leakage appeared for 110V DC supply 13 Earth leakage disappeared for 110V DC supply
6 Earth leakage appeared for 24V DC INT supply 14 Earth leakage disappeared for 24V DC INT supply
7 Earth leakage appeared for 24V DC SSDAC supply 15 Earth leakage disappeared for 24V DC SSDAC supply
8 Earth leakage appeared for 24V DC block supply 16 Earth leakage disappeared for 24V DC block supply

UFSBI Alarms
1 UFSBI System Failure 4 UFSBI CPU Card Restored

2 UFSBI System Restored 5 UFSBI Redundant DCDP Module Failure

3 UFSBI CPU Card Failure 6 UFSBI Redundant DCDP Module Restored

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SPAD alarm logic limitations and special cases

Case 1: Multiple signals on the same post – Main signal, shunt signal, calling-on signal.
When more than one type of signal is on one post – Interlocking permits clearing of any one signal only – at a time. If a
train passes the signal post – on clearing one of the signals – it shall not be considered as the train passing the other
signals at danger. Accordingly, fault alarm logic should be designed.
In the above station S1 & C1 are on the same post. If a train is received on home signal calling-on signal SPAD shall
not trigger. Similarly, if a train is received on calling-on signal home signal SPAD shall not trigger.
Case 2: Common first controlling track circuit for more than one signals on different posts.
Signals 28&29 have a common first controlling track circuit. When two trains are waiting on 01T & 02T- if signal is
cleared for one of the trains - and the train passed the starter signal – SPAD alarm generating condition for other train
is fulfilled. To avoid these false alarms – point 11 condition must be proved in the logic.
The disadvantage of this is that when a wrong train ( Train for which signal is not cleared) starts SPAD occurs but
SPAD alarms is not generated.
Case 3: Two opposite signals with one common track circuit in between and no approach track for one signal.
[Sh 3 & Sh 5]
Sh3 has both approach track and control track. Its opposite shunt Sh5 has no approach track. When a train passes
Sh3 towards Sh5 – it causes false SPAD alarm for Sh5. To avoid it no SPAD alarm is configured for Sh5. When a
train moves from siding to 01T – false alarm is generated for Sh3. To avoid this false alarm no SPAD alarm should be
configured for Sh3 if point 12 is Normal.
Case 4: Two signals on different posts, one after the other – on the same line – leading to a common line – first
signal is a stop signal or calling-on signal and the second signal a shunt signal [S30, C30 on one post
& Sh4 on the next post].
SPAD shall not trigger for shunt signal when a train is passing on stop or calling-on signal on the first post, in the di-
rection of movement.
State of health of signaling element and alarms

i. System or equipment can be in 3 states – healthy state, safe failure state, unsafe failure state.
a) Healthy state – equipment performs as required.
b) Failure state [safe] - equipment fails to perform as required – system remains in safe state.
c) Failure state [unsafe] - equipment fails to perform as required – system changes to unsafe state.
ii. Unsafe failure state shall be totally avoided as it may lead to accident. Safe failure state is not a desirable state
as it causes interruption to service.
iii. Many a time while the system is changing from healthy state to failure state [safe or unsafe] – it is possible to
detect before the system fails.

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iv. Data logger system detects such changes and provides – predictive alarms. By acting on predictive
alarm maintenance staff control [increase] MTBF [Mean Time Between failures].
v. Sometimes the state of the system changes suddenly without giving scope to detect the change. In such cases
data logger provides insights into the failure by providing corrective alarms. This helps maintenance staff to
rectify the failure in least time. It reduces down time and MTTR of the system.
vi. Many a time accident occurs long after the system changes to unsafe state. Timely alert to maintenance staff by
the alarm helps in preventing an accident – as it gives time to bring the system to safe state.

IOT system helps in collaborative working of maintenance team by providing diagnostics on real time basis to all team
members who are geographically distributed.

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CHAPTER 8
IOT – Internet of Things & Data logger system
1. IOT – Internet of Things
2. Data logger
3. Data capturing from Electronic Interlocking by – Protocol converter
4. Data logger system
5. Remote diagnostics and predictive maintenance – RDPMS
6. DLMC – Data Logger Monitoring Centre located in Divisional office

1. IOT – Internet of Things

IoT helps to achieve best performance of a system – with optimum resources - by monitoring the system.

Four sub-systems of IoT

1. Sense the parameters.
2. Communicate the sensed data for analysis.
3. Analise the data to have actionable decisions.
4. Act based on the decisions provided.

To understand usefulness of IoT – look at typical IoT application in public water supply system.

1. Parameters to be sensed are decided based on the purpose.

Parameter sensed Purpose

To prevent wastage of water
1 Water level in water tank
To ensure water availability in the given period
2 Turbidity To ensure clean water
3 Residual chlorine To ensure safe water

2. Sensors are installed with associated electronics and data communication unit.
3. Received data at central location is analyzed - based on requirements alarms are generated.

4. The alarms are sent to required persons for action – actions can also be automated.

Alarm Action Benefit

1 Water overflowing Switch off motor or close water inlet valve Saving of water
2 Water level too low Switch on motor or open water inlet valve Better service
3 More Turbidity Check the water filters Clean water to user
4 Less residual chlorine Add more chlorine Safe water to user
5 Reports can provide – loss of water between central treatment plant and colony water tanks

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Spectrum of data analytics

Data analytics plays major role in providing solution by the IoT system. Its role can be understood from the
spectrum of analytics diagram below.
There are six stages in the usage of IoT to ensure availability of the system (see the diagram below).
1. Sensing the parameters and generation of data
2. Communicating sensed data to central location
3. Applying algorithms to generate actionable decisions by IoT system
4. Assessment of maintenance staff
5. Taking decision based on human input and out put from IoT
6. Implementation of decision

Stages 1, 2 & 3 are contributed by IoT system. Stage 3 reduces human input by analytics.
Effort by maintenance staff has 3 portions – analysis based on data available [pale green] - decision taking
[dark green] - decision implementation [saffron]
Observe the reduction of pale green portion – which is replaced by dark blue [analytics by IoT system] in
different types of analytics.

2. Data logger
i. Data logger senses:
a) Potential free contacts [of relays or other equipment] – called digital inputs.
b) Power supply voltages AC & DC – called analogue inputs.
ii. Data logger generates an event packet when:
a) Potential free contact status changes from open to close or close to open
b) Voltage value changes beyond 5% of its nominal value
iii. The event packets by all the data loggers in the network are sent to central location.
iv. At central location data is received by a storage & forward device FEP – Front End Processor
v. A PC with analytical software receives the data of all data loggers from FEP and
a) Validates the data for correctness and completeness.
b) Generates alarms as per the logic entered in the fault alarm software.
c) Generates online simulation of signaling system.
d) Posts the data of events & alarms in the Oracle server database

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vi. By accessing data from oracle server by a PC called LRS – Local Report System; various reports & offline
simulation can be seen.
vii. It is possible to access data with LRS PC at remote location – with access to the oracle server.
viii. Remote users are allowed to the server through firewall to protect the data.
Data logger installed in a relay room

Functioning of Data logger

i. Data logger records the status of signals, points, track circuits, axle counters, LC Gates etc. by monitoring
the condition of their Relays. One contact of the relay [front or back] is wired to data logger. For example.

To know the Status Relay contact wired

Signal displaying red RECR
Point is in Normal NWKR
Track circuit is clear/occupied TPR
Route is locked/free ASR
Signal switch is operated by SM RR
Point switch is operated by SM NCR/ RCR
LC Gate is open/ closed LXPR

ii. Digital input of data logger is monitored by detecting the current passed through the contact when
24 V DC supply is applied to it by data logger [see the diagram below]
iii. A digital data packet consisting of the following information is generated whenever a relay changes its
status from up to down or down to up:
Data logger ID - Input number - Status of contact - Time stamp in date, hour, minute and milli
second - Sequence number
An analog packet is generated when the value of the voltage changes by 5% of its nominal value.
Analog packet has the following information:
Data logger ID - Input number – input value - Time stamp in date, hour, minute and milli second
- Sequence number
iv. By monitoring the sequence of operation of relays, it is possible to find out the reason for accident by
replaying the data recorded.
v. It is possible to find out the reason for the failure of the signal & the wrong operations done by the
station master.

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vi. Train movements can be seen in VDUs on real time basis by simulation diagrams.
vii. Data logger data can be seen by different railway officials from different places simultaneously by
Wide Area Network

i. Processor Card controls the switching transistor ‘T’ by switching it on for every 8 m sec. When transistor
closes 24V DC is applied to each input of Data Logger.

ii. If the contact wired to the input is in closed condition, current flows in the input. If contact is open, no
current flows. Presence or absence of current is detected every 8m. sec., i.e. when transistor applies
voltage to input port. When status of contact changes current in the input also change. This information
is sent to processor card for storing in the memory.

i. Protocol converter receives data from EI

through an ethernet port at fixed interval of
less than 500 milli sec – based on type of EI.
ii. Data consists of status of bits of EI.
iii. Protocol converter compares the state of
each received bit with its previous state.
iv. If there is change of state – an event is
generated with time stamp and sequence
number and the ID of the Protocol converter.

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3. Data capturing from Electronic Interlocking by – Protocol converter

i. Electronic Interlocking has input cards, Processor card and output cards.

ii. Inputs are the potential free contacts of input relays (TPR, NWKPR, DECPR etc.) and switches /
buttons of panel (Where conventional panel is used).

iii. Input card reads contacts and sends status of inputs as data to processor card. Process card
processes inputs and generates output if all conditions are safe. Output card drives output relays.
(HR, NWR etc.). Input & output relays are also called interface relays.

iv. Output relay is used to drive signaling element (Point – NWR, RWR; Signal – HR, DR etc.)

v. Protocol converter is used to get data from Electronic Interlocking in data form. Data flows from
protocol converter to data logger. If interface relays are wired to data logger, status of signaling
element is seen by two bits – one from EI other from potential free contact of interface relay.

vi. Bits are 3 types:

a) Input bits - based on inputs wired to EI

b) Output bits - based on outputs generated by EI

c) Internal bits – like ASR, UCR, UYR etc. used for interlocking

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4. Data logger system [pl see the diagram below with numbers for each sub-system]
i. Data logger senses – potential free contact & power supply voltages – at a sampling rate of 16
milli sec & one minute, respectively. Change of status of PFC & change of voltage by 5% of
nominal value are recognized by data logger and digital & analogue events are generated.
ii. Events are communicated through redundant communication channels to test room.
iii. FEP – does storage & forward of events. It also removes redundant events [multiple copies of
events are received through multiple channels]
iv. CMU – validates packets – checks for integrity of events. Analytical software generates
alarms,online simulation – posts in server.
v. Server stores data & events in the server for remote user access
vi. Through firewall & L3 switch events & alarms are extended to remote user
vii. Point to point communication is required from test room to remote user
viii. Remote user can view events, alarms, reports & simulations – from his system [PC with Oracle
client connection]

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5. Remote diagnostics and predictive maintenance – RDPMS

Need for RDPMS
i. Data logger monitors the relays controlling point and signal and relays of the status of point, Signal, track
circuit. Data logger data is not sufficient to assess the health of point, Signal, track circuit fully.
ii. To have better insights into their health – currents, voltages and contacts of field relays of points, Signal
and track circuits are monitored by providing IoT units with sensors in the location boxes in the yard –
housing the equipment controlling point, signal and track circuit.
iii. Data from IoT units from the field is brought to station by wired / wireless communication. Further the
data is sent to the control office through the communication network and analyzed to generate predictive
and corrective alarms.
iv. Alarms are sent as notifications to mobiles of maintenance staff to take timely action. The parameters are
also displayed in the mobile in a graphical interface representing the electrical circuit.
v. Data analysis would be more fruitful when data of both data logger and RDPMS are considered together.
Advantages of RDPMS
i. Helps maintenance persons in ensuring availability of signaling system by increasing MTBF and reducing
MTTR.
ii. A good deskilling tool for maintenance staff as it provides insights into the health of the system.
iii. Reduces maintenance effort by enabling shifting from preventive maintenance to predictive maintenance.
iv. Improves productivity of highly skilled maintenance staff by extending health data to remote locations.

Parameters monitored for point, signal and DC track circuit:

Asset Parameter Asset Parameter

Operating Voltage Track Feed Charger Input Voltage
Track Feed Charger Output Voltage
Point Operating Current
Feed End Voltage
Machine Detection Voltage
Relay End Voltage
DC Track
Relays TPR Voltages
Circuit
Lamp Voltage Track Feed Charger Output Current
Signal Feed End Current
Lamp Current
Lamp Relay End Current
Lamp control Relay at signal location Relays

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Smart solution for ELD

i. Whenever leakage happens in any of the busbars – audio visual alarm is generated by ELD, and a
contact is operated. This contact wired to data logger is used to send SMS to maintainer. The maintainer
after reaching station must megger all conductors fed by the busbar to detect defective conductor. This
requires disconnection of signaling system – causing train detentions.
ii. An algorithm developed by efftronics can declare the defective conductor and sent as message – which
avoids disconnection of the signaling system – avoids train detention.
iii. The diagram shows –
a) The relays operated with 24 V DC External supply –
• In relay room – with supply from field - relays TPR, NWKPR, LXCR operated.
• In locations – supply from relay room applied by relays – NWPR, HPR, CHYPR operated.
b) The relays and ELD contact monitored by data logger.
iv. Whenever any relay or ELD contact operate – data logger creates an event packet.
v. The fault alarm generation PC at test room identifies the defective conductor based on sequence of events
based on relays & ELD contacts operated. SMS is sent to maintainer with defective conductor name.

6. DLMC – Data Logger Monitoring Centre located in Divisional office

i. DLMC is in divisional control office and manned by signaling system monitoring personnel.
ii. Data of all data loggers is brought to DLMC by DL network and analyzed by CMU.
iii. Persons in DLMC monitors DL network failures – and alerts the DL maintenance persons.
iv. Incidence analysis is done on real time basis – depending on its impact on train operations.
v. Daily or periodical analysis reports are made for the use of divisional officers.

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CHAPTER 9
Solid State Block Proving by Axle Counter Digital SSBPAC[D] of Efftronics
1. Features of SSBPAC D
2. Sub-systems of SSBPAC D
3. Block panel
4. Equipment rack – Euro rack & interface relays
5. Difference between Single line & Double line SSBPAC Ds
6. SSBPAC D schematic diagrams
7. Typical interface circuits of signaling systems
8. Maintenance and trouble shooting
9. Comparison of UFSBI MUX based Block instrument and SSBPAC D
The following details are for Single Line SSBPAC D.
1. Features of SSBPAC D
SSBPAC D is developed as per RDSO SPN\175\2005 to CENELEC SIL4 standard. It is fully electronic
block instrument. Input and output relays are used only to interface block instrument with station
interlocking.
Feature Detail
1 Type Push button – Non-cooperative – Electronic block instrument
For block instruments data communication: One pair of
communication copper cables OR one voice channel OR one E1
2 Communication Medium channel OR one pair of dark fibers
For block voice communication: One voice channel OR one pair
of copper cable for block telephone
3 Transmission loss permitted 30 dB at 1 Khz
4 Data speed 1200 baud per sec
5 Power supply 24 V DC [ 31.2 V to 19.2 V] [+30% - 20%]; Load - 2 A
6 Remote condition monitoring Possible with networked data logger system
7 Processor Architecture 2 out of 3 with separate input card for each processor
8 Safety standard SIL 4
9 Fit for 25 KV RE Yes
10 Single & Double lines Two models of block instruments for single & double lines
11 Working Temperature 10 to +70 C
12 MTBF [Excluding DAC] 20,000 Hours as per the RDSO specification
13 Section ID Unique for each hardware – permanently etched on mother board
To be set manually by DIP switch provided on Voter card by user
14 Self-system ID & Remote system ID
while commissioning
15 Repeating relays between two station Two relays can be repeated from one station to other
2. Sub-systems of SSBPAC D
SSBPAC D consists of 5 sub-systems, two pertaining to main system and three subsidiary systems.
Failure of subsidiary systems does not cause block failure.
Sub system Purpose
Main systems
It is man machine interface – provided in SM room, used for block operations
Block panel with
1 – connected to equipment rack provided in the relay room. Block telephone is
phone
attached to it.
Provided in relay room – implements all block logics in a failsafe way to deliver
outputs such as line clear, Train online, line closed etc. – by remaining connected
2 Equipment rack with the block instrument at adjacent station. It consists of,
Hardware of 3 processors with input, output, voter & communication cards.
Relay rack of interface relays

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Subsidiary systems
It is technician’s interface - which enables him to look at the state of each
3 Maintainer terminal
processor in case of troubleshooting. It is connected to equipment rack.
Used for synchronization of RTCs of block instrument. It helps in time
GPS module with
4 stamping of events of both block instruments in such a way that the sequence
receiver
of events is not disturbed. It is connected to equipment rack.
Provided at block panel – to alert SM when one of the processors fail and
5 2 out of 3 alarm unit system still working with 2 processors.
SM is expected to call maintainer for restoring 3rd processor.

SSBPAC D - Block panel & Equipment rack

GPS receiver

2 out of 3 buzzer

Equipment Rack Block Panel Maintainer terminal

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3 Auxiliary units – location

3. Block Panel
Block panel is the man machine interface of SSBPAC D for operations. It is in SM room. It has
pushbuttons to operate and LED indications about the status of block, axle counter, signals etc. it is
connected to equipment rack provided in the relay room by copper cable

SM’s block operation panel for single line - six buttons, 2 keys, One counter

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Operating buttons & Keys and their purpose

Button / Key Purpose
1 TGT – Train Going To For applying line clear
2 BELL – buzzer For calling attention of other SM & for all operations
3 ACKN – acknowledgement Acknowledgement of operations
4 CANCEL – cancellation Cancellation of line clear
5 CANCEL-CO-OP – cancellation cooperation Cooperation of cancellation of line clear
6 SM KEY – Station Master Key To ensure only authorized person only can operate
7 SHUNT release key – Shunt EKT release key To enable shunting operations
8 CANCELL counter – Veeder counter for cancellation Counts number of cancellations – driven by NV output

Operation of SSBPAC D
Movement Train sending SM Receiving SM
Press TGT & BELL buttons at a Single line - Take out Shunt Release Key
1 Taking line clear
time Double line – no action
2 Normal Clearance of LSS Operation of LSS -
movement
3 Train Online No action - acknowledge buzzer No action - acknowledge buzzer
4 Line closing No action - acknowledge buzzer No action - acknowledge buzzer
Single line - Insert Shunt Release Key and turn to right
5 Preventing taking line clear
Double line - Insert LCB [Line Clear Block] key and turn to right
Press cancel co-op & Bell
6 Line clear cancellation Press Cancel & Bell buttons
buttons
Release of Shunt key from EKT Insert Shunt Release Key and Insert Shunt Release Key and take out
7
for shunting [for single line only] take out EKT key EKT key

SM’s block operation panel for double line - six buttons, 2 keys, One counter
Following differences:
i. Separate line closed indications for up & down lines
ii. Shunt release key replaced by LCB key
iii. Separate acknowledgement buttons for TGT & TCF trains

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4. Equipment rack – Euro rack & interface relays

Equipment rack has two parts – Euro rack Euro rack with input, output, processing, and
communication modules and relay rack with input, output and system health relays.

a. Euro rack with input, output, processing, and communication modules

In the euro rack there are 11 cards [modules] of 7 types which are replaceable without wire removals

7 types of total 11 cards

Quantity per
Card Purpose
equipment
1 Input cards 3 Reads PFCs as inputs and delivers to processor card
Processes inputs from input card and delivers output based
2 Processor cards 3
on embedded logic to voter card
Takes outputs of processor cards as inputs and gives output
3 Voter card 1 as per 2oo3 selection to output cards.
Facilitates self and remote systems ID setting
Drives TGTR, TCFR, ASCR relays & shunt EKT coil taking
4 Output card - Vital 1
output of voter card as its input
Drives LED indications and veeder counters of block panel
5 Output card - Non-vital 1
taking output of voter card as its input
Connects sub-modules like GPS, maintainer terminal, data
6 Communication card 1
logger and other end SSBPAC equipment to the system
ACCUs of two equipment are connected by two channels.
If the working channel fails – communication is switched
Auto Communication
7 1 to standby healthy channel without causing block failure.
Changeover Unit
Channels can be chosen from copper cable, E1 channel and
dark fiber
Total 11 11 cards and 7 types

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b. Relay Rack

i. Relay rack is provided in the equipment rack – below euro rack.

ii. There are 11 relay bases – accommodating 13 relays – two

relays are QNN1 type.

iii. Global reset button and counter are fixed on relay rack.

iv. Relay names and their status [pick up or drop] is indicated by

LED above its base.

v. On the back side of relay rack scrambler card is fixed.

vi. Conductors from block panel, station relay racks and relay
bases of interface relays of SSBPAC D are terminated on both
sides of relay rack in 7 groups - C1 to C7

Interface relays provided in the relay rack and their function

Input / Normal status
Relay Type How the relay operates
Output [line closed]
QNA1
1 AZTR Input Up Picks up when block section is clear
8F/8B
QNA1
2 SHKR Input Up Picks up when EKT key is IN & Shunt release key is out
8F/8B
QNA1 Picks up when Advanced Starter lamp status & controls are
3 ASGNCR Input Up
8F/8B normal
QNA1 Picks up when all reception Signals lamps status & all their
4 HSGNCR Input Up
8F/8B controls are normal
Picks up at train sending station when line clear is available
QN1 & LSS control is reversed.
5 ASCR Output Down
8F/8B Drops when LSS control is normalized OR train enters block
section
Picks up and laches magnetically when Line clear obtained
QL1 at train sending station
6 TGTR Output Down
11F/4B Drops when line is closed after arrival of train at receiving
station OR line clear is cancelled
Picks up and laches magnetically when Line clear granted at
QL1 train receiving station
7 TCFR Output Down
11F/4B Drops when line is closed after arrival of train at receiving
station OR line clear is cancelled
Up if CPC2 is Critical power control relay 1.
8 CPC 1 Health
QNN1 down Up for 30 minutes – at that time CPC 2 is down
4F/4B Up if CPC1 is Critical power control relay 2.
9 CPC 2 Health
down Up for 30 minutes – at that time CPC 1 is down
QNN1 Repeater relay 1. Picks up when front contact given as input
10 REPR 1 Output Up
4F/4B at other end is closed
Repeater relay 2. Picks up when front contact given as input
11 REPR 2 Output Up
at other end is closed
QNA1 First track circuit after home signal repeater
12 HSATPR Input Up
8F/8B Picks up when track is clear.
QNA1 Second track circuit after home signal repeater
13 HSBTPR Input Up
8F/8B Picks up when track is clear.

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5. Difference between Single line & Double line SSBPAC Ds

Feature SL DL
1 Interface relays 13 13 [SHKR is replaced by UP/DN AZTR]
2 Shunt key Available Not available
3 LCB key Not available Available
4 Block panel Not interchangeable

6. SSBPAC D schematic diagrams

i. Interconnecting Cables of various sub-systems

ii. Schematic diagram of PCBs, inputs, and outputs

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iii. Interface relays at stations with EI

Station EI shall provide 5 output relays - for use by SSBPAC D and shall take one input i.e., ASCR from SSBPAC D

iv. Sequence of operations and states of sub-systems

Note: 1. In case of Electronic Interlocking - ASRR, HSRR, AS GNCR & HS GNCR relays are to be provided as
output relays by EI as per logic.
2. In case of Relay Interlocking - ASRR, HSRR, HS ATPR, HS BTPR & VPR relays which are already
available - their contacts are wired to SSBPACD. AS GNCR & HS GNCR relays which are available in
SSBPACD are energized by using station relay contacts as per logic.

Sequence of events in the operation of train dispatch with SSBPAC D

[Link] pushes TGT and bell buttons to apply for line clear. [Link] picks up and provided as input to SSBPAC D.
[Link] D - at this station communicates with next station to get line clear. [Link] relay of SSBPAC D, ASCR picks up.
[Link] relay picks up - block instrument changes to TGT - line clear obtained. [Link] ASCR - station interlocking picks up – ASDR
[Link] operates advanced starter signal. [Link] is used to clear advanced starter.

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7. Typical interface circuits of signaling systems

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8. Maintenance and trouble shooting

• Since it is fully electronic no periodical maintenance is required. However, for power supply system
and communication media maintenance shall be done as per railway practice.
• Base on diagnostic data & indications on PCB preventive and corrective maintenance may be done.

Diagnostic indications displayed on PCB facia

Card Function Indication when health is OK
24 V, 5 V Both Lit yellow
Input module
Each input indication Lit when contact closed
Voltage - less than 4.5 & more than 5.3 V Not lit
CPU Health LED Yellow blinking
module + 5V indication Lit yellow
IPC-1, IPC-2, VLDTY, IBC, RUN All lit yellow
A=B, B=C, C=A 3 LEDs Blink yellow
OA, OB Any one OA or OB LED blinks
Voter Module +5 V supply Lit yellow
System cycle Blinks
CPC -1; CPC-2 Any one LED shall be lit
Non-vital output CPC 1 RLY, CPC 2 RLY Any one LED shall lit
module 24 V and 5 V Both LEDs lit yellow
Vital output CPS and 5 V Both lit yellow
module Output 1,2,3,4,5,6,7 and 8 8 LEDs lit yellow when output is delivered
DC-DC 1 OK, Fail OK to be lit green
Communication DC-DC 2 OK, Fail Fail shall not lit
module 24 V and 5 V 2 LEDs lit yellow
COM-S1; COM-S2 Both are not lit OR Any one is lit

Common types of error codes displayed on the CPU facia

Type Name
Both front and back contacts of same relay or NO & NC contacts of same
Bi-state
1 Inputs button / switch are closed or opened at a time. This happens mainly because of
error
high resistance in closed contact.
Critical error Occurs when output relay fails to drop when SSBPAC D requires OR output
[unsafe side relay picks up when not required Ex: ASCR relay fails to drop when train enters
failure] section
Output fail Occurs when output relay fails to pick up even though vital card generates
error output. Ex: ASCR relay failed to pick up when conditions are satisfied
Occurs when vital card fails to sense output relay state OR CPU card fails to
2 Output receive state of output relay sent by vital card
Invalid Ex: ASCR relay read back by vital card shows ASCR in picked up condition –
State error but it is actually in dropped condition OR vice versa. OR
Even though vital card reads the status of ASCR
correctly and sends to CPU card – but CPU card fails to receive the status
Indication
Non vital card failed to generate output to lit indications on block panel
error
3 Starting POST Errors occurred during Power On Self-Test
Errors of communication between processors of same SSBPAC D and the
4 Communication
other end SSBPAC D or data logger or maintainer terminal
Critical power supply Energize error - occurs when CPC relay fails to pick up when it is required
5
Errors De-energize error - Occurs when CPC relay fails to drop when it is required

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Integrated audio-visual alarm unit for Station master – latest addition

Station master is provided with

alarm unit to alert him the failure
status of SSBPAC D. Some alarms
are of predictive nature – which
allows train operations, and some
impacts the train operations.

The predictive alarms help in

reduction of failures and other
alarms helps in reduction of failure
time as the failure is indicated
without any time delay.

Alarms and their significance:

Alarm When generated Action to be taken
2 out of 3 When one of the processor cards fails or its input Replace the defective card – when there is no
1
alarm. card fails. train.
SSBOAC D Detailed root cause analysis to be done based
2 When SSBPAC D fails.
failure alarm. on error code and rectified.
Auto communication changeover unit indicates Failed communication channel may be restored
3 ACC alarms. the failure of one of the communication channels early to avoid failure of block instrument due to
– when still the other channel is working. the failure of second channel also.

The alarm unit has the facility to change over the block phone communication channel by a selection switch.
This is useful at stations where block phone is provided with two communication channels / media – like copper
cable and voice modem channel.

9. Comparison of UFSBIMUX based Block instrument and SSBPAC D

i. In UFSBIMUX block logic is hardwired with more than 30 relays at each station. Relays and wiring or relays are
major causes of failures.
ii. In SSBPAC D block logic is implemented in hardware & Software very few interface relays only are used.
iii. SSBPAC D Maintainability is better with error codes and Maintainer terminal compared to UFSBI based block instrument.

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10. Axle counter for block proving on single line with IBS
Block section on single line with IBS has complexity in deciding AZTR relay.
i. In case of IBS on single line – block section is divided into two sections & one axle counter is provided for
each section.
ii. Block section changes based on establishment of direction of movement – UP / DN directions. Hence,
AZTR depends on one section axle counter for UP trains and other section axle counter for DN trains.
Direction establishment plays a role in deciding the valid section.
iii. In case direction is not established – both sections together shall be considered as one block section – to
display on SSBPAC D panel of SM.
iv. All the above conditions are incorporated in the AZTR circuit given below.

SSBPAC D is fit to be provided at stations with slip & catch sidings

Conditions at station with slip siding:
i. Unless line clear is obtained / given slip siding Point shall remain set to slip siding.
ii. TGTR up or TCFR up proved in point operation.
iii. In case of block failure – emergency operation of point is provided.
iv. Point normal is proved in ASGNCR or HSGNCR circuit – for change to TGT / TCF

Conditions at station with catch siding:

i. Granting line clear - Siding point normal [set to siding] is proved.
ii. A class working – Berthing track & overlap proved in line clear.
iii. Single line - Point locked unless line clear is obtained – TGTR up proved in point control circuit.
iv. Block failure – Emergency operation of point is provided.

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CHAPTER 10
Siemens practice of interlocking
A. Route Section Plan – RSP
B. Operations – siemens RRI & Panel
C. Relay groups – relay names – function – flow chart for panel operations
D. Relay groups – relay names – function – flow chart for RRI operations

Siemens RRI

A. Route Section Plan [RSP]

Siemens interlocking system design is modular – i.e. yard is divided into parts – for design of interlocking.

i. Big yards are divided into zones – for small station entire yard is treated as one zone

ii. Each zone has number of signal routes

iii. Yard is divided into sub-routes [i.e. each signal route consists of number of sub-routes]

iv. Each sub-route has one / two / three route sections

v. A route section may have one or more points. Some route sections may not have points
[Ex: route section between home and advanced starter]

vi. Each sub-route boarders are decided based on condition that simultaneous movements are not
possible on route sections of a sub-route.

The above design is shown in - Route Section Plan [RSP], which is prepared based on - Signal &
Interlocking Plan [SIP]

Track plan, SIP & RSPs of a 3 Road station are shown below

i. Route section starts from a signal or a point at the border of track circuit and ends at the other end of
the same or some other track circuit.

ii. Based on RSP, Control & Interlocking table is designed – where conditions for clearing a signal are
given in a tabular form.

iii. Based on SIP, RSP and Control & Interlocking table, signaling relay circuits are designed. Wiring is
done based on signaling circuits.

iv. Overlap starts from the signal where train is expected to come to stop and ends at the limit given in
SIP. It is named after the signal number. If more than one overlap exists, it is suffixed by number.
Overlap is marked in broken line.

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Notes on Railway Signaling

Sub-routes types:

1. One crossover one sub-route

2. Two crossovers – one sub-rout 3. One crossover – two sub-routes

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Notes on Railway Signaling

[Link] crossovers in one sub-route - less flexibility [Link] crossovers in two sub-routes - more flexibility

[Link]-routes for scissors crossover [Link]-routes for Double slip

[Link]-route without points – single line [Link]-route without points - double line

[Link]-route & overlaps

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Notes on Railway Signaling

B. Operations - Siemens Panel / RRI

Operation Press buttons
1 Point • Press Common point button – WWN & Point button – WN at a time
2 Main & Shunt Signals • Press Signal button GN & Route button – UN at a time
After train occupying approach track circuit –
• Press calling on common button COGGN & signal button GN at a time.
3 Calling on
• Release COGGN keeping GN pressed and then press UN button - Release both buttons
• Calling on approach timer starts flashing on panel, after 2 minutes calling on signal is lit
• Press EGGN & GN buttons at a time – signal OFF aspect lamp extinguishes and ON
4 Signal cancel
aspect lamp is lit
Manual Route release – no • Press EGGN & GN at a time.
5a
train in approach track • Keep GN pressed & press EUUYN, UN one after other – route is released
•Press EGGN & GN at a time.
Manual Route release –
• Keep GN pressed & press EUUYN, UN one after other – timer starts flashing – after
5b when train in approach
2min, becomes steady.
track
• Keep GN pressed & press EUUYN, UN one after other – route is released
Emergency Route section • S&T key is inserted and turned.
6
release • Break the seal of EUYN & press it, then press concerned route section WN
7 Emergency overlap release • Press OYN & UN at a time [if OYN is not provided press EUYN]
• Site person presses button at Crank Handle box provided at point location – at panel
Release of crank handle &
8 White indication near CHYN extinguishes & red indication flashes.
return
• SM presses CHYN, YYN at a time
• Press LXN & YYN buttons at a time to release gate slot when no route or overlap are set
Release of Level Crossing over the gate – gate man gets indication and removes key.
9
Gate slot & return • Gateman replaces key after closing gate - at panel indication appears. SM presses LXN
& YRN at a time – gate control is received at station
• Press KLN & YYN buttons at a time to release gate slot when no route or overlap are set
Release of point key lock over the point – person at site gets indication and removes key from Key Lock Relay
10
slot & return • Key is replaced after relocking the point – SM gets indication – SM presses KLN & YRN
buttons at a time – key locked point control is received at panel
Conversion of signal from • Press and release at a time GN & UN - signal is cleared.
11
manual to automatic • Press and release at a time GN & AGGN – signal is converted to automatic
Conversion of signal from • Press and release at a time GN & AGGYN
12 auto to manual – signal • Keep GN pressed & press EUUYN, UN one after other – route is released – Signal is
displays red converted to manual
Conversion of signal from
13 auto to manual – signal • Press and release at a time GN & AGGYN - signal is converted to manual.
displays other than red

C. Relay groups - relays names – function – flow chart for Panel operations.
1. Design philosophy of Siemens interlocking
Relays of 3 signaling elements of point, signal & route are grouped and wired as point group, signal
group & route group.
Important relays in each group and their functions are given below.
Point group relays – for Panel interlocking.
Relay
1 Z1WR1 Point group initiating relay
2 W[R/N]R Point operation / detection switching relay
3 Z1NWR / Z1RWR Switches on normal / reverse point control relay [N/R]WLR
4 WKR1 Point detection relay 1 – continuously proves correspondence of point and point group
5 WKR2 Point detection relay 2 – proves out of correspondence and cross protection
6 WKR3 Point detection relay 3 – proves point correspondence at the end of operation
Point time element relay – controls point contactor relay - drops in not less than 10 sec, in case
7 WJR
of point failure. Also operates when point operation is initiated from R to N
8 WR Relay with heavy duty contacts
9 [R/N]WLR Controls point operation circuit

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Notes on Railway Signaling

Point operation:
i. Point control initiation ii. Point operation control iii. Point detection
R to N N to R
1 Point button Relays up WWNR up, WNR up, EWNR up WWNR up, WNR up, EWNR up
Conditions proved – Point free relays up U[N]S up, OVZ2U[N]R up U[N]S up, OVZ2U[N]R up
2 Point operation common initiation relay up Z1WR1 Z1WR1
3 Point normal / reverse operation initiation WJR up WKR3 up
4 Point detection relays drops WKR1 down, RWKR down WKR1 down, NWKR down
5 Point operation circuit switching relay operates W[R]R up W[R]R up
Point Button relays drop WWNR dn, WNR dn, EWNR dn WWNR dn, WNR dn, EWNR dn
6 Point normal control initiation relay up Z1NWR up Z1RWR up
7 Point control normal locking relay [N]WLR [R]WLR
8 Point group and point out of correspondence proving relay up WKR2 up WKR2 up
9 Point normal / reverse control initiation relay down Z1NWR down Z1RWR down
10 Point contactor relay up WR up WR up
Point machine gets supply – operates
11 Point group and point correspondence proving relay up WKR3 up WKR3 up
12 Point group and point out of correspondence proving relay down WKR2 down WKR2 down
13 Point contactor relay down WR down WR down
14 Point detection circuit switching relay operates W[N]R up W[N]R up
15 Point group and point correspondence proving relay drops WKR3 down WKR3 down
16 Point detection relay up WKR1 up WKR1 up
17 Point detection relay NWKR up RWKR up

Signal operation
i. Route initiation ii. Route setting, checking & locking iii. Signal clearance.
1 Route permissibility checking
Signal & route button relays up GNR up, UNR up
Direction determining relay ZU[R/N]R up
Main / shunt selection relay up Sh G[R/N]R
All Sub-routes initiation Relays are up Z1UR, Z1UR, Z1UR …….
SIGNAL initiation relay up Sh GZR, Mn GZR, Co GGNR
Zonal route permissibility checking relay up ZDUCR
2 Route setting
Route setting relay up U[R]S
Route section clear UDKR
Route section checked DUCR
3 Overlap setting
Overlap setting relay up OVZ2U[R]R
4 Signal lock stick relay GLSR up & sticks
Buttons released
5 Route section locked U[R]LR up
6 Main signal control
Signal lock stick relay up GLSR up
Signal control relay 1 up GR1 up
Route indicator lit UECR up
Signal locked G[R]LR up
Signal lock stick relay down GLSR down
Signal control relay 2 up GR2 up
Red lamp unlit RECR dn
Yellow lamp lit HECR up

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Notes on Railway Signaling

Minor route group relays

Relay Purpose
One for each route section A U[N/R]S & B U[N/R]S in the
1 U[N/R]S Route locking
group, for additional route sections – mini group relays are used
One per sub-route. A route section is set and all Tack circuits in
Sub-route clear
2 UDKR the set route section are clear. Used for signal clearance &
indication relay
route release by train movement
Route section clear
3 DUCR One for each route section A DUCR, B DUCR
checking relay
Sub-route locking One per sub-route. U[R]S + DUCR + Route section clear +
4 U[R/N]LR
relay buttons released = U[R]LR up
Route release One pair for each sub-group. Combination of UYR1&2 and
5 UYR1 & UYR2
relays UDKR is used for sectional route release

Route section release by train movement

1 First TPR & second TPR sequential operation
Train moved sequentially on sub-route track
2 UYR1 up, UYR2 up
3 UDKR up Train cleared sub-route
4 U[N]LR up Route section released
5 U[N]S up Route section normalized
6 UYR1 down, UYR2 down, UDKR down Sequential operation

Signal locking release

1 GNCR up, UNCR up No route initiation
2 Z2U[N]R up left Train from left arrived
3 Z2U[N]R up right Train from right arrived
4 G[N]LR up Signal released
G[N]LR – one for each berthing track

D. Relay groups - relays names – function – flow chart for RRI operations
Point group relays – for RRI
Relay
Z1WR Point group initiating relay
1 Z1WR1 Point group control initiating relay
2 W[R/N]R Point operation / detection circuit switching relay
3 Z1NWR / Z1RWR Switches on normal / reverse point control relay [N/R]WLR
Point detection relay 1 – continuously proves correspondence of point and
4 WKR1
point group
5 WKR2 Point detection relay 2 – proves out of correspondence and cross protection
6 WKR3 Point detection relay 3 – proves point correspondence at the end of operation
Point time element relay – controls point contactor relay - drops in not less
7 WJR than 10 sec, in case of point failure. Also operates when point operation is
initiated from R to N
8 WR Relay with heavy duty contacts
9 WLR Point locking relay – does track locking
10 [N/R]WLR Controls point operation circuit
11 W[R/N]LR Point group locking / unlocking relay

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Notes on Railway Signaling

Point operation sequencing of relays

R to N N to R
1 Point setting control relay A U[R]S or Z2U[R]R B U[R]S or Z2U[R]R
Conditions proved – Point free relays up U[N]S up, OVZ2U[N]R up U[N]S up,OVZ2U[N]R up
2 Point operation common initiation relay 1 up Z1WR Z1WR
Point track locking proved WLR up WLR up
Point operation common initiation relay 2 up Z1WR1 Z1WR1
3 Point normal / reverse operation initiation WJR up WKR3 up
4 Point detection relays drops WKR1 down, WKR1 down,
5 Point operation circuit switching relay operates W[R]R up W[R]R up
6 Point normal control initiation relay up Z1NWR up Z1RWR up
7 Point control normal locking relay [N]WLR [R]WLR
8 Point group and point out of correspondence proving relay up WKR2 up WKR2 up
9 Point normal / reverse control initiation relay down Z1NWR down Z1RWR down
10 Point contactor relay up WR up WR up
Point machine gets supply – operates
11 Point group and point correspondence proving relay up WKR3 up WKR3 up
12 Point group & point out of correspondence proving relay down WKR2 down, WJR dn WKR2 down, WJR dn
13 Point contactor relay down WR down WR down
14 Point detection circuit switching relay operates W[N]R up W[N]R up
15 Point group and point correspondence proving relay drops WKR3 down WKR3 down
16 Point detection relay up WKR1 up WKR1 up
17 Point group locking relay W[R]LR up W[R]LR up
18 Point detection relay NWKR up RWKR up

Signal operation
i. Route initiation ii. Route setting, checking & locking iii. Signal clearance
1 Route permissibility checking
Signal & route button relays up GNR up, UNR up
Direction determining relay ZU[R/N]R up
Main / shunt selection relay up Sh G[R/N]R
All Sub-routes initiation Relays are up Z1UR, Z1UR, Z1UR …….
SIGNAL initiation relay up Sh GZR, Mn GZR, Co GGNR
Zonal route permissibility checking relay up ZDUCR
2 Route setting
Route setting relay up U[R]S
Points in the route & isolation operated NWKR, RWKR
Route section clear UDKR
Route section checked DUCR
3 Overlap setting
Overlap setting relay up OVZ2U[R]R
Points in the route & isolation operated NWKR, RWKR
4 Signal lock stick relay GLSR up & sticks
Buttons released
5 Route section locked U[R]LR up
6 Main signal control
Signal lock stick relay up GLSR up
Signal control relay 1 up GR1 up
Route indicator lit UECR up
Signal locked G[R]LR up
Signal lock stick relay down GLSR down
Signal control relay 2 up GR2 up
Red lamp unlit RECR dn
Yellow lamp lit HECR up

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Notes on Railway Signaling

Assessment of relays for sub-route 101A/B – Signal S1 – Point 101

Route section 101 A/B

Relay Type of relay No of relays Input for data logger
1 101A U[R]S Interlocked Any one relay’s contact to be wired
One relay for Each route section
2 101A U[N]S relay as input

3 101B U[R]S Interlocked Any one relay’s contact to be wired

One relay for Each route section
4 101B U[N]S relay as input

5 101A DUCR Neutral relay One relay for Each route section Required
6 101B DUCR Neutral relay One relay for Each route section Required
7 101 U[R]LR Interlocked Any one relay’s contact to be wired
Common for sub-route
8 101 U[N]LR relay as input

9 101 UDKR Neutral relay Common for sub-route Required

10 101 UYR1 Neutral relay Common for sub-route Required
11 101 UYR2 Neutral relay Common for sub-route Required

Differences between Panel Interlocking & RRI

Panel interlocking RRI
Points are operated individually before signal Points setting and signal operation done by single
1
& route are operated operation by pressing GN & UN buttons
Before operating points route section-free is to
2 U[R]S and OV Z2U[R]R ensures freeness of the point
be manually ensured
NWKR / RWKR are normally down, pick up only when
2 NWKR / RWKR are normally up
route setting is done
Multiple locking
Only two types of locking ZU[R]R – direction determination
3 i. U[R]S locks points i. ZDUCR – Route permissibility checking
ii. U[R]LR locks full route ii. U[R]LR – sub-route locking
iii. G[R]LR – signal lock
U[R]S does the function of both W[R]LR &
4 W[R]LR locks points
U[R]LR
U[R]S & OVZ2U[R]R locks points in route & U[R]S & OVZ2U[R]R operates points in route & overlap
5
overlap U[R]LR lock sub-route
U[R]S requires points in the route in normal
U[R]S changes the points to the required position. Does
6 or reverse. NWKR / RWKR required for A
not allow points to be unlocked unless route is released
U[R]S or B U[R]S

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Notes on Railway Signaling

Siemens RRI Sequence of Relay Operations for Signal Clearance

Signal button G N Pressed Pressed UN Route button

(Signal button relay) GNR u p UNR u p (Route button relay)

GNPR u p UNPR u p

GNCR do wn UNCR do wn

ZU(R/N)R u p (Direction determining relay)

Sh G(R/N)R u p
(Shunt or Main signal selection relay)
Z1UR1 u p (Diversion determining relay of each sub route)

Z1UR u p (Sub route initiating relay of each sub route)

Sh GZR u p Mn GZR u p Co GGNR u p

(Shunt signal initiating relay) (Main signal initiating relay) (Calling on button relay)

ZDUCR (Zonal route permissibility relay)

U(R)PS u p (Route section setting relay ) - all sub routes OV Z2U(R)R u p

U(R)S u p (Overlap setting relay)

TPRs u p * Point group in the route * Point group

(Tracks in sub route) in overlap
NWKR u p GLSR
(all sub routes) UDKR u p RWKR u p Up & Sticks
(Sub route clear) NWKR u p
DUCR up RWKR u p
(Sub route checking relay - All sub routes)

GN, UN Buttons released

(GNPR, UNPR, ZUR, Z1UR1, GZR, ZDUCR- all drop)

U ( R)L R up (One sub route locking relay) - all sub routes are locked

G R1 up (Signal control relay No.1)

G P R1 up (Repeater)

(Signal lock relay) G (R)L R up Stick path of

GLSR disconnected
(Signal lock stick relay) G L S R down

(Yellow lamp control relay) GR2 up

HE CR up

If point is not in required position

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Notes on Railway Signaling

Sequence of relay operation for Calling ON Signal Clearance

Button on operations:
First set the points. When train has occupied the approach track,
Press ‘GN’ and ‘COGGN’ at a time.
Release ‘COGGN’ keeping ‘GN’ pressed and press ‘UN’.

UN GN COGGN
Press Press Press

UN R GN R COGGNR

UN PR GNPR

ZU(R/N)R Direction determining relay

Z1UR Route initiating relay

ZDUCR Zonal route permissibility checking relay

U(R)S Route setting relay (Reverse coil)

COULR1 Calling-on route lock stick relay no:1

AJTR1 Helper relay no:1 for AJTR

AJTR2 Helper relay no:2 for AJTR

Front contact make after 120 Sec AJTR Time element relay

AJTR3 Helper relay no:3 for AJTR

AJTR2 COGGZ Counter

AJTR COULR2 Calling-on route lock stick relay no:2

AJTR1

AJTR3 Calling-ON
‘OFF’

Calling-on clears after 2 minutes COECR Calling-on lamp checking relay

In calling-on signal lamp circuit, COULR1 COULR2 and AJTR1 is proceed

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Notes on Railway Signaling

Sequence of relay operation for emergency cancellation when

there is no train in the approach

Button on operations:
Press ‘GN’ and ‘EUUYN’ simultaneously.
Release ‘EUUYN’ keeping ‘GN’ pressed.
Then press ‘UN’.
Release ‘GN’ and ‘UN’.

UN GN EUUYN
Press Press Press

UN R GNR EUUYNR Emergency route

release button relay

UN PR GN PR

Route initiating relay Z1UR

Route release relay UUYR

EUUYR Emergency route group release relay

Counter - EUUYZ - (In Series) - EUYR Emergency route release relay

U(N)LR Route locking relay (Normal coil)

U(N)S Route setting relay (Normal coil)

OVZ2U(N)R U(N)PS G(N)LR Signal locking relay (Normal coil)

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Notes on Railway Signaling

Emergency route cancellation when there is a train on approach

Pressed GN EGGN Press - Release

GNR EGGNR

EGNR

GR2
Press - Release
RECR EUUYN
Release GN

all Z1URs u p EUUYNR ZDUCR

E UUYNCR

AJTR1 u p

AJTR2 u p

AJTR up (After 120 Sec)

A JTR3 up

AJTR 2 down AJTR down

3 button operation Press ‘GN’ and ‘EUUYN’ simultaneously.
Release ‘EUUYN’ keeping ‘GN’ pressed.
Then press ‘UN’.
Release ‘GN’ and ‘UN’.
Stn EUUYR up

Counter Increments

Stn EUYR up

OVZ2U(N)R up

U(N)LR up

U(N)S u p

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Notes on Railway Signaling

Emergency full route cancellation when there is a train on approach

Button on operations:
After releasing the signal to Red by pressing ‘GN’ and ‘EGGN’.
Press ‘GN’ and ‘EUUYN’ simultaneously and release.

GN EUUYN
Press Press

G NR EUUYNR

G NPR

AJTR1 Helper relay no:1 for AJTR

AJTR2 Helper relay no:2 for AJTR

Front contact make after 120 Sec AJTR Time element relay

White dot indication recomes steady AJTR3 Helper relay no:3 for AJTR

AJTR2 Helper relay no:1

AJTR Helper relay no:1

Emergency Sub-Route Cancellation (by EUYN key)

EUYN WN E UY N
Press Press Key IN

EUYNR W NR

Counter operates in series with ‘EUYR’ E UY Z Counter

E UY R Emergency route release relay

U( N) LR Route locking relay (Normal coil)

U( N) S Route setting relay (Normal coil)

G ( N) LR Signal locking relay (Normal coil)

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Notes on Railway Signaling

Siemens - Auto to Manual Conversion

Case1: Signal displaying Y / YY / G
Case2: Signal displaying Red

Case1: Operation
[Link] GN and AGGYN buttons at a time and release.

Case2: Operations
[Link] GN and AGGYN buttons at a time and release.
[Link] GN and EUUYN buttons at a time and release only EUUYN button,
then press UN button.

Case1: Signal displaying Yellow / Double Yellow / Green - sequence of relays

Pressed GN AGGYN Pressed

(Signal button relay) G N R AGGYNR (Auto working cancellation

button relay)

AUYR (Auto working cancel relay)

‘ A’ light (Lamp supply disconnect)

AECR (‘A’ lamp not lit)

Signal OFF
D / H / HHECR up

AU( N) R (Auto working setting relay NORMAL)

AUYR

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Notes on Railway Signaling

Siemens - Conversion from Manual to Automatic

1. Press and Release GN, UN - Signal cleared

2. Press and Release GN, AGGN - Signal connected to Automatic

Pressed GN AGGN Pressed

(Signal button relay) G NR AGGNR (Auto working Initiation

button relay)

GLSPR
Al l Poi nts Normal

A U ( R)R (Automatic working setting relay)

‘ A ’ l a mp l i t

AECR

Train passed signal and reached berthing track

U(N)S (Route released)

GLSPR

All route tracks clear (Train cleared berthing track)

AULR (Auto working locking relay)

AUZ1UR (Auto route set relay)

U ( R ) S u p (Route set)

GLSR

GLSPR

AUZ1UR

Signal OFF

A UZ 1 UR by passes G NR and UN R Contacts in route initiation circuit

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Notes on Railway Signaling

ANNEXURE - I
Relay Interlocking
1. Signaling Relays
Relays used in signaling system are of two types (Neutral & Latch) – based on their operation properties.

Neutral Relay:
The neutral relay has one or more coils. It picks up when supply is given to a coil – and drops when
supply is cut off. Three types of neutral relays are used to meet different requirements – line, track &
lamp proving relays.

Latch Relay:
The latch relay has two coils. A latch relay operates and latches to one state (say, up) when supply is given
to one of the coils. The latch relay remains up even after the supply is cut off from the coil. When supply
is given to the second coil, the latch relay latches to another position (Down) and remains in the same
state until power supply is given to the first coil.
In magnetic latch relays latching is achieved by a permanent magnet. In mechanical latch relays
latching is achieved mechanically.
Latch relays are required to retain a transient state – for example, pressing of a button (its state
becomes normal after releasing the button).
The latch relay state remains even when power supply fails / disconnected to relay coil.

Relay Application & Operating Voltage

Neutral relay – Line relay Input and output relays of interlocking system and
QN1, QNN1 – internal use interlocking relays.
QNA1, QNNA1 – External use Operating supply: 24V, 50V.
QBCA1 – Contactor relay for point 50V DC relays are used as interface relays of Westrace
machine operation Mark-II EI of Siemens.
1 Neutral relay - track relay -
DC Track circuit – 1.5V DC
QT2, QTA2

Neutral relay – universal lamp These are current sensing relays – called ECRs – used to
proving relay - QECX1 prove that the signal lamp is lit. Working current of LED lit
(used for LED lit lamps) lamps 90ma to150ma

To latch the TCF / TGT status used in block instrument &

Latch relays - magnetic latch
interlocking circuit. Voltage -24V DC. Used in British practice.
2
To latch the status used in SIEMENS interlocking circuit.
Latch relays - mechanical latch
Voltage – 60V DC. Used in siemens practice.

QNN1 & QNNA1 relays – in one relay enclosing case two relays are provided. Each relay has 8 contacts
only instead of 16 contacts.

QBCA1 relay – it has 4 contacts which can carry 20 amp current [normal Q style relay contact carries 2
Amp current only]. It is used for operation of point machines.

QTA1, QTA2 relays have limited contacts – 2F & 2B. Similarly, QECX1 relays have 3F /3B contacts only.
Repeater relays are used for more contacts.

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Notes on Railway Signaling

Stick Circuit:
Latch function is achieved by signaling circuit design using neutral relays. It is called stick circuit. The
stick circuit relay drops when power supply fails – unlike in case of latch relays.

Example of stick circuit with neutral relay.

Explanation of the above circuit:

a. 1TSR is a neutral relay, it functions like a latch relay. When signal switch is normalized [IRR down]
and route released [IASR up], and 1Track is not occupied 1TSR picks up.

b. The front contact of 1TSR is used in the stick circuit by bypassing 1RR & 1ASR contacts.

c. When the switch is reversed – 1TSR does not drop – even when 1RR back contact is open and 1ASR
front contact is open.

d. 1TSR drops only after train passing the signal – i.e., 1TPR front contact is open.

Function of 1TSR is to provide – one train for one signal operation.

1TSR front contact is used in signal HR circuit.

Latch relays are used in SSBPAC D for retaining the conditions of TCF and TGT.

2. Assessment of relays for a typical station

Relays can be grouped as follows for ease of understanding:
i. Interface relays – Status & control relays – point, signal, track circuit, axle counter, LC gate, CH
ii. Route relays – route checking, route locking, route release & cancellation.
iii. Button relays.
iv. Interlocking relays – point, LC gate, Crank handle

Operations on button type panels – route setting – IR standard

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Notes on Railway Signaling

Signal interface relays

Signal Output interface relay Input interface relay
1 S1D 1DHHR, 1DDR 1DHECR, 1DHHECR, 1DDECR
2 S1 1HR, 1DR, 1UGR 1RECR, 1HECR, 1DECR, 1UECR
3 C1 C1HR C1HECR
4 S27 27DR 27RECR, 27DECR
5 Sh1 Sh1HR Sh1ON ECR, Sh1 OFF ECR
6 S28 28HR 28RECR, 28HECR
7 S29 29HR, 29DR 29RECR, 29HECR, 29DECR
8 S3 3HR 3RECR, 3HECR
9 S2 2HR, 2DR 2RECR, 2HECR, 2DECR
10 Sh3 Sh3HR Sh3 OFF ECR
11 Sh4 Sh4HR Sh4 ON ECR, Sh4 OFF ECR
12 Sh5 Sh5HR Sh5 ON ECR, Sh5 OFF ECR
13 S4 4DR 4RECR, 4DECR
14 S30 30HR, 30DR, 30UGR 30RECR, 30HECR, 30DECR, 30UECR
15 C30 C30HR C30HECR
16 S30D 30DHHR, 30DDR 30DHECR, 30DHHECR, 30DDECR

Point interface relays

Point Output interface relay Input interface relay
1 P11 11NWR, 11RWR, 11WR 11NWKR, 11RWKR
2 P12 12NWR, 12RWR, 12WR 12NWKR, 12RWKR
3 P13 13NWR, 13RWR, 13WR 13NWKR, 13RWKR
4 CH1 CH1YR CH1PR
5 CH2 CH2YR CH2PR
6 CH3 CH3YR CH3PR

Route related relays (for EI, BITS) - for routes on up-side

Signal & Route Nature of the route Route locking relay Route checking relay Route release relay
1 S1-S2 One signal two 1UYR1, 1UYR2,
1UCR 1ASR
2 S1-S3 routes 1UYR3
3 Sh1-S2 One signal two Sh1UYR1,
Sh1UCR Sh1ASR
4 Sh1-S3 routes Sh1UYR2
5 S28-S27 Two signals to same 28/29UYR1,
28/29UCR 28/29ASR
6 S29-S27 destination 28/29UYR2
7 C1-S2 One signal two No separate route
C1UCR C1ASR
8 C1-S3 routes release relays
9 S29 No route
10 S1D No route

Interlocking relays (for EI, BITS)

Function Relay Purpose
1 Point WLR Point lock relay
2 CH CHFR CH free relay
3 LC gate LXFR Gate free relay

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Button related relays (for EI, BITS)

Button Relay Button (Common buttons) Relay
1 S1 1GNR 1 NWWN NWWNR
2 C1 C1GNR 2 RWWN RWWNR
3 S27 27GNR 3 EWN EWNR
4 Sh1 Sh1GNR 4 EGN EGNR
5 S28 28GNR 5 COGGN COGGNR
6 S29 29GNR 6 EUUYN EUUYNR
7 S3 3GNR 7 EUYN / RRBUN EUYNR / RRBUNR
8 S2 2GNR 8 GYN GYNR
9 Sh3 Sh3GNR 9 GRN GRNR
10 Sh4 Sh4GNR
11 Sh5 Sh5GNR
12 S4 4GNR
13 S30 30GNR
14 C30 C30GNR
15 P11 11WNR
16 P12 12WNR
17 P13 13WNR
18 CH1N CH1NR
19 CH2N CH2NR
20 CH3N CH3NR

3. Powering of signaling elements – points, signals, track circuits etc.

Signaling element – Power supply required
Sig element Purpose
1 Point Operation – 110 V DC Detection – 24 V DC
2 Signal Lighting – 110 V AC Cutting at location – 24 V DC
3 DC Track circuit Feed end charger – 110 V AC Relay end TPR – 24 V DC
4 Axle counter Axle counter - 24 V DC Reset Line Verification – 24 V DC

Power supplies [Busbars] – extended to the field

Supply Division
1 110 V AC for signals One supply for each direction Two for a station
2 110 V AC for DC Track circuit One supply for each direction Two for a station
3 24 V DC External One supply for each direction Two for a station
4 110 V DC for point operation One supply for station One for a station
Power supplies [Busbars] – for internal loads at station
Equipment Supply
Separate DC-DC converter in EI room
1 EI 110 V DC – shared with IPS
provides 24 V DC for EI
2 Data logger 24 V DC
3 Internal relays 24 V DC
4 SSDAC 24 V DC
5 MSDAC 24 V DC
6 Block instrument local 24 V – 40 V DC
7 Block instrument line 24 V – 100 V DC
8 Block instrument phone 6 V DC
9 Weak cells charging 12 V DC

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Diagram – Power supply to various signaling elements

110 V AC busbar 1. Extends supply to each track circuit – Feed End location box
1
Track circuits 2. Separate busbar to each side of the yard
1. Extends supply to each SSDAC / HASSDAC located at advanced starter in
24 V DC to SSDAC /
2 single line and Home & advanced starters on double line
HASSDAC
2. Common busbar to both SSDAC / HASSDACs of the yard
One for each side of the yard
From field to relay room – 1
1. Supply for point detection
2. Supply for TR repeating to relay room
3. Supply to CH status – repeating to relay room
3 24 V DC External 4. Supply to gate status – repeating to relay room
From relay room to field – 2
1. Signal lamp control cut-in relays
2. CH release relays
3. Gate release relays
1. One supply for each side of the yard
110 V AC for signal
4 2. some railways have separate supplies for group of signals within 600 meters &
lighting
more than 600 meters
110 V DC for point
5 One supply per station
operation

4. Cable core plan design & Location box design

Two important outdoor design documents are Cable core plan design & Location box design.
General practice followed for the design of cable core plan.
Cable core plan design is assigning cable conductors in a cable to different functions [point, signal etc.].
i. As far as possible all conductors of a function / gear [point, signal etc.] are provided in one cable.
ii. In case of multiple lines – separate cable to be considered for functions of each line.
iii. Point operation and detection conductors are not provided in the same cable.
iv. Power cables are provided in ring – to avoid failure of signaling in case of one cable fault.
v. Spare conductors in each cable shall be 20%.
vi. One location box can have multiple gears’ control and operation cables and relays.
vii. Full location box is used where more relays and equipment are to be accommodated.
viii. Half location box is used for termination of through cables.
ix. Underground signaling cables used for railway signaling have multiple conductors of 8 / 12 / 14 / 19
/ 20 / 24 / 30. Each conductor is of 1.5 [Link]. copper [loop resistance of 22 ohms per km].

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x. DC Track circuit feed end.

a) 110 V AC busbar cable is terminated to power the track feed charger.
b) 2 core signaling cable conductors are used to prove potential free contact of charger.
xi. DC Track circuit Relay end
a) 24 V DC busbar is terminated to be used for TPR circuit.
b) 2 conductors are required to repeat TR as TPR in relay room.
Number of conductors required for the gears are given below:
Function / gear No of conductors
1 Main signal lamp lighting 2 conductors for each lamp [RG, HG, HHG, DG]
Signal lamp lighting control at
2 2 conductors for each OFF-aspect lamp [HPR, HHPR, DPR]
signal
2 C for each route for lighting & 2C for each route for local control
3 Route lamp
relay at signal.
Calling-on lamp lighting & local
4 4 conductors
control at signal
5 Shunt signal post type 2 C for lighting and 2 C for lighting control at signal.
2 C for ON aspect & 2 C for OFF aspect lamps lighting and
6 Shunt signal ground type
2 C for lighting control at signal.
7 Point detection 4 C – two for normal & two for reverse detection.
Separate cable to each point.
3 conductors – for less than 150 m from relay room
Point operation – contactor
8 6 C – for distance between 151 & 300 m
relay in relay room
9 C – for distance between 301 & 450 m
12 C – for 451 & 600 m
Point operation – contactor
9 110 V DC busbar is extended by power cable to each point location.
relays at point location.
10 Local operated point control. 4 C – two to prove control IN at point & two for releasing the control
11 Local operated point detection. 4 C – two for normal & two for reverse detection.
12 Crank handle 4 C – two to prove crank handle control IN & two for releasing control
13 LC gate 4 C – two to prove LC gate control IN & two for releasing control
14 A / AG lamp 4 C – two for lighting the lamp – two for controlling at signal
110 V AC busbar cable is terminated to power track feed charger.
15 DC track circuit – Feed End 2 core signaling cable conductors are used to prove potential free
contact of charger.
24 V DC busbar is terminated to be used for TPR circuit.
16 DC track circuit – Relay End
2 conductors are required to repeat TR as TPR in relay room.

Example: Design of cable core plan for home signal with calling on and four route lamps & two track relays.
Cable core allocation table:
Function Cores Function Cores Function Cores
1 Home RG 2 6 Calling-on 4 11 UGPR1 2
2 Home HG 2 7 Route 1 2 12 UGPR2 2
3 Home DG 2 8 Route 2 2 13 UGPR3 2
4 Home HPR 2 9 Route 3 2 14 UGPR4 2
5 Home DPR 2 10 Route 4 2 15 TPRs 2 4
16 TFC PFC 2
10 12 14
Working conductors – 36. spare – 7. Total 43. One 20 core & one 24 core cables can be planned.
Location box to cater: 8 relays, two cables & one busbar of 24 V DC – a full location box to be planned

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5. Signal lighting circuits – different practices

i. In electrified area AC voltage is induced in the signaling copper cable used to apply controlled power
supply to point machines, signals, and relays.
ii. The induced voltage is 116 V per KM on single line and 95 V per KM on double line.
iii. Maximum permissible induced voltage is restricted to 400 V for human safety with factor of safety of
1.5 [ i.e., maximum induced voltage in a condcutor shall not exceed – 266 V]
The following length restrictions are imposed on the length of circuits based on human safety and relays /
equipment immunity.

Maximum direct feed Solution if length exceeds the

Equipment
Single line Double line direct feed limits
Q style immunised relay – length Relay circuit is cut and repeated by another
1 2.1 KM 2.8 KM
of the circuit supply and cable
Local feeding with control repeater relay at
Signal lamp – distance between
2 180 m 220 m signal location or Remote feeding from relay
signal and signal control relay
room with control repeater relay at location
Point machine – distance between Point contactor relay shall be located near
3 910 m 1100 m
point and point contactor relay point machine

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6. Transfer of control of Crank handle & LC gate with KLCR & EKT
Electrical Key Transmitter [EKT] and Key Lock Control Relay [KLCR]
While interlocking Systems is electrical – things like crank handle and Mechanical Lifting Barrier are mechanical.
An electromechanical device is required to enable interlocking these mechanical things. EKT & KLR (or KLCR)
serve this purpose.
Features of EKT:
i. EKT has provision to insert a key.
ii. Keys are differentiated by ‘ward number.’
iii. After closing LC gate, a key is released. The key from LC gate is inserted in EKT and turned clockwise slightly.
iv. By this, the key gets locked in the EKT and a contact is closed.
v. Closed contact is used to pick up a relay which represents that the key is IN.
vi. EKT has an electrical coil.
vii. When electrical supply of 24V DC is applied to the coli – the key locked in the EKT is released.
viii. The Key can be used to open the gate.
ix. Electrical supply of 24 V DC is applied proving the safe conditions – to open the gate.
x. EKT has two circuits – Key IN proving circuit, Key releasing circuit.
xi. Two important relays are – Key IN proving relay & key releasing relay.
xii. Two more relays – LC release initiation relay and LC free to open relays are used in interlocking Systems.
xiii. Relays to release LC/CH in case of emergency (in case of failure) are separately provided.
xiv. Key used by EKT is bigger than the key of KLR. It is called E type key. Each key can have a different ward.
xv. If more than one key is used at a station – the words of EKTs shall be different.
xvi. KLR keys are smaller & of different types. When more than one KLR is used, they shall be of different types

KLCR EKT

Diagram below shows the control transfer by EKT – between Level crossing gate and station.

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Control transfer from gate to station.

i. At gate location – After closing gate – Key is inserted in the EKT and turned clockwise direction.
ii. Key is locked mechanically & relay LXR is up at gate location.
iii. Further – LXR is repeated as LXPR at station.
iv. LXPR is used in interlocking.
Control transfer from station to gate.
i. After passage of the train gate is free [LXFR up] – SM operates his control switch / button – to release the key from EKT.
ii. LXYR is up at station. It is repeated to gate location as LXYPR.
iii. LXYPR extends power to lock coil – releasing the mechanical lock.
iv. LC gate key is released. It is used to open the gate

Diagram below shows the control transfer by KLR – between Crank Handle location and station.

Control transfer from station to Crank Handle [CH] location.

i. One crank handle is used for each point or a group of points – with one button for its control.
ii. Two common buttons are used to receive or send the control of crank handle.
iii. Emergency crank handle release feature is also provided to release it in case of failure.

CH1ZYR - CH release relay

ECHCPR - CH emergency release relay
CH1KLNR - CH in proving relay
CH1KLR - CH key lock relay

i. CH key is locked in KLR relay.

ii. At station – When CH is free SM operates control transfer switch or button – CH1ZYR relay is UP.
iii. CH1ZYR extends power to CH location box. Person using CH presses button. KLR relay gets supply.
iv. CH key is removed from KLR – which releases Crank Handle.
v. This causes CH1KLNR to drop at station – disabling all signals over the point.

Control transfer from Crank Handle [CH] location to station.

i. After usage of the Crank handle – CH key is inserted and turned clock wise.
ii. It makes CH1KLR back contact – which in turn sends supply to station to pick up CHIKLNR.

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7. Typical signaling circuits – switch operated signal

The following circuits are for S1 signal – Its opposite signal is S2 & next signal is S6. First control track is 1T
and berthing track is 3T

Signal control circuit

1 1UCR Route checked 8 CH1LR, CH1FR CH is IN & locked

2 1ASR Route locked 9 1UYR1, 1UYR2,1UYR3 Route release relays
3 1TSR One signal one train 10 1CAR, 1JSLR, 1 1NJPR Cancellation relays
4 2ASR Conflicting route free 11 1RR Signal switch relay
5 1TPR, 2TPR Route is free 12 1UCR Cross protection
6 LX2PR, LX2FR LC gate closed and locked 13 1UCR Double cutting
7 10NWKR,11NWKR Points detected 14 6GECPR Next signal is lit

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Relay to pick up Conditions

Signal controls normal [HR down, DR down] & Route is
1 Common condition for UYRs to pick up
locked [ASR down]
2 UYR1 1st track down [2nd track up]
3 UYR2 2nd track down [1st & 3rd tracks up]
4 UYR3 3rd track down [ 1st & 2nd tracks up]
NOTE: 1st & 2nd tracks up & all 3 UYRs up is proved in ASR

8. Sectional route release with ASR, TLSR, TRSR

Why sectional route release: To enable release the route in parts – which permits another movement
before the first route is completely released.
Where used: In big yards where the route length is more [with many points in the route]
Route division: Each point is provided with its own route locking and release relays. If there is a track at
the beginning of the signal without a point – it is also provided with a locking and release relays.

Names given to route locking relays:

Practice 1:
i. Every route has one ASR - for the first one or two tracks of the route – ASR.
ii. For tracks with points [Ex: 21AT, 21BT] – 21A TLSR & 21A TRSR and 21B TLSR & 21B TRSR
a) 21A TLSR – applies to direction of movement over 21AT towards left side of SM
b) 21A TRSR – applies to direction of movement over 21AT towards right side of SM
Practice 2:
Towards left side of SIP - TLSR & right – TRSR

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Route Locking Relays for each Track circuit

S6 & S8 – have common ASR and S10 & S12 – have common ASR

Locking track Locking relays

circuits Right to Left Left to Right
1 2T, 1 T S1 ASR
2 4T, 3T S3 ASR
3 20AT 20A TLSR 20A TRSR
4 20BT 20B TLSR 20B TRSR
5 21AT 21A TLSR 20A TRSR
6 21BT 21B TLSR 21B TRSR
7 22BT 22B TRSR
S6/8 ASR
8 22AT 22A TRSR
9 23AT 23A TRSR
S10/12 ASR
10 23BT 23B TRSR
Example:
Route locking relays for Route S1 - S5: S1 ASR, 20A TRSR, 21A TRSR, 22B TRSR, 22A TRSR
Route locking relays for Route S12 – S2: S12/10 ASR, 21B TLSR, 20B TLSR, 20A TLSR

9. Q Style relays & contacts identification of different relays and wiring

1. Relay position is identified by – Relay rack number & position of the relay in the relay rack.
[Ex: Relay 63_NWCR is at R1G3, R1F5 position is allotted to - relay 61_NWCZR]

2. Q style relay has 16 contacts. They are numbered as – (see next page)
[A1, A2] to [A7, A8] – 4 contacts on left most column – i.e. first column
[B1, B2] to [B7, B8] – 4 contacts – 2nd column
[C1, C2] to [C7, C8] – 4 contacts – 3rd column
[D1, D2] to [D7, D8] – 4 contacts – 4th column

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3. Identification of relays and contacts for the following circuit

Relay Contact Relay Contact

101 WJR_J relay is in 101 WCZR relay is in rack 01,

1 B6, B5 – front contact 4 No contact, only coil
rack 01, position F07 position K08
101 NDKR relay is in 101 WCZR1 relay is in rack 01,
2 A5, A6 – back contact 5 No contact, only coil
rack 01, position H05 position K09
101 RDKR relay is in 101 WCZR relay is in rack 01,
3 A5, A6 – back contact 6 B3,B4 is front contact
rack 01, position H06 position K08

Q Style relay – identification of contacts and coil wires – at the base of the relay
Q style types of relays & contact configuration

Relay code Type of relay Purpose Example

1 QN1, 8F- 8B or 12F- 4B Neutral General purpose - indoor HR, DR, NWKPR, RWKPR

2 QNA1, 8F- 8B or 12F- 4B Neutral General purpose - External

TPR, NWKR, RWKR, LXPR
3 QNNA1-2, 6F- 2B or 4F- 4B Neutral twin relays General purpose - External

4 QECX-61, 4F-4B Current sensing Lamp proving RECR, DECR, HECR, UECR

5 QBCA1, 2F[HD]- 4B Heavy duty contacts Point machine operation NWCR, RWCR, WCR

QN1 8F – 8B & QNA1 8F – 8B

• 1st & 2nd rows consisting of 8 contacts are front contacts.
• 3rd & 4th rows consisting of 8 contacts are back contacts.

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QN1 12F – 4B & QNA1 12F – 4B

• 1st & 2nd rows consisting of 8 contacts & B & C columns 4 contacts are front contacts.
• 3rd & 4th rows except B & C columns consisting of 4 contacts are back contacts.

QNNA1 – 2, 6F- 2B or 4F- 4B

• These are twin relays. R1 & R2 are connected to relay 1 coil. R3 & R4 are connected to relay 2 coil.
• Contacts of A & B columns pertain to relay 1 and contacts of C & D columns pertain to relay 2.
• F are front contacts & B are back contacts.

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QECX-61 4F - 4B & QBCA1 2F[HD]-4B have configuration as shown below.

10. Q style relay contact wiring – to data logger – steps

Two practices
With intermediate termination on tag block fixed on relay rack
i. 16/0.2 multi stand wire is connected between relay base and intermediate tag block.
ii. From intermediate tag block to DL digital tag block – 0.6 mm wire is used.
Without intermediate tag block
i.16/0.2 multi stand wire is connected between relay base and DL digital tag block.
Practice 1 - Wiring from relay contact to data logger

Wiring the first contact or contact which is directly connected to data logger supply ground.
i. Identify the location of relay and its contact allotted for wiring to data logger from the circuit given by
railways. [Shown in the above diagram]
ii. Nominated contact has two ends - Ex: C5 & C6 of 5RECPR - first input.
iii. Connect the first wire from the nominated input terminal of data logger digital tag block to the
intermediate terminal - i.e., R1C1 - 1.
iv. Connect the 2nd wire from one end of nominated relay contact - i.e., C5 - to the intermediate
terminal - i.e., R1C1-1.
v. Connect the 3rd wire from second end of the contact - i.e., C6 to ground terminal of data logger supply.
vi. Connect 4th wire from the same second end of the contact to the next input’s contact.

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Wiring other than the first contact or contact which is not directly connected to data logger supply
ground.
i. Identify the location of relay and its contact allotted for wiring to data logger from the circuit given by
railways.
ii. Nominated contact has two ends - Ex: C3 & C4 of 2HR - 3rd input.
iii. Connect the first wire from the nominated input terminal of data logger digital tag block to the
intermediate terminal - i.e., R1C1 - 3.
iv. Connect the 2nd wire from one end of nominated relay contact - i.e., C3 - to the intermediate terminal - i.e.,
R1C1-3.
v. The 3rd wire which is earlier connected to C6 contact terminal of 2nd input - is to be terminated at C4
contact of 2HR.
vi. Connect 4th wire from the same second end of the contact [C4] to the next input’s contact - i.e.,
C4 of DR.
Practice 2 - Wiring from relay contact to data logger.

Wiring the first contact or contact which is directly connected to DL supply ground,
i. Identify the location of relay and its contact allotted for wiring to data logger from the circuit given by
railways. [Shown in the above diagram]
ii. Nominated contact has two ends – Ex: D3 & D4 of SH33_HR – first input.
iii. Connect first wire from nominated input terminal of data logger digital tag block – i.e., 1 to one end of
nominated relay contact – i.e., D3.
iv. Connect the 2nd wire from second end of the contact – i.e., D4 to ground terminal of data logger
supply N24.
v. Connect 3rd wire from the second end of the contact to the next input’s contact – i.e., D4 of SH34_HR.
Wiring contact which is not directly connected to DL supply ground.
i. Identify the location of relay and its contact allotted for wiring to data logger from the circuit given by
railways. [Shown in the above diagram]
ii. Nominated contact has two ends – Ex: D3 & D4 of SH34_HR – 2nd input.
iii. Connect the first wire from the nominated input terminal of data logger digital tag block to one end of
the contact – i.e., D3 of SH34_HR.
iv. Connect the 2nd wire from second end of nominated relay contact – i.e., D4 of SH34_HR – to the next
input contact one end – i.e., D4 of SH35_HR.
v. The 3rd wire which is earlier connected to D4 of SH33_HR – has to be terminated at D4 of SH34_HR.

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ANNEXURE – II
Electronic Interlocking

1. EI - hot stand by with & without I/O cards and interface with – MSDAC, signal, point, LC, CH

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2. Releasing of crank handle at Distributed EI station – in case of EI failure

i. Crank handle is interlocked with EI. In case of EI failure – all Crank handles get locked.
ii. To release the crank handles – SM inserts Emergency Crank Handle Key in SM panel and presses
ECH button – it initiates the CH release.
iii. After 2 minutes time delay – ECH CZR relays picks up and releases all crank handles.
iv. After EI failure is restored – SM removes the ECH Key and inserts back all CHs back.

Removal of CH – Emergency operation

Action at SER
At SER At RH
Action / conditions
Relay operated Purpose Relay operated Purpose
proved
Emergency SM CH
1 EKTPR SER up
Key inserted by SM
ECHR pushbutton
2 ECH PR SER up Repeated to RHs ECH PR RH up Initiation relay
pressed by SM
Proved in EI – to
Proved in EI – to restore to
ECHRBPR SER restore to normalcy ECHRBPR RH
3 normalcy after withdrawal
down after withdrawal of down
of emergency operation
emergency operation
Proving all signals of
4 ECH CPR RH up RH normal &
ECH PR RH up
5 ECH JSLR RH up Timer initiation
Timer relay – picks up after
6 ECH JR RH up
2 min after initiation
Final relay to release CH.
Picks up – CHEKT coil gets
7 ECH CR RH up
Power supply to release
crank handle KEY

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Restoration of CH – Emergency operation

Action at SER
At SER At RH / Gumty
Action /
Relay operated Purpose Relay operated Purpose
condition
Emergency SM
1 CH Key taken out EKTPR SER down
by SM
2 ECH PR SER down Repeated to RHs ECH PR RH down
3 ECH CPR SER down ECH CPR RH down
4 ECH JSLR SER down ECH JSLR RH down
5 ECH JR SER down ECH JR RH down
Drops ECH CZRs and Drops ECH CZRs and
6 ECHR CR SER down ECHR CR RH down
cuts supply to CH KLRs cuts supply to CH KLRs

Given as input to EI - EI Given as input to EI - EI

assumes normal state assumes normal state
7 ECHRBPR SER up after restoration of EI ECHRBPR RH up after restoration of EI
failure proving failure proving
ECHRBPR SER is up ECHRBPR RH is up

3. Electronic Interlocking system - standardization of LOGIC and interface circuit by RDSO

Buttons & purpose
NAME OF BUTTON FUNCTION EI BIT Example
1 Main Signal Button S**GN To initiate Main signal. S**GN_P S17GN_P
2 Shunt Signal Button SH**GN To initiate Shunt signal. SH**GN_P SH17GN_P
3 Calling ON button C**GN To initiate Calling on signal C**GN_P C17GN_P
4 Route Button UN To initiate route UN_P 01AUN_P
5 Point Button WN To initiate point operation WN_P 101/102WN_P
6 Point group button NWWN To initiate point operation NWWN_P NWWN_P
7 Point group button RWWN To initiate point operation RWWN_P RWWN_P
8 Emergency point button EWN To initiate point emergency operation EWN_P EWN_P
9 LC button LC**XN To initiate LC control – taking & giving LC**XN_P LC32XN_P
10 Crank handle button CH**YN To initiate CH control – taking & giving CH1YN_P CH1YN_P
11 Slot button YN For giving slot YN_P YN_P
12 Group slot Button GSB For giving slot to LC, CH and cabin GSB_P GSB_P
13 Group slot return Button GSRB For taking back slot to LC, CH and cabin GSRB_P GSRB_P
Emergency route
14 EUUYN To initiate Emergency route release EUUYN_P EUUYN_P
release button
Emergency Sub-route
15 ESUYN To initiate Emergency Sub-route cancel ESUYN_P ESUYN_P
cancel button
16 Overlap release button OYN For releasing overlap in emergency OYNR OYN_P
17 Buzzer ACK button ACKN For acknowledging the buzzer. ACK_P ACK_P
18 Signal Raising Button EGRN For raising the signal to ON. EGRN_P EGRN_P
19 SM Operating Key SMKEY SM key for normal operation SMKEY SMKEY
20 Emergency Key EMKEY SM Key for Emergency operation by VDU EMKEY_IN EMKEY_IN
Extreme Emergency SM key for Emergency release of all
21 EECHKEY ECH_PR ECH_PR
external Key Crank handle during failure of EI / VDU

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Button & key bits

Operation Button Bit triggered
1 When OPC1 is active OPC1↑ OPC2↓
2 When OPC2 is active OPC1↓ OPC2↑
3 SM Key Physical SMKEY_IN↑ (Remains up until physical SM key is in)
4 EUUYN cancellation EUUYN_P↑ + S15GN_P↑
5 ESUYN (Super Emergency cancellation) ESUYN_P↑ + S15GN_P↑
6 Emergency Key Physical EMKEY_IN↑ (Remains up till physical key is in)
7 Signal Operation S15GN_P↑ + 03UN_P↑
8 Calling On signal operation C15GN_P↑ + 03UN_P↑
9 Signal Cancellation S15GN_P↑ + EGRN_P↑
10 Overlap Cancellation S15GN_P↑ + EOVN_P↑
11 Point operation (N to R ) 105/106 WN_P↑ + RWWN_P↑
12 Point Operation (R to N) 105/106 WN_P↑ + NWWN_P↑
13 Emergency Point operation (N to R) 105/106 WN_P↑ + RWWN_P↑ + EWN_P↑
14 Emergency Point operation (R to N) 105/106 WN_P↑ + NWWN_P↑ + EWN_P↑
15 Crank Handle Control Transmit CH01YN_P↑ + GSBN_P↑
16 Crank Handle Control Receive CH01YN_P↑ + GSRBN_P↑
17 Level Crossing Control Transmit LC32XN_P↑ + GSBN_P↑
18 Level Crossing Control Receive LC32XN_P↑ + GSRBN_P↑
19 Alarm Acknowledgement ACK_P↑

EI Start up sequence of events

Physical keys, buttons and counters
System (EI) initiation bits
Key / button Purpose
POWERUP - System boot up bit
To prove authorized
SYSSTART - EI is healthy ready to 1 SM Key
operation
process logic.
Emergency CH To remove CH when
2
SYSON - EI is ready for Operation. Key EI fails
PICKUP - Releases stick relays - To changeover
during system startup - if all 3 VDU fail key from failed VDU to
conditions are satisfied. standby VDU
To cancel route when
EUYN external
4 track circuit fails
key
[Sub-route cancel]
Emergency CH To remove CH when
5
button EI fails
Counters
Calling on
1
operation
Emergency
2 route
cancellation
Overlap
3
cancellation
Emergency CH
4
removal
Sub-route
5
cancellation
Emergency
6
Point operation
7 EI system fail

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Point Operation & Detection - EI Station

Point Operation - Standard EI Logic of RDSO

Relay Code Picks up Drops

1 Point locking bit WLR Point not locked in a route or overlap Point locked in a route or overlap
2 Auto N / R operation latch bit NCR1 / RCR1 When LR up When LR dropped
Auto N / R operation requirement NCR1 / RCR1 up & Interlocking
3 NCR2 / RCR2 Interlocking latch bit NWR/RWR up
proving bit latch bit NWR / RWR down
Auto N / R operation [NCR1 & NCR2] or
4 NCR3 / RCR3 Point detected NWKR / RWKR up
completion proving bit [RCR1 & RCR2] up
5 Point manual operation bit WNR
When point operation command is
Point manual operation N / R NWWNR / Drops within 3 Sec
6 selected
common bit RWWNR
Auto operation - NCR2 / RCR2 up Auto operation - NCR2 / RCR2 dn
Point manual operation Z1NWR /
7 Manual operation - WNR & Manual operation - WNR &
initiation bit Z1RWR
NWWNR / RWWNR up NWWNR / RWWNR dn
Auto operation - WLR up, Z1RWR
Auto operation - NCR2 / RCR2 up
/ Z1NWR up
8 Point N/R interlocking latch bit NWR / RWR
Manual operation - WNR & Auto operation - when WLR up,
NWWNR / RWWNR up Z1RWR / Z1NWR up
9 Mid stroke reversal prevention bit XR Normally up WJR.J up
10 Point operation window bits WJR WLR up, Z1RWR / Z1NWR up XR dn
11 WJR1 WJR up WJR.J up
12 WJR.J WJR & WJR1 up 12 sec after WJR1 dn
13 Point switching bit NWCR / RWCR
Point operation N / R interface
14 NWZR / RWZR
relay - latch
Point operation common interface
15 WCZR
relay - neutral
16 N / R point contactor relay NWCZR/RWCZR
17 Common point contactor relay WCZR1
18 Point detection interface relay NDKR, RDKR
19 Point detection bit NWKR / RWKR

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4. Out of correspondence of signaling elements - hazard mitigation in Electronic Interlocking

Out of correspondence of signaling elements may occur due to misbehavior of interlocking system or
outdoor equipment / cables or due to not following laid down processes of maintenance activity. Some
cases of out of correspondence can be identified by the interlocking system itself and some cannot be.
Example of identification of out of correspondence by interlocking system: HR & NWR picked up
by false feed. [pl see diagrams below].
Example of NON-identification of out of correspondence by interlocking system: HG & RG
conductors gets interchanged at cable termination rack of relay room or at signal location &
interchanging of NWKR and RWKR conductors in relay room or point location.

In case of EI, its response to out of correspondence is given below:

i. Response of EI to out of correspondence of signal

Two – stage proving of out of correspondence:

a) All signal lamp control relays are output relays of EI. They are monitored continuously by reading
back the contacts of output relays by wiring them as inputs to EI.
b) Stage1 - In case a lamp control relay is energized by intentional or unintentional false feed - EI detects
it and cuts power supply to all outputs.
c) Stage2 - If false feed is given directly to signal lamp without picking up output relay – signal lamp
is lit without lamp control relay up. On reading signal lamp relay [HECR] up – EI cuts power supply
to all outputs.

ii. Response of EI to out of correspondence of Point and others

Single stage proving of out of correspondence:
a) Unlike signals, out of correspondence for points and others is proved in single stage only.
b) The output relay contact is read back by wiring its contact as input. In case point control relay is
energized by intentional or unintentional false feed - EI detects it and cuts power supply to all outputs.
c) Even though NWKR & RWKR are wired as inputs – they are not proved for deriving out of
correspondence. It means, if NWKR picks up without NWR up – EI system is not shut down.

Out of correspondence of point NON-identification by EI – Hazard mitigation:

If the out of correspondence causing incidence occurs on the live circuit – change of status takes place
immediately. If the out of correspondence causing incidence occurs on the passive circuit - change of
status takes place when the first operation is done in which passive circuit is activated.
The following are some of the cases of abnormal behavior of point status changes:
a) Point detection available in less time i.e. point takes less than minimum detection time to set.
b) Point detection available in more time i.e. point takes more than maximum detection time to set.
c) Point detection changes without operation i.e. without operation of point, point status changes from
N to R / R to N.
d) Both normal & reverse detection are available at a time i.e. both NWKR and RWKR are UP.

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It is possible to identify the above four abnormalities by data logger system. The above abnormal behaviors
can be brought to the notice of the operator [SM] by audio-visual alarm. SM can avoid any untoward
incident by immediately canceling any train movement over the point. Train movement can be resumed
after getting satisfied by self-checking or certification by signal staff.
Representative audio-visual alarm unit
i. Each point is provided with one LED indication and a
common audio alarm unit.
ii. When any of the points behavior falls in one of the 4
categories above – LED of the corresponding point is lit
and an audio alarm is generated.
iii. SM can cancel all the signals over the point – if cleared
and then stop audio alarm by pressing ACK button. LED
visual indication continues to remain lit.
iv. SM after getting satisfied with the correspondence of the
point – operates the point to N & R.
v. If none of the above 4 conditions exist – then the visual
indication disappears after second ACK by SM.

Note: The above system is undergoing trials on IR.

5. EI Commissioning – activities
Activity Responsible
1 Approved SIP & TOC (RCC) Railways
2 Finalizing architecture of EI Railways
3 Preparation of configuration of EI OEM of EI
4 Interface circuit design OEM of EI
5 Application software preparation OEM of EI
Internal Factory Acceptance Test [IFAT] of application software & modifications to
6 Railways &
application software based on IFAT & reconducting IFAT
Customer FAT [CFAT] of application software & modifications to application software
Railways &
7 based on CFAT & reconducting CFAT.
OEM of EI
Customer is a signal engineer nominated by railways.
Deriving equivalent signaling circuit based on final customer tested application
8 OEM of EI
software and submission of hard copy for approval of railways.
Based on approval of railways – modifying the application software and testing
9 internally by OEM of EI. OEM of EI
Loading the modified software in the already installed, wired, and tested EI at station.
OEM of EI &
10 Design, fabrication, and wiring of Site Acceptance Test [SAT] simulation panels.
Works contractor
Powering up of EI after ensuring power supply and earthing and protection
11 OEM of EI
arrangements.
12 Conducting SAT along with railway signal engineer. Railways & OEM
13 Reconducting SAT based on recommendation of CRS & results of SAT. of EI & Works
14 Commissioning – Integration of Indore and outdoor contractor

Design documents for installation of indoor equipment & integration of indoor and outdoor equipment.
1 Equipment layout plan in SM, Relay, IPS, battery, and maintainer rooms
2 Cable core plan with LB design
3 Earthing & protection plan
4 IPS & power supply distribution plan

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6. System integrity levels in signaling system – some concepts

Safety is defined as: Freedom from unacceptable risk as per CNELEC standard.
i. Basic requirement in safety related system is to limit the risk in the event of failures due to
a) Human error b) Technical failures c) External disturbances|
The risk to people, goods and environment due to such failures shall be at acceptable level. When the risk
levels are unacceptable, system reacts and changes to safe-state.
ii. Failures are two types – Systematic Failures & Random Failures
a) Systematic failures are predictable and repeatable, random failures are not.
b) Systematic failures are inherent to system, random failures are due to external or intrinsic variability.
c) Systematic failures can be corrected by addressing root causes – random failures are typically managed
through risk reduction & probabilistic analysis.
iii. Strategies adopted in system design:
a) Elimination of failure (to achieve inherent fail safety)
b) Elimination of the consequences (by composite fail safety)
c) Limitation of the consequences (by reactive fail safety)
iv. Risk analysis process:
a) Specification of functional requirements b) Identification of system related hazards
c) Analysis of consequences of hazards
d) Ensuring that the resulting risk is tolerable.
e) Derivation of the tolerable hazard rates (THR)
v. Hazard analysis:
a) Specification of system architecture – taking into consideration the THR for each hazard.
b) Analysis of possible causes for each hazard
c) Determination of safety requirements – i.e., safety integrity level and hazard rates – for the functions or
the sub systems performing them.
vi. Causal analysis:
a) Tolerable hazard rate is assigned to safety functions by tolerable functional failure rate (TFFR)
b) Based on TFFR value – Safety Integrity Level is assigned to each subsystem implementing safety
functionality – as per SIL table below (as per IEC 61508-2).
c) Compliance with these safety requirements is demonstrated in the safety case.

Tolerable Hazard Rate Safety Integrity HAZARD Once in

SIL Level
THR per hour and per function Level [approx]
10-9 ≤ THR < 10-8 4 1 SIL 4 11, 415 years
10-8 ≤ THR < 10-7 3 2 SIL 3 1,141 years
10-7 ≤ THR < 10-6 2 3 SIL 2 114 years
10-6 ≤ THR < 10-5 1 4 SIL 1 11 years

d) Based on desired SIL - measures to prevent systemic errors and control random failures are decided.
e) Safety against systemic errors cannot be quantified. Systemic errors’ introduction in the safety system are
avoided by applying safety management processes by –
• Robust system design,
• Formal verification and validations and risk assessment – across the entire life cycle, from concept
through decommissioning.
f) In SIL4 systems, random failures are addressed through a combination of –
• Fault avoidance by using highly reliable components, by highly derating the components, by using
certified components, etc.
• Fault detection by continuous inbuilt self-tests of hardware and software – like, memory checks,
watchdog timers, sensor cross-checking etc. error checking by using parity checks, checksums, cyclic
redundancy checks for data integrity verification, monitor signal paths for anomalies.
• Fault tolerance by using hardware redundancy of 1oo2 or 2oo3. Implementing diverse redundancy to
avoid common cause failures.
• Probabilistic Analysis is done by Failure Rate Analysis by performing Failure Mode, Effects, and
Diagnostic Analysis (FMEDA) to estimate and improve failure rates. Fault Tree Analysis (FTA) – fault
tree analysis is conducted to identify critical paths that could lead to failures and mitigate them.

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ANNEXURE – III
Signaling - General
1. Signaling solutions for line capacity constraints

Signaling solutions for line capacity increase

While Safety is the non-compromising objective of signaling system – improving efficiency of train operations is the
other objective. Signaling solutions helps in optimal use of railway infrastructure – fixed and moving.
The following Signaling solutions enhances the line capacity – with least time on return on investment.
i. IBS [Intermediate Block Signaling] provides cost effective solution in single line and double line absolute block
working systems – before going for crossing stations.
ii. Line capacity of conventional double line with absolute block working system can be increased to more than 50%
by Automatic signaling – before opting for a third line.
iii. Data logger based Automatic Train Tracking Software helps in auto-charting, saving manual entry time of
controller – and leaves him with more time for taking better decisions.
iv. TMS [Train Management System] helps as decision making tool to help controllers in taking decision for crossing
& precedence.
v. CTC [Centralized Traffic Control] reduces delays in implementing controller’s decisions and reduces the line side
operating staff.
vi. TPS [Train Protection System] with cab signaling increases the average speed of a train as the driver would
be more confident in running at fully permitted speed.
vii. The ultimate signaling solution of moving block system maximizes the usage of the fixed and movable
railway assets.

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2. Wheel & Axle of a train

i. Wheel of train is bent on inner side of wheel. This bend is
called flange of the wheel.

ii. Wheel is guided by flange at points & crossings. Flange

prevents derailment of wheel by holding to the rail.

3. Train accidents
Accidents occur due to: Some examples are -
i. Human failures (Ex: Signal passing at danger). i. Driver passing signal at danger SPAD.
ii. Material failures (Ex: Rail breakage).
ii. Shortcut at work site by track or signal staff.
iii. External causes (Ex: Sabotage, Causing fire
by passengers). iii. Station master not following the precautions
Human failures: while dealing the trains during signal failure.
i. Direct human failures are mostly caused by On Indian Railways SM cannot cause an accident
station master, Driver and infrastructure [track & on IR unless manual process is introduced during
signal] maintenance personnel. signaling systems failure or disconnection.
Types of accidents and probable causes:

i. Head-on collision occurs when one of the drivers passes signal at danger.
ii. Rear end collision occurs when rear train driver passes signal at danger.
iii. Side collision occurs when one of the drivers passes signal at danger.
iv. Collision occurs due to a train hitting a derailed infringing vehicle of a derailed train running on adjacent line.
v. Derailment at points occurs –
a) Point not properly set – gap between switch and stock rails – in combination of SPAD.
b) Point operated under the train – emergency operation of point done in un-signaled movement.
c) Driver exceeding the permitted speed over the point.
vi Derailment on normal track due to over speeding.

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4. TOC – Table of Control

TOC provides conditions to be satisfied to clear a signal and release the route.
TOC is the basis for preparation of signaling logics / circuits.

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TOC - Routes relationships

Locking is provided between two routes based on the relationship given in the Table of Control.
Relationship between two routes can be directly conflicting, indirectly conflicting, or non- conflicting.
Logic design in the EI or electrical signaling circuit design in relay interlocking are based on this
relationship.

i. Directly conflicting routes – S1-S3 route is conflicting with S30-S28 route – as points 11 & 12 are
required in same state for both routes

Routes of two diffrent signals (Main & Shunt) on the same post are conflicting. Route of stop signal &
route of shunt signal in the path of stop signal’s route are conflicting.

ii. Indirectly conflicting routes – S1-S2 route is conflicting with S30-S28 route indirectly - as point
11 is required in reverse for S1 – S2 and normal for S30 – S28

iii. Non-conflicting routes – S1-S2 and S3-S4 are non-conflicting routes

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5. Route release – automatically by train movement and by manual cancellation

Route is released automatically on passage of train over the route – which is called Train Operated
Route Release [TORR]. However, sometimes route release must be done manually by the station master
by cancellation. They are called Emergency route release & Super emergency route release.

Whether train Whether route is

Type of route release Time delay for route release
passed over route cleared by train
TORR – Train Operated
1 Yes Clear No
Route Release – automatic
No - if no train on approach track.
Emergency route release –
2 No Clear Yes - if train on approach track.
manual
Yes - for dead approach locking.
Super emergency route Yes Clear / Failed Yes
3
release – manual No Failed Yes

Super emergency route release is also called – sub-route release. There are two practices in super emergency
route release – one with cooperation of maintenance personal, second without cooperation of maintenance
personnel.
Life cycle of a route:
i. Route is locked after route checking but before signal clearance.
ii. Route is released automatically after train movement.
iii. Route is released manually by cancellation by station master sometimes – 3 types of cancellations
– normal release without time delay, emergency release with time delay and super emergency
release with time delay.

The following flow chart of life cycle of a route is applicable for relay interlocking or EI with
button operation logic.

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Route release of calling on signal:

i. Calling on and main signals on the same post have separate route lock relays.
ii. Since calling on signal is operated after main signal failed – at the time of calling on signal operation,
the main signal route might have been locked.
iii. If all the track circuits in the route are working correctly – both calling on and main signal routes are
released automatically – after passage of the train.
iv. In case of track circuit failure – after passage of the train – calling on route is released by route
cancellation. In case main signal route is also locked – both routes are released by single cancellation
of calling on route.

When is calling on signal operated?

i. When main signal failed – due to
failure of track circuit.
ii. Main signal failed after route locking.
iii. To receive a train on occupied line

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6. MSDAC configurations for auto signaling

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i. Earlier, track circuits were provided for proving track vacancy in auto signaling. Generally, 2 or 3 track
circuits are provided for each auto section – first one for overlap [180 m] and the other two up to next
auto signal – about 800 m.
ii. Where LC gates are there – additional track circuit is provided ending after the gate – for releasing gate
l ocking as soon as the train clears the gate.
iii. For all new installations MSDAC is used for proving track vacancy. MSDAC senses wheels by wheel
detection points called DPs – each track section is configured with required DPs to pick up track section
vacancy relay.
iv. In MSDAC one DP is used to share wheel counts between two sections – if a wheel count is IN for one
section, it is OUT count for other section.
v. Higher availability of train detection is ensured by adopting following practices –
a) Two MSDACs are used to detect train in one track section in redundancy mode.
b) One supervisory track section is used as redundancy to detect trains in two track sections.
c) Supervisory track section also is proved by redundant axle counters.
d) All auto sections between two stations are provided with one MSDAC section in redundancy.
vi. For the existing auto sections where track circuits are already provided – MSDAC is provided as
redundancy to improve the availability.
vii. Where standby axle counters are provided – auto reset is applied to a failed axle counter by healthy
axle counter.
viii. On double line provided with auto signaling – two MSDACs are provided – one for up line and other
for down line. Up line MSDAC is used for supervisory track sections of down line and down line MSDAC
is used for supervisory track sections of up line. This ensure availability of signaling – even in case of
complete failure of one MSDAC.
ix. Data logger system used to monitor the axle counters interface relays can provide alarms when one of
the axle counters fails – when the standby axle counter is healthy. By this maintainer is provided time to
rectify the faulty axle counter before the healthy axle counter fails.

MSDAC – hot standby for both section and supervisory axle counters – Alarms

Six alarms for two sections and one supervisory section

Alarm Logic
1 Hot standby failure for section 1 – 6AXT When 6 AXT[A] up if 6 AXT[B] down & vice versa
2 Hot standby failure section 2 – AS1AXT When AS1AXT[A] up if AS1 AXT[B] down & vice versa
Hot standby failure supervisory section – When S6/AS1 AXT [A] up if S6/AS1 AXT [B] down &
3
S6/AS1 AXT vice versa
If 6 AXT[A] & 6 AXT[B] down – when AS1AXT[A] or
4 Section 1 failure when supervisory is OK
AS1AXT[B] up
If AS1AXT[A] & AS1AXT[B] down – when AS1AXT[A]
5 Section 2 failure when supervisory is OK
or AS1AXT[B] up
When 6 AXT[A] or 6 AXT[B] up & AS1AXT[A] or
6 Supervisory failure when section 1&2 are OK AS1AXT[B] up if S6/AS1 AXT [A] and S6/AS1 AXT [B]
down

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7. MSDAC & HASSDAC – Product details

Output – PFCs
i. Four PFCs – to operate
2 output relays
ii. Reset restriction – 2 PFCs
iii. Reset acknowledgement – 2 PFCs
iv. One PFC – ACM not OK
Inputs – PFCs
i. Reset
ii. Safe repetition at other end

i. One ACM monitors two track sections – provides track section clear as output & receives resets as inputs.
It also supports two-wheel detection points. It works on 24 V DC.
ii. ACMs are connected by ethernet switches to exchange counts of wheel detection points and track
section clear status.
iii. ACM can get wheel counts from 8 detection points from 4 other ACMs – to compute track section clear
output of its track section. Each ACM can share its wheel detection counts with 4 other ACMs.
iv. Maximum distance between an ACM and its detection point is 7 km with one pair of 0.9mm dia copper
communication cable. Range can be increased to 14 km with local power feeding.
v. Two ACM networks in different locations can be connected by dark fiber.

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HA SSDAC - GGTRONICS
Relay Located Purpose
1 VR1 Site SSDAC 1 clear relay
2 VR2 Site SSDAC 2 clear relay
3 PR1 Site SSDAC 1 preparatory reset mode relay
4 PR2 Site SSDAC 2 preparatory reset mode relay
5 VPR1 Relay room SSDAC 1 clear repeater relay
6 VPR2 Relay room SSDAC 2 clear repeater relay
7 PPR1 Relay room SSDAC 1 preparatory reset mode repeater relay
8 PPR2 Relay room SSDAC 2 preparatory reset mode repeater relay
5 RTSR Relay room Reset relay – common for both SSBPACs

Reset Process
i. Reset pulse of 5 sec generated – when one VPR Up & other VPR Down for 10 sec.
ii. RTSR relay is up for 5 sec and auto reset counter increments by one number.
iii. 48V DC is applied by RTSR contact bypassing manual reset key & button – to both axle counters.
iv. Whichever has its VR & PR down accepts reset pulse.

HASSDAC – CEL
Relay Located Purpose
1 VR1 Site SSDAC 1 clear relay
2 VR2 Site SSDAC 2 clear relay
3 PR1 Site SSDAC 1 preparatory reset mode relay
4 PR2 Site SSDAC 2 preparatory reset mode relay
5 RR Site Reset relay
6 VPR Relay room Any one SSDAC is clear relay
7 PPR Relay room Both SSDACs are in preparatory reset mode

8. Automatic signaling – Relay status repetition or fail-safe data communication

between station & ALH or between ALHs
Auto Signaling – roles of station & ALH interlockings – in controlling of signals
i. Station interlocking controls and lights home (Semi-automatic), Main line starter (Semi-automatic),
Advanced Starter (Semi-automatic), loop line starter [manual], Calling-On & shunt signals.
ii. Distance between station & ALH and between two ALHs is decided by maximum distance signal
controlling relay can be repeated. It is 2.5 Km – hence the distance is about 5 Km. ALH lights 2 or 3
automatic / semi-automatic signals. Signals in ALH area may be controlled at ALH or at station.
iii. ALH provides the status of first auto signal to station to control advanced starter aspects

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iv. If ALH controls auto signals status of home signal is provided to ALH to control the last auto signal
aspects. If the interlocking is done at the station itself – station interlocking uses home signal relays to
generate last auto signal control relays.

Station ALH Station to ALH ALH to ALH Data capture

Relay Relay
1 MUX with dark fiber MUX with dark fiber Data capture by data logger at station and ALHs
Interlocking Interlocking
Relay Direct data transfer Data capture at station by DL Data capture at ALH
2 EI MUX with dark fiber
Interlocking between EIs on dark fiber by both DL & Protocol Converter
Relay Data capture at station by DL & Protocol Converter
3 EI MUX with dark fiber MUX with dark fiber
Interlocking Data capture at ALH by DL
Direct data transfer Direct data transfer EIs at station and ALHs exchange data – logic
4 EI EI
between EIs on dark fiber between EIs on dark fiber at station EI & EI at ALH works as IO gatherer

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10. Alarm to SM to set the points against occupied line [Safety Point Alarm Unit]
i. Collision of two express trains at Sainthia station of Howrah division on
19th July 2010 resulted 66 deaths. The root cause was – a driver
passing the signal at danger. However, SM could have prevented the
collision by setting the points against the line occupied by an express
train received by SM.

ii. As per the General Rules of Railways – as soon as a train is received

on a line at a station – SM shall set the points leading to that line from
block sections – against the line on which the train is received. For
some reason, SM Sainthia failed to follow this important general rule.

iii. First response of the railways was to detect the failure to comply the
general rule by SMs with the data logger’s data. This lead to correcting
the SMs by punitive action. Later, Efftronics has developed an audio-
visual alarm unit to be placed on SM’s table to remind in case SM fails
to set the points after arrival of the train.

An example of setting the points against the occupied line:

In the above station – after receiving a train on mainline with signal S1 – SM shall set,
a) Point 11 or 12 to reverse – based on vacancy of loop 1 or 2 – to prevent collision from rear side.
b) Point 13 or 14 to reverse – based on vacancy of loop 1 or 2 – to prevent collision from front side.
c) In case both loop lines are occupied – no alarm is generated

11. Alarm to SM in case of abnormal behavior of point [Check Point Alarm Unit]
i. Root cause for three train collision at Bahanaga Bazar on 2nd June 2023 was out of correspondence
of a point. While it was caused by human error - it could have been prevented by another human
intervention – if provided with an alarm to detect point misbehavior to SM.
ii. The integrity of point selecting main & loop lines was compromised at Bahanaga Bazar to passthrough
coromandel express. This resulted in misbehavior of point - when operated by SM - to set the route to
coromandel.
iii. Assessing the misbehavior of point by SM might not be an easy task – while it is possible to know the
misbehavior from the data of data logger.
iv. The following four types of misbehaviors of point can be detected from data of data logger –
a) Point detection available at less time than usual after operation.
b) Point detection available at more time than usual after operation.
c) Point detection available even without operation.
d) Both normal and reverse detections available at a time.
v. By providing an alarm to SM – on detection of any one or more misbehaviors at iv above – and –
mandating him to put back the cleared signal over the misbehaved point - helps in preventing such
accidents

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12. Surge protection for signaling system

i. Unwanted electrical energy entering signaling circuits by induction and galvanic [direct] connection
damages sensitive electronic signaling equipment.
ii. Surge Transients enter the equipment / system by –
a) Direct lightning strikes, or
b) Induced Voltages and currents from an indirect lightning strike or
c) Caused by the switching of power systems including load changes and short circuits.
iii. Surges enter the signaling system through power lines and through outdoor signaling cables and outdoor
communication cables.
iv. Maximum Voltage results from an Open Circuit and Maximum Currents results from a short circuit.
Hence surge is always characterized by a combination of open circuit Voltage and a short circuit current.
v. The standard open circuited voltage waveform rises to maximum voltage by 1.2µs and falls to half of
its value by 50µs – the pulse is called 1.2/50µs pulse).
vi. The standard short-circuited current waveform has a rise time of 8µs and 20µs time to fall to half value
it is referred to as an 8/20µs pulse.
Generalized 3 stage Protection Scheme – with 4 types of components.

Role of each component

OVP – Over Voltage Protection – GDT
OCP – Over Current Protection – semiconductor fuses with
fast respons.
TVS – Transient Voltage Suppressor diode – transients
RS – Series resistance for input current limitation into the
circuit to be protected.

vii. Lightning protection is provided by Class A protection system installed on the station building housing
the equipment. Power lines protection is provided by a combination of B &C class SPDs. Class C
protection is also provided inside the IPS cabinet.
viii. Class D protection is provided inside EI / MSDAC / PCs by OEMs.
ix. Ring earth is provided around EI room – to prevent earth currents entering the Ei room and ensure
earth resistance of less than 2 ohms.
x. Surge protection is provided to incoming power supply lines, but outdoor signaling cable is not
protected. However, in DFC projects all outdoor conductors are also provided with surge protection.
xi. Communication cables are twisted to reduce differential mode voltage between a pair of conductors
to a minimum. Common mode voltage between the two conductors are reduced by providing suitable
isolation transformer.
xii. SPDs provided on data lines are different from power lines – they are fast acting.

Surge Protection
i. Protection is provided in 4 stages by 4 classes of SPDs [Surge Protection Devices].
Class Takes care of Installed at Type of waveform Type of SPD
Direct strike of lightning – high On the building housing 10/350 micro sec Gas discharge
1 I [A]
energy events the equipment wave form type
Residual lightning currents and 8/20 micro sec
2 II [B] Main supply entry into IPS MOV
switching surges wave form
Provides point-of-use protection
Near the equipment to be 8/20 micro sec
3 III [C] for sensitive electronic equipment MOV / Diode
protected wave form
like axle counter, EI etc.
Sensitive electronic equipment Generally provided inside 8/20 micro sec
4 IV [D] Diode
like axle counter, EI etc. the equipment by OEM wave form

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ii. Standards of testing – IEC 61643-11 and UL 1449

iii. Standard waveforms of test surge voltages and currents
Type of waveform Takes care of Applicable
10 / 350 micro sec Peak current reaches within 10 micro sec and falls to 50% of
1
wave form peak current in 350 micro sec – high energy content Direct lightning strike
1.2 / 50 micro sec Peak voltage reaches within 1.2 micro sec and falls to 50% of [at building level]
2
wave form the peak in 50 micro sec
8 / 20 micro sec Peak current reaches within 8 micro sec and falls to 50% of
3
wave form peak current in 20 micro sec – low energy content Indirect lightning strike
1.2 / 50 micro sec Peak voltage reaches within 1.2 micro sec and falls to 50% of [panel / equipment level]
4
wave form the peak in 50 micro sec

The absolute values of peak current and voltage are design parameters for level of protection.

Direct lightning Indirect lightning

Stage-wise coordinated surge protection

Earthing / Grounding & bonding:

Ring earth is provided around the station equipment room with multiple earths connected by burried copper
flat. The following are the advantages –
i. Enhanced grounding due to large surface area in contact with ground – results lower earth resistance.
ii. Uniform potential distribution around the perimeter eliminating step voltages during lightning strike
and ground currents.
iii. Redundancy and reliability & Protection from indirect lightning strike.
Bonding plays an important role in directing induced voltages & currents to ground – thickness of bonding
conductor and proper connection to equipment and equipotential bar must be ensured

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Inductive coupling due to lightning & protection in stages

Different types of SPDs

Metal Oxide Varistors (MOV)
Contains a ceramic mass of zinc oxide grains, combined with other
metal oxides sandwiched between two metal plates forming a network
of back-to-back diode pairs

Silicon Junction Diode Transient Voltage Suppression [TVS] Diode, Schottky Diodes are
designed specifically to protect electronic circuits from voltage spikes.
They respond very fast.
Zener diodes are used to clamp the voltage to a specific value when
the reverse breakdown voltage is exceeded.
Spark Gap
If a voltage surge is experienced a spark ignites gases creating an arc
across the gap

Gas Tube Arrestor

Commonly used for telephone lines as they enter a building
Sophisticated spark gap that safely shunts the surge to ground

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Parameters of SPD
i. Nominal voltage [Un] – ex: 24V, 120V, 240V.
ii. Maximum continuous operating voltage [Uc].
iii. Nominal discharge current [In] – typically 8/20 waveform – discharge current that can be handled
multiple times without significant performance loss.
iv. Maximum discharge current [Imax] –the highest peak current of 8/20 that the SPD can discharge
without being destroyed.
v. Impulse current [Iimp] – the peak current of specified surge waveform [10/350], the highest current
the SPD can handle from direct lightning strikes.
vi. Voltage protection level [Up] – clamping voltage level of SPD – voltage across SPD while discharging
nominal discharge current.
vii. Response time – the time taken to respond to surge and clamp the voltage.
viii. Short circuit current rating [SCCR] – The maximum short circuit current the SPD can safely interrupt
without damage.
ix. Operating Temperature range.
x. Energy Absorption / Dissipation – the amount of energy [in joules] the SPD can absorb or dissipate
during a surge event before it fails.
xi. Follow current [If] – the current that continues to flow through SPD after it has conducted surge
current – relevant for SPDs connected directly to power systems.
xii. Enclosure rating – IP rating.
xiii. Mounting type – DIN rail, panel mount etc.
Special parameters for SPDs protecting data lines
i. Bandwidth – the frequency range over which the SPD can operate effectively without significantly
affecting data transmission.
ii. Impedance matching – to ensure the SPD matches the impedance of the data line to minimize signal
reflection and maintain data integrity.
iii. Type of protection mode – whether the SPD provides protection in common mode [between line and
ground] or differential mode [between lines]
iv. Type of connectors – ex: RJ45 for Ethernet lines.
v. Compliance with standards – such as IEC 61643-21, UL 497B etc.

Surge protection – recommended parameters asper RDSO / SPN / 144 / 2006

A. Stage 1 protection – [power line protection at distribution level] – class B type – SPD spark gap
type – characteristics – against LEMP [Lightning Electromagnetic Pulse] – complying IEC 61312,
IEC 61024, VDE 0100-534
Limits
[Link] Parameters
Line & Neutral Neutral & Earth
1 Nominal Voltage (U0) 230V 230V
2 Maximum continuous operating voltage (Uc) ≥255V ≥255V
3 Lightning Impulse current between R, Y, B & N (Imp) ≥50KA, 10/350µs for each phase --
4 Lightning Impulse current between N & E (Imp) -- ≥100KA,10/350 μs

5 Response time (Tr) ≥ 100 ñs ≥ 100 ñs

6 Voltage protection level (Up) between L & N /
7 Voltage protection level (Up) N & PE /
Short circuit withstand and follow up current
8
extinguishing capacity without back up fuse (Isc)
9 Operating temperature / RH 95% 95%
10 Mounted on

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B. Stage 2 protection – [power line protection at equipment level] – class C type – against low voltage
surges - thermal disconnecting type [single compact varistor] – characteristics – complying IEC
61643-12, IEC 61312, & 61024VDE 0100-534

S. No. Parameters Limits

1 Nominal Voltage (U0) 230V

2 Maximum continuous operating voltage (Uc) ≥ 300V

3 Nominal discharge current between R, Y, B & N (In) ≥ 10KA, 8/20µs for each phase

4 Maximum discharge current between L & N (Imax) ≥ 40KA, 8/20µs

5 Response time (Tr) ≤ 25 ñs

6 Voltage protection level (Up) at In ≤ 1.6 KV

7 Operating temperature I RH 95%

8 Mounted on

C. Stage 3 protection – [protection for Power / Signaling / data lines] – all external lines – pluggable devices
of combination of varistors/suppressor diodes and GD tube with voltage and current limiting facility –
1. Power line protection – class D – shall indicate prospective life & failure mode – thermal
disconnecting type with potential free contact for remote monitoring – complying IEC 61643-1 and
VDE-0675 with following characteristics.

1 Nominal Voltage (U0) 24V 48V 60V 110V 230V

2 Max. continuous operating voltage (Uc) 30V 60V 75V 150V 253V

3 Rated load current (IL) 16A l6A l6A l6A l6A

4 Nominal discharge current (In) 8/20 µs ≥ 700A ≥ 700A ≥ 700A ≥ 2.0KA ≥ 2.5KA

5 Max discharge current (Imax) 8/20 µs ≥ 2KA ≥ 2KA ≥ 2KA ≥ 5KA ≥ 5KA

6 Voltage protection level (Up) ≤ 200V ≤ 350V ≤ 500V ≤ 700V ≤ 1100V

7 Response time (Tr) ≤ 25 ñs ≤ 25 ñs ≤ 25 ñs ≤ 25 ñs ≤ 25 ñs

Note: Minor variations from above given parameters shall be acceptable.

2. Signaling / data line protection – IEC 61643-21 & VDE 0845Pt. 3 - with following characteristics.

1 Nominal Voltage(U0) 5V 12V 24V 48V

2 Arrester Rated Voltage (Uc) 6V 13V 28V 50V

3 Rated load current (IL) ≥ 250mA ≥ 250mA ≥ 250mA ≥ 250mA

4 Total discharge current, 8/20 µs (In) ≥ 20KA ≥ 20KA ≥ 20KA ≥ 20KA

5 Lightning test current 10/350 µs ≥ 2.5KA ≥ 2.5KA ≥ 2.5KA ≥ 2.5KA

6 Voltage protection level (Up) ≤ 10V ≤ 18V ≤ 30V ≤ 70V

Note: Minor variations from above given parameters shall be acceptable.

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13. IoT System

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One of the challenges in implementation of the IoT is communicating sensed data from sensors connected to the
equipment to the processing system at a central location – at optimum cost without delay.
Developments in the communication sector in the last two or three decades made this possible. Standardization
by world technical bodies like IEEE made the largescale implementation of the communication technologies in a
short time. Both wired as well as wireless technologies can be chosen based on the suitability of application. The
communication technologies support PAN, LAN, MAN, and WAN requirements.

Industrial revolution 1 – happened in Europe – people started thinking freely [scientifically] which was supported
by Renaissance movement. Muscle power of men and animals in manufacturing is replaced by machine power –
increasing the productivity by many folds. Goods from Asian and African countries became costly compared to that of
Europe – as the result they became captive markets for European goods. Economies of Asian and African countries
are lost badly – affecting the lives of the people.
Industrial revolutions 2 & 3 – are supported by inventions in electrical power and computer technologies. They
happened in Europe and north America – with the same effect of Industrial Revolution 1 on other countries. However,
countries like china and some southeast Asian countries got benefited from outsourced manufacturing by Europe and
US. Japan was an exception as it became one of the biggest economies in the world – taking advantage of Industrial
Revolution 2 & 3.
Industrial revolution 4 – which is in progress – is based on algorithms applied to data – that help humans in taking
intelligent decisions or the machines themselves may take the decisions. In Europe this is named as Industry
4.0 – while it is called IoT [Industrial IoT] in US. Most countries irrespective of the previous progresses in Industrial
Revolution 1, 2, & 3 – can be benefited by Industrial Revolution 4 – as algorithms are mostly based on skills that can
be learned by people of any country.
Industry 4.0 helps in building system of systems – where systems collaborate with each other autonomously without
human intervention. This results in maximization of value creation and optimization of resource utilization.

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14. Railway Signaling System – Internet of Things, Artificial Intelligence & Machine learning
i. IoT – Internet of Things – is a tool to change the present periodical maintenance practice to
predictive maintenance practice. IoT is a group of technologies involving – electronics [sensors],
IT hardware [high speed processors], communication technologies, and analytical software.
ii. When applied to signaling system – it provides two types of solutions – optimization of maintenance
efforts to enhance system availability & increase operations efficiency.
iii. Optimization of maintenance activities – involves 4 steps.
Step 1 – Identification of parameters of various signaling equipment for monitoring their health
and choosing the sensors and deployment.
Step 2 – Communicating the data generated by the sensors to a central location.
Step 3 – Validating & analyzing the data at central location – to generate actionable alarms.
Step 4 – Communicating the health status to maintenance team to set right the equipment by
collaborative working.
iv. AI & ML are software solutions that provide prediction of health of the equipment by data analysis.
v. As large data [data of lakhs of events] must be collected to implement AI & ML which takes lot of
time – value-based [parameter value] analytics provides easier & quicker but limited prediction
alarms.

A big picture of AI & ML

AI is software programs with the ability to learn and reason like humans. It focuses on learning,
reasoning, and self-correction.
ML is a subset of AI. ML is algorithms with the ability to learn without being explicitly programmed.
ML algorithms learn from data to make predictions.

Three types of ML
i. Surprised learning: The most common type of ML model is trained based on labeled data set
(a pattern of data) – to predict an event. When real data is fed to ML model – it searches for the train
pattern of data – to predict an event.
ii. Unsupervised learning: Involves training the model (algorithm) – on an unlabeled data set. The
model is left to find patterns and relationships in the data on its own.
iii. Reinforcement Learning: model is trained in prediction based on sequential data received by the
model. If the prediction fails it is penalized if succeeds it is rewarded. The goal of the model is to
maximize the reward.
iv. In Prediction generation by supervised learning – algorithms learn patterns from historical data. In
prediction by unsupervised learning – algorithms discover general patterns in data.

General examples of ML predictions:

i. Netflix, Amazon uses ML to analyses your past behavior to recommend movies you like.
ii. Voice assistants like Siri, Alexa and Google Assistant use ML to understand your Voice commands
to respond.
iii. Fraud detection – Banks and credit card companies use ML to detect fraudulent transactions – by
analysis of normal and abnormal transactions.
iv. Using ML for Railway Signaling maintenance – based on data generated by voltage and current
variations of point machine & signal lamps – Their failure can be predicted. Prediction may be
applicable to point machine / Signal lamp or their power supply or their cables.

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Deep learning & Data science:

Deep learning is a subset of ML. Deep learning algorithms are more complex and capable of learning
from large data. In deep learning artificial neural networks learn from large datasets. They provide
more accurate results compared to simple ML algorithms. Language translation, image recognition, and
personalized medicines are examples of deep learning.
Data science is a cross disciplinary field that seeks to extract value from data. Data science requires
three types of experts – Domain experts, Computer science experts and applied mathematics experts
to explore the data.

Success rate of prediction accuracy measurement:

i. If the event occurrence must be predicted – number of True positive (TP) & False Positive (FP) cases.
ii. If the event NON-occurrence must be predicted – number of False Negative (FN) – True Negative
(TN) cases.
iii. Accuracy - The overall correctness of the model – (TP + TN) / (TP+TN+FP+FN).
iv. Precision: The correctness of positive predictions – TP / (TP+FP).
v. Recall (Sensitivity): The ability of the model to find all the relevant cases (actual positives) – TP /
(TP+FN).
vi. Specificity: The ability of the model to correctly identify negative cases – TN / (TN+FP)

Application of success rate measurement to signaling system – an example:

Alarm:Point friction clutch worn out alarm – based on data generated by sensors of voltage, current, etc.
i. True positive [TP]– friction clutch worn-out, and the alarm is generated.
ii. False positive [FP] – friction clutch not worn-out, but the alarm is generated.
iii. False negative [FN] – friction clutch worn-out, but alarm is NOT generated.
iv. True negative [TN] – friction clutch NOT worn-out; alarm is NOT generated.
The following diagrams provide a broad understanding of the complex world of AI, ML, deep
learning, data science.

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15. Signaling system – Digital twin

i. A digital twin is a virtual representation of a physical object, system, or process. Digital twin uses real
time data and other sources to mimic the real-world counterpart.
ii. Digital twin enables analysis, monitoring, & optimization without interfering with physical entity.

How to make digital twin for a point for signaling purpose:

i. Data collection: Sensors attached to point and point machine collect real-time data – of various
parameters like position, vibration, voltage, current, operation status etc.
ii. Data integration: collected data is sent to a digital platform – where it is integrated with historical
data, maintenance records, theoretical design data.
iii. Virtual model: A digital model is created with the integrated data – which represents its status.
iv. Analysis and simulation: advanced analytics and simulation tools are applied to the digital twin to
predict potential failures, optimize maintenance schedules, and improve operational efficiency.

Technologies involved:
a) IoT sensors: for real-time data collection.
b) Cloud computing: for data integration and storage.
c) Machine learning: for failure detection & predictive analytics.
d) Simulation software: For creating man machine interface.
A representative diagram of Digital twin for a car – an example
a) Real time data representing the status of car is sent by car to a system.
b) Virtual car as per the design features of the car designed by digital twin software processes the data
and compares with the expected behavior as per the design of the car.
c) If the behavior is abnormal – the real car is sent the alarms for action by the driver.

Pre-condition for building a digital twin for an equipment or group of equipment is – they have to be smart.
Smart means – at the design stage the equipment parameters to be monitored are to be decided. The
impact of aging / intensity of usage and failure modes on the parameters shall be part of the design.

To design of digital twin for legacy equipment [which are not designed as smart] – the first step is to make
them smart. Digital twin – like machine learning – more accurately predicts the health of the equipment
over a period of time – based on actual behavior observed by data.

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16. Railway communication system for train operations

Purpose of communication system
i. Voice communication
ii. Data communication – vital
iii. Data communication – nonvital
Voice communication – media used
i. Block phone between two SMs – copper cable or Voice channel on OFC backbone
ii. Control phone between SM and Controller – Voice channel on OFC backbone
iii. Gate phone between gateman and SM – copper cable
iv. Between Emergency socket by the side of track to Emergency control [TRD] – copper cable
Data communication – Vital – media used
i. Communication between two Electronic Interlocking systems – dark fiber or copper cable
ii. Communication between EI and Object Controller [OC] – dark fiber or copper cable
iii. Communication between EI and MSDAC – dark fiber or copper cable
Data communication – Non-vital – media used
i. Communication between EI and data logger – dark fiber or copper cable
ii. Communication between EI and SM VDU – dark fiber
iii. Communication between data loggers – E1 channels or Voice channels of STM backbone
iv. Communication between HMUs of signaling elements – copper cable, wireless
Communication system backbone
Railway communication backbone is by OFC and STM. It is being upgraded to MPLS
[Multi-Protocol Label Switching]
Communication media
i. OFC – backbone
ii. Copper – mainly last mile
iii. Wireless – last mile

Deriving voice channel from E1 data channel of STM 1 – with PMUX for networking of DL

i. STM-1 Equipment converts electrical signal to light and light to electrical. It gives 21 E1 channels of
2 Mbps each.
ii. Primary MUX equipment takes one E1 channel from each direction as input and converts them into
30 voice channels. Both STM-1 and Primary MUX are provided in OFC equipment room.
iii. Two Voice channels are extended from OFC room to data logger by one Quad (4-conductors) for each channel.
Each channel other end is connected to the next data logger.

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Point to point communication of data – with different media

Networking of midsection RTU with copper medium

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17. Earth leakage & loss of insulation of copper cable, impact on signaling system – double
cutting & cross protection of signaling circuits - practice of measurement of earth leakage
in network rail of UK
i. Earth faults influences signaling system in two ways.
a) Makes the system vulnerable to external surges – reducing availability of the system.
b) Can lead to unsafe side failure of signaling system.
ii. Impact of lightning on signaling system with cables with earth fault

Galvanic coupling between lightning and signaling elements due to earth fault.
a) Striking of lightning a few kilometers away from the location of earth fault on signaling cable can
introduce a surge into the power supply system through galvanic coupling.
b) This can cause damage to power supply system and all the signaling elements that are
connected to the power supply at that time.
iii. Unintended lighting of signal lamp – due to earth fault on signal lamp lighting circuit.

iv. Simple method to detect leakage in external supply busbar

v. One manual practice [of Network Rail of UK] of measuring leakage

Two voltage measurements are made – voltage of each conductor with respect to earth – say V1 &
V2 shown in the diagrams below. The level of leakage is decided by the maximum value of V1 & V2
and the sum of V1 & V2.
Based on these values – the leakage is classified as Reportable – Acceptable – Safety concern.

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DC Busbar – individual values of V1&V2 and sum of V1&V2 [irrespective of polarity] represents measure of leakage
Reportable Maximum acceptable Safety maximum
Busbar
V1 or V2 V1+V2 V1 or V2 V1+V2 V1 or V2 V1+V2
24 V 12 16.8 14.4 19.2 18 21.6
120 V 60 84 72 96 90 108
For AC supply leakage measurement additional adopter is required to be used.

vi. Classification of severity of leakage & action to be taken

Observation Action
Less than reportable range – no deterioration – compared to previous
1 No action
measured value
Less than reportable range – trend is worsening significantly from
2 Inform supervisor
previous results
Maximum acceptable range – but change is fast – compared to previous
3 Inform supervisor
measured value
4 More than the maximum acceptable value Inform supervisor – within 24 hours
5 More than the maximum safety value Take action
a) The value of leakage for classification of severity of leakage is fixed – irrespective of number of functions fed or
length of cable fed by the busbar.
b) The safety value for leakage can be common for all lengths of busbars. But it is desirable to keep the values of
reportable & acceptable actions based on the length of cable / number of functions fed by the busbar

vii. Responsibilities of various levels of maintenance personnel

Role Responsibility
1 Responsible – Person who perform the activity Responsible for action & implementation
2 Accountable – Person who is ultimately accountable Has powers to say YES / NO for the action to be taken
3 Consulted – Persons to be consulted before decision Helps in decision taking for action [two-way communication]
Persons to be informed after a decision is taken or action is
4 Informed – Persons to be informed
taken [one-way communication]

viii. Fail safe practice of transmission of control or status:

a) Power supply earth leakage combined with loss of insulation of signaling cable conductors – can lead to
unsafe side failure of relay status repetition from one location to other.
b) Observe the diagram below – to prevent unsafe side failure in case of one conductor fault – double cutting
is provided. 1 TR front contacts are proved in both positive and negative supply conductors.
c) Cross protection is provided by shorting both positive and negative conductors – with the back contact of 1TR.
This shorts the leaked power supply into the conductors – preventing it to be applied to 1 TPR

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ANNEXURE – IV
Modern Signaling
1. ETCS – European Train Control System
Introduction
i. The purpose of train control system is to ensure safety & efficiency of train operations.
ii. Safety in train running is ensured by interlocking system by ensuring integrity of route throughout the
journey of train on the route. Interlocking system takes care of mistakes by SM.
iii. Interlocking system cannot take care of accidents due to mistakes of driver – i.e., SPAD & exceeding
permitted speed. Train control system takes care of mistakes by driver.
iv. In Train control system – cab signaling is provided – i.e., movement authority of signals is displayed in
driver’s cab. Train braking is controlled by movement authority conveyed by signals
v. Standards for European Train Control Systems – ETCS 1, 2, & 3 are made by European Union Agency for
Railways (EUAR) by closely working with CENELEC, UIC etc.
vi. ETCS solutions developed by many European companies are deployed all over the world. Countries like China
& India have also developed their own TPSs based on EU standards.
viI. While ETCS 1 ensures just safety – ETCS 2&3 increases train operation efficiency and reduces track side
infrastructure – resulting less maintenance and more reliability.

Features of ETCS 1, 2, & 3

Train Control Line side
Train Detection Train - track Communication Balise
System Signals
ETCS 1
For signal status
1 Spot cab Required Required At a spot by balise
communication to loco
signaling
ETCS 2 Continuous by radio
For position referencing and
2 Continuous Required Optional communication by GSM-R from
other information
cab signaling Radio Block Centers [RBCs]
Not required – Continuous by radio For position referencing –
ETCS 3 Not
3 instead train communication by GSM-R from less frequently compared to
Moving block required
integrity required Radio Block Centers [RBCs] ETCS 2
ETCS 3 is not widely used as the train integrity ensuring methods are not yet fully matured.
ETCS 1 is provided on DELHI – AGRA section and Suburban section of Chennai on SR
Sub-systems of ETCS
i. EVC: European vital computer
EVC receives movement authority from balise reader provided under the loco in ETCS1, in ETCS2 & ETCS3
EVC receives movement authority from RBC by GSM-R. EVR supervises implementation of movement
authority by interfacing with loco braking system.
ii. LEU: Line side Electronic Unit
LEU receives signal status by reading the signal lamp proving relay status and feeds to Eurobalise.
iii. Eurobalise:
Eurobalise receives signal status from LEU and radiates to balise reader of loco when the train loco passes over
the balise.
iv. RBC: Radio Block Centre
It is central communication hub between trains and the track infrastructure. RBC manages bidirectional
communication with trains via GSM-R.
It continuously monitors train movement and adherence to movement authority. If needed it inter venes and
enforces safe operation. It facilitates moving block system in ETCS3.
v. GSM-R
GSM-R is mobile communication system operates on exclusively allotted frequencies for railway use. Mobile
Base Stations are provided by the side of track to ensure full radio coverage. GSMR is based on 2G technology.
With the forecasted obsolescence of GSMR technology some railways are migrating to 4G technology. The new
standard being developed for GSMR is FRMCS (Future Railway Mobile Communication System) which is based
on 5G technology.

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The following diagrams provide better understanding of ETCS

Data flow in ETCS Level 1 mode Limited Supervision

Data flow in ETCS Level 2

Data flow in ETCS Level 3

Data flow in ETCS Level 2 / 3 Hybrid

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2. Kavach [TCAS – Train Collision Avoidance System] – IRTPS [Indian Railways Train
Protection System].
Kavach is the Indian train protection system whose features are similar to ETCS 2.
Accidents due to the human mistakes of SM & Driver are totally avoidable. Interlocking system installed
at station prevents accidents due to the mistakes of SM.
Accidents due to the mistakes of the driver can be avoided by Train Protection System – which works
over and above interlocking system. In Train Protection system – cab signaling is provided – i.e., movement
authority of signals is displayed in driver’s cab. Train braking is controlled by a computer provided in the
loco by supervising the speed of train as per movement authority conveyed by signals.
Features of Kavach:
i. Prevention of SPAD
ii. Prevention of head-on & rear end collision
iii. Prevention of side collision in block section – with derailed vehicles.
iv. Prevention of overspeed – section speed, train speed, permanent speed restriction [PSR].
v. Loop line speed control
vi. Protection of roll back & reverse movement
vii. LC gate automatic warning & whistling
viii. SOS message generation – in case of train derailment, parting
ix. Train length computation
x. Cab-signaling
xi. Shunt limits validation.
xii. Centralized live monitoring of train movements in NMS

Sub-systems of Kavach – purpose

Main
Sub subsystems Purpose
subsystem
RFID Tag Provides site specific static information to loco
1. Acquires real-time dynamic state of signaling system.
2. Gets real-time location & speeds of all trains in its jurisdiction by
UHF radio.
Stationary
3. It has database of static signaling related info - details of RFID tags
KAVACH unit
Track side & speed restrictions.
1
sub-systems 4. Based on above – it generates movement authority to all running
trains in its jurisdiction and sends to loco by UHF radio.
Radio equipment Used for bi-directional data transfer between Loco KAVACH & Station
& tower KAVACH
SM’s operation & 1. Receives SOS sent by LOCO kavach.
indication panel 2. Facility to generate SOS and send to all LOCOs
1. Supervises implementation of movement authority received from
station kavach and other loco kavach.
2. Drives both DMI & BIU.
Vital computer 3. Two interfaces to read RFID Tags.
4. Two interfaces to get speed of the train.
5. Two GSM interfaces for connection to centralised NMS & Key
Management System [KMS].
On-Board 6. Two GPS receivers interface to receive real-time clock.
2
sub-systems RFID reader Two readers in hot standby mode to receive RFID data.
Radio unit UHF radio with duplicate modems to communicate with station radio.
Driver Machine Provides data to driver regarding ahead signals aspects and
Interface (DMI) movement authority.
[Link] normal, service, and emergency brakes depending on
Brake Interface
command received by loco kavach.
Unit (BIU)
2. Applies loco brake on receiving command generated loco kavach.

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Working principle of Kavach in brief

1. Station kavach
i. Takes status of signaling system on real time basis from interlocking system.
ii. It detects a train entered into its territory and allots a time slot for communication.
iii. Based on the kavach control table of the station embedded in it – generates movement authority
for the train & sends it by UHF radio to loco kavach of the train.

2. Loco kavach
i. Sends the status of the train by UHF radio to station kavach – based on the last RFID tag passed &
the tachometer.
ii. Receives movement authority from station kavach by UHF radio.
iii. Supervises speed of the train based on movement authority with BIU – Brake Interface Unit.

3. RFID tag
i. Providing RFID tags based on RFID Tag / TIN plan of the station – at the signal, at the points, in the
approach of signal, in the approach of LC gate, etc.

4. Data exchange between station kavach & loco kavach

i. Data exchange takes place between station & loco kavaches – once in 2 seconds.
ii. Range of UHF radio is about 5 KM from station – for absolute block system it is OK.
iii. In absolute block working system – loco kavach communication with sending station kavach is
cut off after train passing advanced starter. Loco kavach establishes communication with
train receiving station kavach when it is about 5 km from station. However, to prevent
collision with derailed vehicles – loco kavach can receive SOS from other trains in the block
section directly.
iv. For automatic section – entire block section shall be covered by UHF – in such a way that
adjacent UHF radio fields shall overlap.
v. Two pairs of frequencies are used –
a) Pair 1 – station Tx – 456.8 MHz, Rx – 416.8 MHz
b) Pair 2 – station Tx – 466.8 MHz, Rx – 426.8 MHz
c) Common frequency – f0 – 441.8 MHz – for SOS
d) Multiple Access TDMA scheme is used.
vi. Key Management Server [KMS] transmits authentication keys for radio communication between
station kavach & loco kavach. GSM communication is used for transfer of keys.
vii. KMS uses OTP [one time password] over SMS technique – to authenticate kavach systems
before sharing authentication keys.

5. Entry of train into station kavach territory – in absolute block working system
i. On entering “communication mandatory zone” loco kavach sends access request packet to station
kavach – in f0 frequency.
ii. Station kavach sends Access Authority message packet with Message Authentication Code (MAC).
iii. Loco kavach receives Access Authority message packet with MAC and computes the session
key KS. Loco kavach computes the MAC and compares with received MAC. If both MACs match – loco
kavach starts communicating regular packets.

6. Initiating radio communication

i. On reading first RFID tag – loco kavach starts transmission of radio message packet to station
kavach – giving RFID tag detail. It communicates by random access method on the time slots
reserved for this purpose on frequency f0.
ii. After establishing direction [after passing two tags] – loco kavach sends direction and location
also. Then only station kavach transmits its radio message packets.

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7. Establishing radio communication

i. On receiving radio message packet from loco kavach with direction & location – station kavach allocates
a time slot and pair of frequencies for communication exclusively by that loco kavach.
ii. Loco kavach starts communicating in the allotted channel as long as it is in the radio coverage of that
station kavach.
iii. For communication among different loco kavach units in block section or in station section in
emergency situations [SOS, head-on, rear-end collisions] – loco kavach shall use transmit frequency
f0n its designated time slot.
8. Kavach multiple access scheme
i. Each station kavach is allotted a pair of frequencies to communicate with loco kavach units in its territory.
Adjacent stations are allotted different pairs of frequencies.
ii. One time slot is allotted to each station kavach and one to each loco kavach.
iii. TDMA/FDMA frame cycle is of 2000 milli sec duration in 406 – 470 MHz range.
iv. Each frame is divided into 78 time slots of 352 bits [18.33 milli sec.]
v. Out of 78 slots – 50 time slots are allotted to communication between station kavach and loco kavach.
vi. 50 time slots are allotted to contiguous stations. Each station’s timeslots are based on the size of the
station. Adjacent time slots are not allotted to one station.
vii. 28 time slots are used by station kavach and loco kavach for communication in f0-for various purposes.
viii. Station kavach uses some specific time slots for broadcasting SOS messages.
ix. Some slots are used in f0 by station kavach for broadcasting Access Authority messages.
9. Terminating a radio communication by stationary kavach with loco kavach
i. When loco moves about 1.5 km [configurable] beyond advanced starter.
ii. No radio packet is received from loco for more than 60 cycles.
iii. In case of failure of both GPS & RTC.
iv. If the direction is invalid in Standby or Staff Responsible mode.
10. Usage of GSM [GPRS] communication
i. Communicating fault messages to NMS
ii. Transmission of authentication keys for radio communication between station kavach & loco kavach.
11. Usage of GPS communication.
i. Required to synchronise all kavach units – as multiple access TDMA is used.
ii. If both GPSs of loco failed – then the system shall work on CPU time for 30 minutes. If there is no
stability after GPS failed, loco shall transit out of Full Supervision Mode.

Meeting of the requirements by Kavach

Requirement Mechanism of Kavach
1 Direction detection of train Comparing two RFID locations passed by the train
2 Location of train Last passed RFID location and the distance traveled as per tachometer
3 Online signaling status to stationary kavach From station interlocking relays / EI data
Sending signaling data from station kavach By radio [UHF] communication between station kavach to loco kavach –
4
to train by dynamic TDMA on specific frequency pair in each station area.
In block section, in station area & in emergency situations – SOS, head-
5 Loco to loco message broadcast on, rear-end collisions – using fixed frequency [f0] in its designated time
slot.
6 Prevention of SPAD and overspeed By reducing MA based on aspect of approaching signal.
Station section – conflict between signal aspect, point position,
7 Prevention of collision between two trains berthing track section, signal aspect sequence and TIN in station area.
Block section – TIN conflict
Security of radio communication between
8 By key management system [KMS] – using GSM / GPRS communication
station & loco kavach
By Global Positioning System [GPS] or Global Navigation Satellite
9 Real Time Clock Synchronization
System [GNSS]
Centralised monitoring of Kavach equipped
10 By NMS – Network Monitoring System
trains and stations

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Information exchanged between train and stations

Station to train: Train to station:

i. Movement authority i. Train position
ii. Approaching signal – aspect, distance, signal type ii. TIN
iii. Next signal – aspect iii. Last passed RFID tag
iv. Loop line speed – if applicable iv. Train speed
v. Section speed & gradient v. Train direction of movement
vi. LC gate information in the route vi. Loco kavach mode
vii. Time stamp vii. Time stamp

Cab signaling – Information displayed on DMI

i. Movement authority
ii. Signal aspect.
iii. Current speed
iv. Permitted speed.
v. Overspeed
vi. Target speed – to enter loop line.
vii. Train length
viii. Train type
ix. Display of mode of loco operation
x. SOS operation by driver
xi. Train type selection by driver
xii. Communication with loco kavach
xiii. Message display to driver.

RFID Tags – types & purpose – location

Type Purpose Location
Both in block & station sections – at not more than 1
To check sequential
1 Normal tag km distance – each normal tag is linked to two
occupation of tags by train
normal tags in both Nominal & Reverse directions.
To check passing the signal
2 Signal foot tag At the foot of the signal post
by the train
3 Signal approach tag To correct odometer error 150 to 250 meters from signal post
TIN discrimination To indicate change in the
4 Placed at turnouts and block sections
tag TIN of track section
Auto whistling in the In the approach of the gate – as per the practice of
5 LC gate tag
approach of the gate railways.
To indicate to loco kavach – At the exit of kavach section – 3 exit tags are to be
6 Kavach exit tag
exit / entry of kavach section provided at each exit.

Track Identification Number – TIN

i. Each track shall have designated TIN.
ii. Each block section one unique TIN – can be repeated after 50 km.
iii. Each berthing track at station one unique TIN – can be repeated after 10 km.
iv. TIN allocation shall not inhibit permissible simultaneous movements.
v. TIN numbers 1 to 127 and TAG numbers from 1 to 1023 – shall be allocated by user railway.

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Kavach control table preparation

i. Shunt signal routes need not be considered.
ii. Overlap need not be considered
1 2 3 4 5 6
Entry Exit Leading to Aspect of Requires aspect of Requires points in route
SN
signal signal line entry signal exit signal N R

Contd…
7 8 9 10 11 12
Check RFID
Requires track TINs required
circuits UP in route free Entry signal Enroute Conflicting Conflicting
foot Tag Tags Route Tags turnout Tags

Contd…
13 14 15 16 17
Turnout Distance between
Movement Authority from
Speed Distance to commence Speed restriction ENTRY & EXIT Signal
foot of entry signal [Meters]
[Km] [Meters] distance [Meters] [Meters]

Types of brakes for a train

i. SA9 Brake: [Locomotive brake] – when applied brakes only the loco without affecting the rest of the
train brakes. Mainly used during shunting as train brakes are not connected.
ii. A9 Brake: [Automatic train brake] – controls the brakes of entire train including loco and all coaches/
wagons. It ensures coordinated braking of entire train – with smooth and effective deceleration
iii. Emergency Brake: When applied causes immediate and full reduction of air pressure in the brake pipe
– brings entire train to a rapid halt in emergency.

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3. CBTC – Communication Based Train Control system

Metro train system differs from mainline train system.
Main Line Railway Metro Railway
1 Average Speed 50 to 75 Kmph. 30 to 35 Kmph.
2 Headway 5 to 7 Minutes 1 to 1.5 Minutes
3 Inter Station Distance 6 to 10 Kms. 0.8 to 1.5 Kms.
4 Braking Distance 800 meters to 1.6 Km 250 meters
5 Station Yard Layouts Complex. Simple
6 Signal Operation / MA Time 30 Sec to 3 Min 3 to 5 Sec
7 Stoppage Time at Stations 2 to 5 Min 20 to 30 Sec
8 Distance between trains 1 to 1.5 Km 25 to 30 m.

Mainline train control systems cannot meet the requirements of metro train systems. Metro train control
must be automated to meet the performance requirements of headway of less than 1.5 minutes.
Automatic Train Control [ATC] by CBTC is adopted in metro trains all over the world. CBTC is a type of ATC.
IEEE established standard of ‘IEEE 1474’ is the basis for development of CBTC systems by various
vendors. IEEE 1474 standard has 4 parts –
i. 1474.1 [2004] – provides functional requirements of CBTC including key functions, performance, and
operational requirements.
ii. 1474.2 [2003] – provides the user needs and requirements for CBTC performance and functional
capabilities. It aims to assist procurement and deployment of CBTC.
iii. 1474.3 [2008] – Specifies system design requirements. It covers elements of CBTC system.
iv. 1474.4 [2011] – Deals with testing & verification of CBTC systems. It outlines procedure and criteria for
validating that a CBTC system meets functional & performance requirements.

ATC has 3 subsystems

ATP + ATO + ATS = ATC
Purpose
1. Failsafe protection against overspeed
ATP 2. Failsafe protection against collision & other hazardous conditions
Automatic
1 • Train location detection
Train
Protection system • Train separation
• Interlocking
ATO 1. Automatic speed regulation
Automatic
2 2. Automatic station stopping
Train
Operation 3. Train doors & platform doors control

ATS To minimize inconveniences caused by irregularities [failures etc.]

Automatic 1. Monitoring Train status
3
Train 2. Scheduling Trains
Supervision 3. Controlling of all train movements

Features of CBTC
i. Precision train location detection - by train-borne system [not by track circuit or axle counter].
ii. Transmission of train location to wayside controller by wireless – WI-FI to IEEE standard of 802.11
is mostly used.
iii. Wayside controller generates limit of Movement Authority [MA].
v. Transmission of MA to train-borne system by wireless [WI-FI].
v. Implementation of MA by train-borne system.

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Subsystems of Metro loco

i. Sensors to sense the speed of the train – generally two types of sensors are used.
ii. Radio to communicate with way side controller.
iii. Vital computer – to supervise implementation of movement authority.
iv. Tag reader – for correction of train based speedometer.
v. Event recorder – provides evidence for the performance of CBTC system.

TDMS –
Train Data Management System

Sub-systems of Metro train control system

i. ATS at OCC –
ATS software in the server
controls the zonal controllers.

ii. ZC Zonal Controller –

A group of metro stations are
controlled by Zonal Controller
provided at one of the stations.
A software in a system
implements ATP & ATO
functions of CBTC.

iii. CBI at each metro station –

Communication based interlocking
system [just like EI] controls the
points signals, platform doors, etc.

iv. Radio system – for data

communication between train and
station is provided at each station.
Special arrangements are made for

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Automatic speed control:

To supervise movement authority
implementation - train speed must
be controlled automatically by
train borne system.
ATO speed –
Is the speed planned to implement
timetable.
ATP speed Maximum –
When train crosses this speed
train protection system takes over
the train braking for safe operation.
Maximum safe speed –
ATP system ensures that the train
speed never exceeds this speed

Typical CBTC parameters

Parameter Typical range
1 Maximum trains processed by one wayside controller 10 to 40
2 Resolution of measured train location – for ATP +/- 0.25 to 6.25 m
3 Accuracy of measured train location – for ATP +/- 5 to 10 m
Accuracy of measured train location for programmed station stop –
4 +/- 0.25 m
without platform edge doors – for ATO
Accuracy of measured train location for programmed station stop –
5 +/- 0.05 m
with platform edge doors – for ATO
6 Resolution of train movement authority limits +/- 0.25 to 6.25 m
7 Resolution of train speed measurement for ATP +/- 0.5 to 2 Km/h
8 Accuracy of train speed measurement for ATP +/- 3 Km/h
9 Resolution of train speed commands – for ATP +/- 0.5 to 5 Km/h
10 Train to wayside message communication delays 0.5 to 2 sec
11 Wayside to train message communication delays 0.5 to 2 sec
12 Wayside CBTC equipment reaction times 0.07 to 1 sec
13 Train borne CBTC equipment reaction times 0.07 to 0.75 sec
14 Rollback detection criteria 0.5 to 2 m
15 Zero speed detection criteria Less than 1 to 3 kmph for 2 sec

Grade of automation of train operations

Responsibilities of train operator [driver] in various grades of automation of train operations are given below:
All modern metro systems are planned with the highest level of automation – i.e., Grade 4 – to reduce the
cost of operations and to ensure efficiency of train operations

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ANNEXURE – V
Standards
1. Railway Engineering Standards
A. The main purposes of railway engineering standards include:
a) Safety Assurance: Ensuring the safety of passengers, freight, and railway personnel by
mitigating risks and hazards through proven engineering practices.
b) Interoperability: Facilitating compatibility and seamless operation between different railway
systems, especially in international or regional networks.
c) Quality and Reliability: Defining quality benchmarks for materials, construction methods,
and operational procedures to enhance durability and performance.
d) Efficiency and Cost-effectiveness: Reducing errors, rework, and delays by providing clear
guidelines, ultimately reducing costs.
e) Environmental Sustainability: Ensuring that railway projects and operations minimize their
environmental impact.
f) Legal Compliance: Helping engineers and operators comply with national and international
laws and regulations governing railway systems.

B. A standard consists of
A standard consists of a set of documented guidelines, technical specifications, procedures,
and best practices that are used to ensure that railway systems, components, and operations are
designed, built, and maintained in a consistent, safe, and reliable manner.

C. Agencies developing railway standards.

Several organizations at both national and international levels develop and maintain railway
engineering standards. Key agencies include:
International Level:
a) International Union of Railways (UIC): Sets international railway standards, especially for
safety, interoperability, and performance across borders.
b) International Organization for Standardization (ISO): Develops standards applicable to
railway technology, safety, and management systems.
c) European Union Agency for Railways (ERA): In the EU, it develops Technical Specifications
for Interoperability (TSIs) for railways across the member states.
d) CENELEC (European Committee for Electro technical Standardization): European standards
organization responsible for the standardization in the electro technical field. It is one of the
three European standardization organizations, alongside CEN (European Committee for
Standardization) and ETSI (European Telecommunications Standards Institute). CENELEC
develops voluntary technical standards that help ensure the safety, interoperability, and
performance of electrical products, systems, and services within the European Single Market.
e) Institute of Electrical and Electronics Engineers (IEEE): Develops standards for railway
Signaling and control systems.

National Level:
a) British Standards Institution (BSI): Publishes railway standards for the UK, including
specifications for rail infrastructure and operations.
b) Indian Railway Standards (IRS): Developed by Indian Railways for the design & maintenance
of infrastructure, rolling stock, and operations within India.
c) German Institute for Standardization (DIN): Develops railway standards for Germany, often
aligned with European norms.

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2. Some ISO or IEC Standards

i. The International Organization for Standardization (ISO) sets various standards related to
environmental protection, data protection, and quality control.
ii. ISO standards complement or overlap with some International Electro technical Commission (IEC)
standards, offering global benchmarks for manufacturing processes, management systems, and
product performance. Below is an overview of ISO standards for each area:

A. ISO 9001: Quality Control Standards (ISO)

ISO 9001: This is the most well-known quality management standard. It specifies the requirements
for a Quality Management System (QMS) and is used by organizations to demonstrate their ability to
consistently provide products and services that meet customer and regulatory requirements. It
emphasizes continual improvement, risk-based thinking, and customer satisfaction.

B. ISO 45001: Occupational Health and Safety Management Systems (OHSMS)

i. ISO 45001: This is the primary ISO standard for occupational health and safety (OH&S)
management. It provides a framework for managing risks to worker health and safety, reducing
workplace injuries and illnesses, and improving safety performance.
a) Key Focus: Risk identification, hazard control, worker participation, legal compliance, and
continual improvement in health and safety practices.
b) Benefits: Helps organizations reduce workplace hazards, improve regulatory compliance,
and enhance worker safety and well-being.

C. ISO 14001: Environmental Management (Indirect Workplace Safety)

i. ISO 14001: Although primarily focused on environmental management, this standard indirectly
contributes to workplace safety by addressing environmental risks, hazardous substances, and
processes that could impact worker safety.
a) Key Focus: Safe handling and disposal of hazardous materials, compliance with
environmental regulations, and the minimization of environmental hazards that could affect
workers.

D. ISO / IEC 27001: Information Security Management System (ISMS)

Jointly developed by ISO & IEC
ISO / IEC 27001: This standard specifies the requirements for an Information Security Management
System (ISMS). It provides a systematic approach for managing sensitive company and customer
data, ensuring its confidentiality, integrity, and availability. ISO / IEC 27001 is widely used across
industries to protect data against cyber threats and data breaches.

E. IEC 61000 series: Electromagnetic compatibility (EMC)

IEC 61000 Series: Focuses on electromagnetic compatibility (EMC). It ensures that electrical
devices operate correctly in their electromagnetic environment without introducing unacceptable
electromagnetic disturbances. Quality control includes making sure products are resistant to
electromagnetic interference and function as intended.

F. IEC 60068 Series: Environmental testing for the quality and durability of electronic equipment.
IEC 60068 Series: This set of standards addresses environmental testing for the quality and
durability of electronic equipment. It includes tests for factors such as vibration, temperature, humidity,
and shock to ensure products meet reliability and quality expectations in real-world conditions.

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3. Ingress Protection (IP)

Ingress Protection (IP) standards are a classification system established by the International Electro
technical Commission (IEC) to define the levels of sealing effectiveness of electrical enclosures against
intrusion from foreign bodies (such as dust and dirt) and moisture.
The IP rating system is commonly used in electrical and mechanical applications to specify how well a device
is protected from environmental factors.
These ratings help consumers and manufacturers understand the environmental resilience of a product,
allowing for better decisions based on the device's intended use.
The IP rating typically consists of two digits:
First digit : Protection against solid objects (like dust).
Second digit : Protection against liquids (like water).
Common IP Ratings:
IP54: 5: Dust protected. Limited ingress of dust, but not enough to interfere with operation of equipment.
4: Protection against water splashing from any direction.
IP65: 6: Dust tight. No ingress of dust.
5: Protection against water jets from any direction.
IP67: 6: Dust tight.
7: Protection against immersion in water for a short period (typically 30 minutes at a depth of 1 meter).
Breakdown of the Digits:
Solid Protection (First Digit): Liquid Protection (Second Digit):
a) 0: No protection. a) 0: No protection.
b) 1: Protection against solid objects over 50mm. b) 1: Protection against vertically dripping water.
c) 2: Protection against solid objects over 12mm. c) 2: Protection against water dripping at a 15° angle.
d) 3: Protection against water spray at an angle up to 60°.
d) 3: Protection against solid objects over 2.5mm.
e) 4: Protection against water splashing from any direction.
e) 4: Protection against solid objects over 1mm.
f) 5: Protection against water jets from any direction.
f) 5: Limited protection against dust. g) 6: Protection against powerful water jets.
g) 6: Fully dust tight. h) 7: Protection against temporary immersion in water.
i) 8: Protection against continuous immersion in water.

4. Electromagnetic Interference (EMI)

Electromagnetic Interference (EMI) standards are regulations that govern the emission of electro-
magnetic waves by electronic devices and systems to ensure they do not interfere with functioning
of other devices or communications systems.
EMI can be generated by various sources, including electrical circuits, power supplies, motors, and
wireless devices. To manage and limit EMI, various organizations worldwide have established standards to
regulate both emissions and susceptibility to interference.
A. Importance of EMI Standards:
EMI standards are essential in maintaining electromagnetic compatibility (EMC) between devices.
They help:
i. Prevent interference in communication systems (e.g., radio, TV, mobile signals).
ii. Ensure the safe and reliable operation of medical equipment.
iii. Prevent malfunction in transportation systems, such as airplanes and cars.
iv. Protect sensitive devices in residential and industrial environments.
Compliance with these standards is crucial for manufacturers to sell products in different regions and markets
B. Major EMI Standards and Regulatory Bodies:
1. CISPR (International Special Committee on Radio Interference):
i. The CISPR standards, created by International Electro technical Commission (IEC), define limits for
emission of electromagnetic waves from electronic and electrical devices.
ii. CISPR 11: Covers industrial, scientific, and medical (ISM) radio-frequency equipment.
iii. CISPR 12: Covers motor vehicles and internal combustion engines (limiting emissions).
iv. CISPR 22/32: Applies to information technology equipment (ITE), including computers, networking
devices, and peripherals.

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B. Major EMI Standards and Regulatory Bodies:

1. CISPR (International Special Committee on Radio Interference):
i. The CISPR standards, created by International Electro technical Commission (IEC), define limits for
emission of electromagnetic waves from electronic and electrical devices.
ii. CISPR 11: Covers industrial, scientific, and medical (ISM) radio-frequency equipment.
iii. CISPR 12: Covers motor vehicles and internal combustion engines (limiting emissions).
iv. CISPR 22/32: Applies to information technology equipment (ITE), including computers, networking
devices, and peripherals.
2. FCC (Federal Communications Commission, USA):
i. The FCC Part 15 regulations cover unintentional radiators (e.g., computers and other digital devices)
and intentional radiators (e.g., Bluetooth, Wi-Fi devices) in the U.S.
ii. Devices are classified into two categories:
a) Class A: For industrial or commercial environments, with looser emission limits.
b) Class B: For residential environments, with stricter emission limits due to the need to minimize
interference in sensitive home electronics.
3. EN (European Norms - EU Standards):
i. EN 55022 / EN 55032: European equivalents of the CISPR standards that apply to information
technology equipment.
ii. EN 55024: Specifies immunity requirements for information technology equipment to ensure devices
can operate reliably in the presence of EMI.
iii. EN 61000-6-3: General EMC standard for emissions in residential, commercial, and light-
industrial environments.
iv. EN 61000-6-2: EMC standard for immunity in industrial environments.
4. MIL-STD-461:
i. A military standard established by the U.S. Department of Defense that specifies requirements
for controlling EMI in military equipment and subsystems. It covers both emission limits and
susceptibility (immunity) requirements.
5. IEC 61000-4:
i. This standard is part of a broader EMC series that covers various aspects of immunity and
susceptibility to electromagnetic interference.
ii. IEC 61000-4-2: Focuses on electrostatic discharge (ESD) immunity.
iii. IEC 61000-4-3: Covers radiated RF electromagnetic field immunity.
iv. IEC 61000-4-4: Covers electrical fast transients/bursts immunity.
C. Types of EMI Compliance:
1. Emission Control:
i. Devices must not emit electromagnetic interference beyond a specified level to ensure they do not
cause harmful interference with other devices.
ii. Standards define limits for both conducted and radiated emissions.
2. Immunity (Susceptibility) Control:
i. Devices must be able to withstand a certain level of EMI from external sources without performance
degradation.
ii. Immunity standards ensure that equipment can function correctly even in the presence of
electromagnetic disturbances.
D. Key EMI Testing Methods:
i. Radiated Emissions: Measures electromagnetic energy emitted through air from a device.
ii. Conducted Emissions: Measures electromagnetic energy emitted along conductors, such as power
cables.
iii. Radiated Immunity: Tests device’s ability to operate without failure when subjected to external
electromagnetic fields.
iv. Conducted Immunity: Tests ability to withstand electromagnetic disturbances that travel through
cables.

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5. Processor based failsafe systems – standards EN 50126, 50716, 50129, 50159

Electronic Interlocking, MSDAC, Solid-state block instruments, FN MUX, LED signal lamps, and
Train protection systems are some of the processor-based failsafe electronic equipment used in
the present railway signaling system.

To make the equipment or the system failsafe – CENELEC standards are to be followed throughout
the life cycle of the product. CENELEC - European Committee for Electro technical Standardization
is formed in 1973 at Brussels by National Electro technical Standardization bodies of European
countries for standardization all over Europe. The following standards are for railway applications.
B. Standard EN 50126
i. The standard describes the life cycle process for railway systems.
ii. The systematic process for specifying requirements for RAMS and demonstrating that these
requirements are achieved is defined.
iii. It specifies 4 levels of safety integrity based on tolerable hazard rate for products.
C. Danger, hazard, and accident – an example

Stone falling to the foot of a hill is danger. Building a railway line at foot of hill is hazard.
Stones falling when the train is at the foot of hill leads to accident.

Tolerable Hazard Rate Safety Integrity HAZARD Once in

SIL Level
THR per hour and per function Level [approx]
10-9 ≤ THR < 10-8 4 1 SIL 4 11, 415 years
10-8 ≤ THR < 10-7 3 2 SIL 3 1,141 years
10-7 ≤ THR < 10-6 2 3 SIL 2 114 years
10-6 ≤ THR < 10-5 1 4 SIL 1 11 years

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D. Phase in the life cycle of systems

E. Components of RAMS

Failures are two types – random & systematic – for assessment of safety integrity.
Random failures are measurable based on each component failure rates based on experience and
OEM’s specification. Systematic failures are not measurable – hence to be taken care of by proper
methods and tools to implement the processes.

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F. Field Trials – Parallel, Series & Stand – alone

A SIL4 product can be introduced in railways after successful completion of 3 types of field trials.
i. Parallel Trial – to assess functional performance and operation in Railway Environment. Performance
is compared with existing system.
ii. Series Trial – to assess functionality in operating field function in Series with existing system.
Output delivered only if both outputs are same – safety ensured.
iii. Stand-Alone Trial – to assess the system when driving the field functions – alone, as performance
and safety is verified in the previous Trials.

G. Strategies for ensuring Safety & availability

i. Safety – more than one processors output is taken – all shall provide the same output
ii. Availability
a) Hot standby – no human intervention
b) Warm standby – least human intervention
c) Cold standby – technical person’s presence is required

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6. Data communication in signaling system

Sub-systems of Data communication RJ 45 Connector DB 9 Connectors
Female & Male
i. Port – Serial, Ethernet
ii. Connector – DB9, RJ45
iii. Medium – copper, data channel, dark fiber
iv. Protocol – Ethernet, serial data

Data flow: i. Point to point communication

ii. Point to multi point communication

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C. Data type – vital and nonvital

i. Vital communication
ii. Non-vital communication
Vital & non-vital ports:
Processor-based equipment exchange data through vital and non-vital ports. Some examples are given below.
i. Data exchange through vital ports is fail-safety.
ii. Data exchange through non-vital ports is not fail-safe.

D. Parallel & serial interfaces between failsafe equipment:

i. Parallel interface – is wiring the potential free contacts of outputs of one equipment as input to other.

ii. Serial data interface requires higher level integration of products-data transfer by changing data
protocols.
iii. Serial interface requires less hardware

7. Asset availability - concepts, parameters, and components - EN 50126-1 standard

Overall parameters of availability of a system / asset:

Restore time – Total duration of failure.
Repair time – Total duration of work done on the equipment.
i. Mean Time To Restore [MTTR]: The average time taken to restore a system. MTTR is crucial
for understanding how quickly a system can be restored to service after failure. Lower MTTR
values indicate faster repair processes and better maintainability.
EX: In a year if a system failed four times with a down time of one hour, three hours, four hours, and
two hours. The MTTR of the system is 2.5 hours.

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ii. Mean Time Between Failures [MTBF]: Average time between two consecutive failures. MTBF is
crucial for planning maintenance schedules, improving system design, and life cycle costs. A higher
MTBF indicates a more reliable system.
EX: In a year if a system failed four times – the MTBF is [12/4 = 3 months].
iii. Mean Up Time [MUT]: The average time that a system is operational between failures.

An asset down time is divided into five components:

i. Mean Undetected Fault Time [MUFT]: Period during which fault exists in a system without
being detected. This is not desirable. Reducing UFT by improved fault detection methods
enhances system performance and reliability.
ii. Mean Administrative Delay [MAD]: Average time delay due to administrative procedures that
must be completed before maintenance or repair can commence. This can include paperwork,
approvals, or other bureaucratic steps that need to be resolved before the actual physical repair
or maintenance work begins.
iii. Mean Logistics Delay [MLD]: time delay due to logistics issues, such as waiting for spares or
support equipment.
iv. Mean Technical Delay [MTD]: Average time delay due to technical issues or challenges that
need to be resolved before maintenance or repair activities can proceed. This can include
diagnosing the problem, obtaining technical information, or waiting for specialized tools or expertise.
v. Mean Repair Time [MRT]: Average time to repair a failed system and restore it to operational status.

8. Methods to ensure data integrity in data communication system

A. CENELEC standard 50159 - stipulates conditions to be satisfied for safe information transfer between
two safety related electronic systems.
B. Four factors affecting validity of message at receiver – affecting its properties
1 Authenticity 3 Sequence
2 Integrity 4 Timeliness

C. Twenty-two hazardous events that affect the validity of data

Deliberately caused events.
1 Wire tapping 4 Unauthorized clause to SW
2 Damage or unauthorized change to HW 5 Monitoring of channels
3 Transmission of unauthorized messages

Not deliberately caused events.

1 Systematic failure 10 Crosstalk
2 Broken wires 11 Thermal noise
3 Cabling errors 12 Fading effects
4 Antenna misalignment 13 Overloading of transmission system
5 Performance loss 14 Magnetic storm
6 HW random failure and ageing 15 Fire
7 Human error 16 Earthquake
8 Maintenance error 17 Lighting
9 EMI

D. Seven basic message errors caused by 22 hazardous events listed.

1 Repetition 4 Re – Sequencing 7 Masquerade
2 Deletion 5 Corruption
3 Insertion 6 Delayn

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E. Eight defenses against the 4 factors affecting the validity of message at receiver.

1 Sequence number 5 Feedback messages

2 Time stamp 6 Identification procedure
3 Time out 7 Cryptographic techniques
4 Source and destination identification 8 Safety code

F. Threats & defenses – matching

Defenses
Threat Seq. Time Time Source & Feed-back ID Safety Crypto-graphic
Numb Stamp Out Destination ID Message procedure code technique
1 Repetition Yes Yes
2 Deletion Yes
3 Insertion Yes Yes Yes Yes
4 Re-Sequencing Yes Yes
5 Corruption Yes Yes
6 Delay Yes Yes
7 Masquerade Yes Yes Yes

G. Three categories of transmission systems considered in the standard 50159

i. CAT 1-Transmission system design under the control of the designer and fixed during its lifetime.
ii. CAT 2-Transmission system partly unknown & not fixed, however unauthorized access can be excluded.
iii. CAT 3-Transmission system not under control of designer & unauthorized access has to be considered.
Both safety and non-safety related equipment can be connected to transmission system.
This European standard defines the safety requirements for the safe communication between safety
related equipment via a transmission system, which can either be closed or open.

H. Three Types of Message structures recommended for various levels of protection?

Three types of message structures are recommended.
Type A0 & A1 – Type B0 – Type B1

Feature of the message Type A0, A1 Type B0 Type B1

1 Safety code Yes
2 Non cryptographic safety code – enciphered message Yes Yes
3 cryptographic code Yes

I. Recommendations for application of safety codes for the type of safety related communication
system
Type of safety Type of safety-related communication system
Reference
measure A0 A1 B0 B1
1 CRC [Peterson] R US - R
2 MAC ISO/IEC 9797-1&2 R HR R R
3 Hash code ISO/IEC 10118 -2 R US HR HR
4 Digital signature ISO/IEC 9796-2&3 R R R R
HR – Highly Recommended, R – Recommended, US – Un Suitable
CRC – Cyclic Redundancy Check, MAC – Message Authentication Code

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9. Signaling systems - Data security & data safety

Signaling systems share data to perform safety critical functions in wired and wireless networks.
Interference in data by unauthorized personnel can cause service interruptions and even unsafe
incidents.
While data security is more about safeguarding the data itself, data safety is concerned with the
broader implications of how data is used and the potential impact on people and organizations. Both are
crucial components of a comprehensive data management strategy.

A. Standards:
ISO/IEC 27001: This standard specifies requirements for establishing, implementing, maintaining,
and continually improving an information security management system (ISMS).
Data security refers to the protection of data from unauthorized access, corruption, or theft
throughout its life cycle. It involves implementing measures & controls to ensure the Confidentiality,
Integrity, and Availability (CIA) of data.

B. Key Features of CIA:

i. Confidentiality:

a) Ensuring that data is accessible only to those authorized to have access.
b) Techniques: Encryption, access controls, authentication.
ii. Integrity:

a) Ensuring that data is accurate, complete, and unaltered.
b) Techniques: Checksums, digital signatures, hashing.
[Link]:
a) Ensuring that data is accessible and usable upon demand by an authorized entity.
b) Techniques: Redundancy, failover systems, backup solutions.

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C. Authentication:
Authentication is the process of verifying the identity of a user, device, or other entity in a computer
system. It ensures that entities are who they claim to be. In the context of ISMS, authentication is crucial
because it:
a) Controls Access: Ensures that only authorized individuals gain access to sensitive information.
b) Prevents Unauthorized Access: Protects against unauthorized users who may try to gain access
to information systems.
c) Supports Traceability: By identifying users, authentication helps in tracking and auditing user
activities within the System.

D. Methods of Authentication:
a) Passwords and PINs: Common methods that rely on something the user knows.
b) Biometric Authentication: Uses physical characteristics (e.g., Fingerprints, Facial recognition).
c) Token-Based Authentication: Involves something the user has (e.g., smart cards, security tokens).
d) Multi-Factor Authentication (MFA): Combines two or more different methods of authentication
for enhanced security.

E. Authorization:
Authorization is the process of determining whether an authenticated entity has permission to access a
resource or perform an action. In the context of ISMS Authorization ensures that:
a) Access Control: Users can only access data and resources that they are permitted to use.
b) Role-Based Access Control (RBAC): Access is granted based on the user’s role within the
organization.
c) Least Privilege Principle: Users are granted the minimum levels of access – or permissions –
necessary to perform their job functions.
Methods of Authorization:
a) Access Control Lists (ACLs): Specify which users or systems processes are granted access to
objects.
b) Role-Based Access Control (RBAC): Access rights are assigned based on roles.
c) Policy-Based Access Control (PBAC): Access is determined by policies set within the ISMS.
Integration of Authentication and Authorization in ISMS:
a) Security Policies: ISMS includes policies that define how authentication and authorization are
managed.
b) Access Management Systems: Tools and systems that manage user identities and enforce
access controls.
c) Regular Audits and Reviews: Regularly checking and updating authentication and authorization
mechanisms to ensure ongoing security.
d) Incident Response: Procedures in place for responding to unauthorized access attempts or
breaches.
Authentication ensures that entities are properly identified, while authorization ensures that they have
appropriate access rights. Together, they help protect an organization’s information assets & maintain
the confidentiality, integrity, and availability of information.

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10. Quality Management System (QMS)

QMS ensures efficiency, consistency, and customer satisfaction.
QMS is a structured framework for managing & improving an organization's quality processes.

Major QMS Standards and their features

Standard Industry Key Features

- Focuses on customer satisfaction & process improvement.

ISO 9001 General industries - Based on the PDCA cycle.
- Requires risk-based thinking.

- Focuses on data security and risk management.

ISO 27001 Information Security
- Requires information security controls.

Environmental - Aims at reducing environmental impact.

ISO 14001
Management - Involves life cycle assessment and sustainability.

Occupational Health & - Focuses on workplace safety.

ISO 45001
Safety - Requires hazard identification and employee participation.

i. Salient Features of QMS Standards

a) Customer Focus: Ensuring customer satisfaction through quality products and services.
b) Process Approach: Managing activities as interconnected processes for efficiency.
c) Risk-Based Thinking: Identifying and mitigating risks proactively.
d) Continuous Improvement: Using PDCA to enhance processes over time.
e) Leadership Involvement: Management commitment to quality goals.
f) Evidence-Based Decision Making: Using data & performance metrics for improvement.
g) Regulatory Compliance: Meeting legal and industry-specific requirements.

ii. Common challenges in QMS Implementation

a) Resistance to Change – Employees may be hesitant to adopt new processes.
Solution: Provide training and communicate the benefits clearly.

b) Lack of Management Commitment – leadership is not fully engaged.

Solution: Ensure top management actively supports QMS goals.

c) Complex Documentation Requirements – QMS requires detailed records & procedures.

Solution: Use digital tools to simplify documentation and audits.

d) Poor Employee Engagement – Without involvement from staff, QMS cannot be effective.
Solution: Encourage participation through training and feedback mechanisms.

e) Inadequate Internal Audits – Weak auditing practices can lead to non-compliance.

Solution: Conduct regular and objective internal audits.

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PDCA – Plan – Do – Check - Act

PDCA is a continuous improvement methodology used to enhance processes & solve problems.
Implementation of PDCA:
1. PLAN (Identify and Analise the Problem)
• Define the problem or opportunity for improvement.
• Collect relevant data to understand the current situation.
• Identify the root cause of the problem using tools like 5 Whys or Fishbone Diagram.
• Set clear objectives and goals.
• Develop an action plan, including the steps to take, resources needed & responsibilities assigned.
2. DO (Implement the Plan on a Small Scale)
• Execute the planned changes on a small scale.
• Train employees involved in the process.
• Monitor progress and document findings.
3. CHECK (Analise the Results)
• Compare actual results against expected outcomes.
• Use data analysis to evaluate performance.
• Identify what worked and what didn’t.
• Gather feedback from stakeholders.
4. ACT (Standardize or Adjust)
• If the plan was successful, standardize improvements.
• If issues remain, adjust the plan and repeat the cycle.
• Document lessons learned and best practices.
• Encourage a culture of continuous improvement.
Tips for successful PDCA implementation
a) Use visual tools like flowcharts and dashboards.
b) Repeat the cycle to achieve continuous improvement.
c) Reduce cycle time by analyzing time taken for each step in PDCA – by adopting digital
technologies to achieve zero-distancing between sub-systems and humans.

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ANNEXURE – VI
Career Development in Digital Era
1. Curiosity
Why curiosity?
1. Curiosity makes continuous learning a habit.
2. Makes mind active - Active mind asks questions and search
for answers - mental exercise - Mind becomes stronger.
3. Makes mind observant of new ideas - makes ideas to
match the solutions.
4. Opens up new opportunities - opportunities are hidden
in normal life - curious mind can look beneath the surface
and discover new possibilities.
5. Brings excitement in life - Life is never boring - not dull
and routine

How to develop Curiosity?

1. Keep an open mind - be open to learn, unlearn and relearn.
2. Do not take things as granted - try to dig deeper beneath the surface of what is around you.
3. Ask questions relentlessly - what, why, when, who, where and how are best friends of
curious people.
4. Don’t label something as boring - curious person never closes doors of opportunities.
5. See learning as fun - you cannot deep dig to learn – as you think it as burden.
6. Read diverse kinds of reading - introduces new possibilities and excitement - sparks your
interest to explore.

2. Job – Role – Activities – process – working instructions

1. Job is offered by an organisation for creation of value.
2. Role is played by an employee to create value.
3. Activities are performed by employee while playing the role.
4. Process stipulates the conditions to perform activities. For example, two activities which are to
be done – can they be done simultaneously or one after the other. If so, what is the sequence is
decided by process
5. Working instructions provides the details [technical & logistical] in performing the activities

3. Measurement of performance – Productivity, Efficiency & Outcome

1. Productivity – Measure of completing an activity in the given time.
2. Efficiency – Measure of errors in the completed activity – rework is required.
3. Outcome – Product of productivity & efficiency.
4. More errors are result of – lack of knowledge in doing the activity.
5. Less productivity is result of – lack of knowing the process of activity
6. If productivity is 90% and efficiency 50% - outcome may be 45% - it means knowledge of the
activities performed must be improved.
7. If productivity is 50% and efficiency 90% - outcome is same 45% - it means process of the
activities performed must be improved.

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4. How are you judged regarding performing the activities in your role?
1. Performing the activity with supervision by others.
2. Ability to perform the activity without supervision by others.
3. Able to supervise activity performed by others.

5. Growth in career – Continuous value creation – Continuous learning –

Curiosity – Self motivation
1. Change in technologies & nature of problems to be solved requires new Capabilities.
2. Growth in career demands continuous value creation through continuous capability
upgrading by continuous learning.
3. Curiosity creates desire to learn and self-motivation drives by high professional aspirations.

6. Team – Team productivity – Emotional Intelligence

1. Many come together as a team & play their roles by performing their activities to provide
final solution.
2. Ability to work in a team - collaboratively by every team member leads to productivity of the team.
3. Emotional intelligence of each team member helps in achieving collaborative working.

7. Individual productivity
1. Keep the area of your work under control – be proactive in performing your role –
proactiveness expands your role – enabling you to create more value in the same role.
2. While performing your activities – always keep the end solution in mind. It helps you
eliminating wasteful activities.
3. To ensure productivity – use logical capabilities – priorities activities.
4. While working in team – resolve conflict with team member promptly with win-win solution.
5. Communication within the team is crucial for your productivity – follow the principle of
first understand what others are saying and then address the problem from your side.
6. Target to maximise team productivity by synergy – while achieving your individual productivity.
7. Learn continuously

8. Self-created limitations of learning on the job

1. Fear or Shame of exposure of ignorance – stops in getting their doubts cleared.
2. Shyness in expressing themselves in a group
3. The result is –
- Problem-solving capability is affected.
- Ignorance is exposed by their low performance later – creating stress at workplace

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9. Mentoring – the trait of successful manager (leader)

a) Mentoring
It is a developmental relationship where an experienced professional (the mentor) provides
guidance, support and knowledge to a less experienced individual (the mentee).

The mentor helps the mentee with career development, decision-making, skills enhancement
and personal growth by sharing their own experiences and insights.

b) Qualities required for a Mentor

a) Experience and Expertise: A mentor should have knowledge and experience in their field,
as this is the basis for providing valuable guidance.

b) Good Communication Skills: Effective mentors can communicate their thoughts, advice, and
feedback clearly, listening actively to the mentee’s needs and concerns.

c) Empathy and Emotional Intelligence: Understanding the challenges the mentee faces and
offering emotional support when necessary.

d) Patience: Mentoring often requires time and understanding, especially when the mentee is
developing new skills or ideas.

e) Commitment: A mentor should be dedicated to mentee’s success, offering time and

attention consistently.

f) Integrity and Trustworthiness: Mentors should maintain confidentiality and build a trustworthy
relationship where the mentee feels safe to discuss challenges.

g) Open-Mindedness: Being non-judgmental and open to different viewpoints, solutions, and

methods is crucial in guiding the mentee.

h) Motivation and Encouragement: A mentor should inspire and motivate the mentee, helping
them stay focused on their goals and overcome obstacles.

c) Components of Mentoring
a) Goal setting: Both mentor and mentee should have clarity of mentee’s goals - whether they
are skill-building, career advancement, or personal development.
b) Guidance and advice: Mentor offers advice, direction, and strategies based on their own
professional experience.
c) Skill development: Mentoring often involves teaching / training on development of skills.
d) Feedback and constructive criticism: Regular, honest feedback is essential to help the
mentee grow and improve.
e) Support and encouragement: Mentor provides emotional support, helping mentee to over
come challenges and stay motivated.
f) Accountability: Mentor helps mentee stay accountable to their goals, ensuring they stay on
track.
Evaluation and reflection: Both mentor and mentee periodically review progress, to ensure
mentoring relationship is beneficial mentee is making progress toward their goals.

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Trust = f (Results, Predictability, Context) X Visibility

10. Trust is a function of
1. Results – make others to experience the trust
2. Predictability – be consistent
3. Based on context – results & predictability are applied based on context
4. Visibility – above shall be based on demonstration – not presumptions.

(Mind sets  Practices)  Technology = Capabilities Results

11. In digital era capabilities to give results depends on -
1. Mind sets – shall be growth oriented
2. Practices – efficient processes
3. Technology – which reduces efforts to carryout activities

12. Alternative learning methods to be adopted while doing job

1. On the job learning – from working experience of self & colleagues

2. Collaborative learning – being mentored, sharing experiences etc.
3. Learning by training – e-learning, formal training courses etc.

13. Fulfilment of 4 needs (Physical, Social, Mental & Spiritual)

from 4 lives we live at-a-time
Physical life to live Social life to love
How - Economic wellbeing - thrift, industry, saving for How - By rich satisfying relationships with others - make
future needs. & keep commitments to be trustworthy - share resource,
Physical wellbeing - regular exercise, proper nutrition, be caring & responsible, love unconditionally.
adequate rest, healthy mind-set. Get help from - personality development literature.
Get help from - health facts. Body chemistry for happiness
Body chemistry for happiness Dopamine - Appreciate to generate dopamine in others.
Endorphin - is generated by your body while exercising, Oxytocin - When you touch your dear ones Oxytocin is
which keeps you happy. generated by your body.

Mental life to learn Spiritual life to leave a legacy

How - By learning, growing, gaining new perspectives, How - By clear sense of direction & purpose in life that
acquiring new skills. inspires and energises you - empower yourself to reach
Get help from - technology, arts etc. literature. out and help others.

Body chemistry for happiness Get help from - wisdom literature (religious, moral).
Dopamine - Appreciate yourself by achieving set targets Body chemistry for happiness
to enable your body to generate dopamine. Serotonin - help others, enjoy in sharing to enable your
body to generate serotonin.

Deficiency of any one imbalances life – generates urgency and lack of time

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14. Problem solving capability depends on the following abilities

1. Visualisation abilities – how better the Problem solving capability Imagination

Helps in finding
problem could be seen. solution-better
imagination gives
2. Attitude – commitment towards work - urge better solution i.e.
more Value
to find solution.
Attitude
3. Knowledge – technical capability - tool to ‘Urge’ to find ‘Solution’

solve problem. Knowledge

‘Tool’ to ‘Solve’ problem
4. Logical capability – resource management Logical Capability
‘Effective’ usage of knowledge
-effective usage of knowledge.
Visualisation
5. Imagination – validation of solution before How better the
implementation optimum solution. ‘Problem’
Could be ‘Seen’

15. What drives you to excel in professional role? What motivates us?

1. Short lived factors – Fame, Power, Money, Fear. Fame Power

2. Factors within you – that help in long professional Money Fear
career Autonomy, Purpose, Mastery.

3. Autonomy & purpose – generate Desire.

4. Purpose & mastery – achieve Discipline. DISCIPLINE

PURPOSE
MASTERY
5. Mastery & autonomy – brings Dedication. DRIVE
DESIRE
6. Desire, discipline, & dedication – drives continuous DEDICATION
excellence in professional career.
AUTONOMY

16. Emotional Intelligence

Integrity : Thought Talk Action

Emotional
Intelligence (EI) : 1st thought 1st / Modified Talk & Action
thought

Limbic system Frontal lobe

Sensing of brain of brain
Spinal
Eyes, Ears, Card Feeling Rationality
Physiology of EI : Nose, Tongue 1st / Modified Talk & Action
& Skin 1st thought thought

Efftronics Systems Pvt. Ltd. Page 239

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Vrindavan Aligarh Kasganj Ujhani Borhat
Deshnoke Nepalgunj Road Harmuti
Nokhra Nawalgarh Parisal Manpur Nagaria Hargoon KATHMANDU GANGTOK Naharalgaon Sapekhati
Sitapur City Butwal

SIKKIM
SIKK IM
Ladnum
MATHURA Hathras Roza Jn. Nanpara Amguri
Nokha Sikar Nim ka thana Alwar Patiali
Sitapur
Safrai
Bap Garkha Daryaogonj Aigawan
Bahraich
Tamsariya Viswanath Cinnamara
Palsana Bhaluk Pong Balipara Tatibahar
Jorhat Simaluguri
Ramgarh
Etah Kampil Road Sitapur Cantt Jarwa Charali

U T TA R
Sanu Ashapura Gomat Malar Bedwasi Didwana Ringas Malakhera Govind
Garh Radhakund Rajaka Sharma
Gainsari Dhalaibil
Badhal Mandi Hathras Behtagokul Gohpur
Jetha chandan Marwar Khara Rajgarh
Bharatpur Bhatasa Farrukhabad Rangpara
Phalodi Quila
Barhan Shamsabad
Hardoi Bagahi Bhikna Thori DARJEELING North Jn Tuli
Lanela Choti Makrana Paprera
Masit Nautanwa Birgunj NEW JALPAIGURI Rowta Bagan Majbat Niz Chatia Bargang
Nagaur Khatu Renwal Baswa Dantia
Tundla Mainpuri Jn New Mal Mariani
Nawa City
Gonda Bindikuri
Thaiyat Hamira JAIPUR Bandikui Sewar Yamuna Firozabad Kosma
Mota Malikpur Balamau Burhwal Sivok Y-Leg Harisinga Missamari
Mindha Ataria Titabar
Marwar
Khajwana Bobas Karanpura Achhnera Bridge
Daliganj Bardibas Connection Alipurdwar Rangiya
Udalguri
Dekargaon
Kela Devi
Narkatiaganj Tangla

RAJASTHAN PRADESH
Shri Bhadriya Lathi Besroli SILIGURI Barpeta Road

ASSAM
Sambhar AGRA CANTT. Shikhohabad Kannauj Sarju ghat Mankapur Furkating
JAISALMAR Bhandai Anand Nagar Lataguri Amoni
Pokaran Osiyan Parvatsar City
Kolvagram Bayana Karhal
Araul Makanpur Aishbagh Malhaur
Barabanki Parsa Tiwari RAXAUL Itahari Raninagar Fakiragram NEW Chaprakata Pathsala Goreswar Haibargaon Silghat Town
Merta Rd. Degana Durgapura Fathpur Sikri Fatehabad
Bhadon
AYODHYA Jalpaiguri Samuktala BONGAIGAON Sarupathar
Ren Fateh singhpura
Phulera Bassi Dausa Mania Etawah Jn Bilhaur Alam Nagar
CANTT Katra Basti Sagauli Kakarvitta New Pandu Senchoa
Kaptanganj

NAGAL
LAND
L
Hindaun Jaswantnagar New Cooch Behar
Marwar Jatwara Bah Manaknagar Janakpur Changrabandha
Patiladaha Nalbari
Mathanya Pushkar Dhaulpur Brahmavart LUCKNOW (NR)
Sitamarhi Bagdogra Chaparmukh Jn
Pipar Rd. Sanganer Shri mahabirji Tantpur
Bharthana
Utraitia Ayodhiya Motihari Bargania Rangapani
Chapar Kamakhya GUWAHATI Bokajan
Mandor Umed Merta City Kishngarh Mandhana Unnao GORAKHPUR Bathuabazar Biratnagar Boxihat Kampur
Hetampur Udi Mor Jn Anupganj Phulwaria Dumra Changrabandha
Jogighopa
Chaksu Mohari Lucknow (Ner) Chandrauli Run Laukaha Bazar Jagiroad Hojai Dimapur
AJMER Madar
Achalda KANPUR GORAKHPUR CANTT. Bhatni Thawe nisa Haldibari Tetelia
Piloda Sank Bhind Jhinjhuk Akbarganj Chakia idpu Janakpur Rd Jaynagar Bagribari Digaru
Asranada Saradhna Gangapur Kanchausi Govindpuri Tanda r Nirmali Burimari
Gauripur Goalpara Town Azara Lanka Dhansiri
Banasthali Niwai Waris Ganj Akbarpur Barhaj Bazar Kamtaul Sakri Aluabari Rd Golakganj Tetelia Bypass
KOHIMA
Rass Adarshnagar City Sirmuttra Piprahan Forbesganj
Patharkhole
Rura Shivnagar Dohrighat Jogbani Panchagarh
JODHPUR Jubasahni Chaygaon
Kharwa Isarda Tatwara Bhimsen Rai Bareli Siwan Kaparpura Saraygarh Bamanhat Dhubri Diphu
Sabalgarh GWALIOR Sultanpur Jhanjharpur Simraha Dudhunoi Sukhovi
Bar Nasirabad Salempur Mashrakh Jn
Bilara Bangurgram Malasa
Daryapur Shahganj
Parlu Amarpura
Malarna Phnihar Chandari Talakhajuri Sathiaon
MUZAFFARPUR Dholi Kasba Lalmonirhat LUMDING Hatikhali
Bandanwara Chauth ka Barwara
Kalpi
Rooma
Duraundha Kurhani Biraul Murliganj Banmankhi Mehdipathar
Bagri Nagar Ghatigaon Sandalpur Patara Dal mau Amethi Indara Chhapra Vaishali Darbhanga Purnia Jn Barsoi Jn Kaunia Jn
Kurigram Langting

MEGHALAYA
Gadra Road Baytu Balotra Luni Pali Saroni rd Aung Chilbila Harpalganj Azamgath
Kacheri
Haruli
Karpoori Gram Saharsa Raiganj
Munabao Bhachhbar Utarlai Dhareshwar Mokhampura Sawai Konch Ait Hamirpur rd Muhammadabad Phephna Ballia SAMSTIPUR Maibang
Unchahar Mau Parmanandpur Dinajpur
Rakhi Samdar MARWAR Kushtala Madhopur Dabra Pratapgarh Ghowshwar
Hasanpur Mukuria Jn Ramna Bazar
Mohana Orai Jaunpur SHILLONG

BHIHAR
Barmer Hajipur Biharaganj KATIHAR Parbatipur Mahur
Bijainagar Ragaul Fatehpur Dullahapur Chhapra Bachwara
Mokalsar Phaphamau Janghai Aunrihar Ara Jn
Pahleza
Sonpur Radhikapur Balashi Ghat
Somesar Lakheri Sheopur Kapari Faizullpur Patliputra Umesh Mansi Kumedpur
Kalan Khajri Buxar Fatuha Bakhti- Mokama Nagar
Gazol Haflong Hill
Phulad Lambiya Moth Ichauli Khaga
yarpur Thana Bihpur Kumarganj Trimoni Jn Karimganj
Balwara Virangana Rajendrapul Jatinga Lumpur
Chirgaon Khairar Bharwari Tarighat Danapur Khagaria Manihari
Rani
Charbuja rd
Bhilwara Arnetha Shivpuri Lakshmibai Jn Zafarabad Garhani PATNA Sahibganj Rampurbazar Bharakhali Maishashan Badarpur Jn
Bandarkhal
Bihara
Jalor Kabrai Manauri Ramnathpur VARANASI BARAUNI BHAGALPUR
Bakra Rd. Baripura Dingwahi
Piro
Tall Jn IMPHAL

MANIPUR
R
Dehit Bhiti Balurghat Bahadurabad Ghat Jaria Jhanjhail Arunachal Jn
Dildar Nagar Hatidah Pirpainti Eklakhi Jn Adina Chhatak Bazar Latu
Hamirgarh Babina PRAYAGRAJ JN Madhosingh Islampur Jamalpur Bonarpara Jn Vangaichungpao
Falna GURL Kolaras Mataundh Bharat Kup
Karamnasa Bikramganj Rajgir Netrakona
Teherka Attara Shankargarh Raja Tlab Bhabua Rd Jahanabad Jamalpur Town Jn
Modran Nathdwara Chanderiya Bundi Basai Mau ranipur Mahoba Bansipur Old Malda
KOTA Naini Kudra Garhnokha Malda Town Gabtoli Shamganj Jn
SILCHAR
Barundani Baran Atru Harpalpur Raghouli Chitrakut dham Manda rd Pt. DD Upadhyaya Jn Luckeesarai Kiul Barahat Tinpahar
Sylhet Baraigram Katakhal Jn
Bheempura Nana Talbaha Mirzapur Son Nagar
Bonidanga
Singhabad Gouripur
Marwar
Chanderiya Piplod Rd Badarwas
Dabhaura
Karwandia Natesar Tilaiya Mananpur Banka
Mavli Alniya Chunar Sasaram Jn Kunder
Barharwa Santahar Jn Mymensigh Jn Mohanganj Lalabazar
Bhinmal Majgawan Baghoi Kusa Godda Indo Bangla Mymensingh Jn
Chittaugarh Chhabra Miyana Jakhaura Orchha Rajnagar Manikpur Guraru Jhajha Mandar Hill Border Point
Sirohi Road Saktesgarh Dehri-on-sone
Ranapratapnagar
Gugor
Lalitpur Narhat Halt New Farakka Sirajganj Bazar Kishoreganj Kulaura Jn Jamera
Kapasan Bandhua Ghorparan Karjhausa
Shambhupura Taravata Ankorha Rafiganj Hansdiha
Raniwara Dara Tikamgarh Jaitwar Lusa GAYA Laundh Dhanwar Lahabon
ABU RD Motipura Paharpur Chapao
Maval
Guna Pagara
Ishanagar
Rewa Sonbhadra Nabinagar Kharaundh Shahaji Bazar Bhairabi
Sarotra Road
Nimbahera
Jhumakhera Khajuraho Satna Manpur Jasidih Deoghar Dumka Nawabganj
Amnura Jn
Ramganj Dhaura Japla Dilwa Mohanpur
Ramson Chitrasani UDAIPUR Nawal Sahi Nalhati
Jawad Mandi Churk
Koderma Bangabandhu
Koteshwar Ashoknagar Chopan Mohammad Ganj Sarmatanr Abdulpur Jn Jamtoil Jn Setu East Jn Kumar Ghat
Piraigaon Baidyanath Dham Godagari
Bhildi Disa
Jhalawar rd Ruthiyai Karonda
Barhi
Urwan Kawar Giridih Brahmanberia
Palanpur Karaila Chaube Bhairab Bazar
Harkia Khal Unchahra Karkatta Kurhagada Madhupur Rampurat Morgram
Ishwardi Jn Majhgram Manu
Nimach Kumbhraj Singrauli Kathautia
Azimganj Lalgola Joydebpur Jn Ambassa
Nagaruntari
Diyodar Piplia Renukut Karmabad Gomoh Sitarampur
BINA Katkamasandi

TRIPURA
Barisadri Malhargarh Maihar Gondwali Rajhura Sainthia Tongi Jn Talshohor
Shamgarh AIZAWAL

JHARKHAND
Khalipur Varetha Khed Brahma Mandsor Kansar Nawadah Barabani
Dungarpur
Baghora
KATNI Amdara Dubri Kalan Hazaribagh Town Nichitpur Nichitpur Ikra Tapasi Kalukhali Jn
Paghachong
Radhanpur Shivpoor Akhaura Jn
Santalpur Patan Tarnga Hill Kulhar Katrasgarh Ahmadpur
Ranuj
Bandag Siding
Penchi Khurai Jukehi Bara Bargawan GARHWA RD. Daltonganj
DHANBAD Palasthali AGARTALA
Chau Mahal Damoh Phulbasla Chandrapura Poradoho Jn
Chanasma Mahesena
Kachnara
Isarwara Patohan
New Katni
Niwas Road Shakti Nagar Bukru Bes Pradhan Khunta Katwa
Dhalarchar
DHAKA Gangasagar
Bangladesh
Bisramganj

MIZOR
RAM
R A
Piprala Gumia
Girwar Danea Bermo Kulti
Harij Ambliyasan Himat Salaia Beohari Kechki Balumath Charhi Kharkhari
Bhimgara
Mangra Kusunda
Adraj Moti Jn Nagar Banswara Jaora Thuria Biyavra Ganj Basoda Pipariya Kalan Barwadih Richughuta Tori
Kuju Jmuniatand
Sudamdih Burnpur Andal Rajapur Udaipur
Gandhi Dham Chitrod Pachor Road Saugor GaneshGanj
Malkera Darsana
Goalanda Ghat
SAMAKHIALI Shamlaji Rd Rajgarh Ghatera Rnachi Rd
Tupkadi
Mohda Pathardih
DURGAPUR
New Bhuj Bhutakiya Ramgarh Kalipahari Santirbazar

M A D H YA
Sarangpur Sumer Niwar Jhalwara Talgoria Sindri Nigan Krishna Pachuria Jn
Bhimasar BRLA Barkakana BOKARO Damodar ASANSOL
Gede-Darshana
Naliya Kukma Bhachau
Kuda Salt Mahidpur Road Balrampur Shanki
Bhojudih
Town
Balgona
Nagar City Zero Point

Namli Gede

WEST
Siding Kharaghoda Kalol Shajapur Boridand Jhalida Anara Joychandipahar Shanti Pur Faridpur Chandpur Belonia
Katosan Rd Modasa Dhosawas Vidisha Sihore Darritola Bodhagram Mesra Kita Chhatna Khana Saktigarh Kalinarayanpur
Jessore Jn
Dhrangdhra GANDHI RATLAM Nagda Kisoni Umaria Kalyani Simanta Sabroom
Akodia Nagpur Rd Purulia Adra Benepole Laksam Jn
Maliya NAGAR Diwanganj Birsinghpur Lohardaga Kotshila Barddhaman Tribeni Ranaghat
Jhund UJJAIN
Miyana Khodiyar Sehore Karkeli Muri Parshuram
Tat

Sabarmati Deor Anuppur Kotma Nagar RANCHI Jonha Rainagar

isilw

Petrapole
Maksi Parbati BHOPAL Masagram Magra Kalyani Feni Jn at

PRADESH
Madan Mahal Ghunghuti

G U J A R AT
Jhimrih Urma
ai

Raoti Hatia Bongaon Nazirh

Noakhali
Jn

Khakhrechi Morwani JABALPUR Bishrampur Govindpur Road Bankura Bandel

Naviakhi Habibganj Shahdol Belmuri Machlandapur Gobra Bangladesh
Ambikapur Karra

BENGAL
VIRAMGAM Lunavada Bhitoni Chandil Naihati
Mundra Piplod Barnagar Chhada Paradol Mukutmanipur
Seoraphuli

Port Surendra Chandlodiya AHMEDABAD Timba Rd Thandla Mandi dip Shridham Dhurwasin
Chirimiri
Tiger Hill Pokla Kandra Tarakeswar Dum Swarup Nagar
Morbi Nadiad Road Amargath Talpur
Dum
Barasat
Dahinsara Nagar Godhra Pipariya Rajkharswan Bishnupur Kumarkundu
Dewas Barkhera Bhikrampur Bargi Jaithari
Bano TATANAGAR Dankuni Hasnabad Khulna Fouzdarhat Jn
Kanjari Bargachia
Bally Binam Bandar
Bavla Belkhera Arambagh Hingalganj
Sikka Wadhwan Boriyavi
Dahod Jhabua Fatehabad- ITARSI Venkatnagar Amta Patipukur
Dum Dum Cant.
Sholoshohor Jn
Hapa Hadmatiya Paddhari Chanchelav Hoshangabad Tati Chakradharpur Sini Ghatsila Gokulpur Sealdah
Okha Wankaner chandrawatiganj Ghatpindrai Shikara Baltkuri
Vadtal Anand Mandla Fort Gamharia Santragachi
KOLKATA
Limbdi Swaminarayan Champaner Rd. Sohagpur Pendra Rd Nuagaon Kalaikunda HOWRAH
Kanalus Vasad INDORE Bahalda Rd Panskura
Bally Gunge
Jamnagar Petlad Pani Mines Dhar Banapura Bagratawa Ghanser Mecheda
Majerhat Champahati Chittagong
Pipli
Dhandhuka CYI Samlaya Harda
Sontalai Khodri Bangurkala Sonarpur
Taldi Dohajari
Bhatiya RAJKOT Manoharpur Chakulla Budge Budge Magra Hat
Canning
Bondamunda
H

BJW
VADODARA Pithampur Mhow Palasner
Belghana Anulajori Jhargram Baruipur
Modpur
Gop
Bochasan Bir Timarni Jujharpur Gevera Rd. Birmitrapur Gua Gorumahisani Tamlluk Jn
Diamond
Dwarka Bhakti Nagar Botad Khambhat Kathana Pratap Kevadia Barajamda
Harbour Barasat
Khambaliya Bhadran Nagar Chandod Chhota Udepur Bhiringi Parasia Korichapar
Dangoaposi Hijli
Paneli Moti Tihi Urga Kirburu Bangriposi KHARAGPUR
Bhangankhali
Gondal Kavi Vishvamitri
Khirkiya Saheli Chhindwara Seoni Nainpur Kargi rd
Rajgangpur Lakshmikantapur
Chhuchhapura Donga Mauha
Haldia
AR

Upleta
Wansjaliya Alirajpur AMLA
Bakhrabad
Virpur BHAVNAGAR Jambusar Miyagam Sanawad Gharghoda Sardega Garpoa Kalunga
Badhampahar Jaleswar Kakdwip
Jam Dhoraji Dhola Karjan
Dabhoi Tankhala Kargone Chhanera
Barbatpur
Lamta
BILASPUR
Akaltara
Sakti Kechobahal ROURKELA
Padapahar Bhanjpur
Jodhpur Navagadh Khijadiya Sihor Samni Choranda
Attar Bagdihi Barabil Dantan Deshapran Halt
NTPC Katngi Namkhana
Choranda Panpali Jaroli Rajghat Halt
Porbandar Sakhpur Moti Chandod Talvadya Jhilmili Barsuna
Dhasa Dahej Koral Khandwa Betul Barkuhi Champa Kharsia Dhutra
Bimlagarh
Virpur
Jetalsar Betnoti
Malsar Tirodi Dadhapara Raigarh Daghora Jharsuguda Digha
Jhagadiya Multai Balaghat Belpahar Basta
Amreli Bharuch Kendujhargarh
New Moore Island
JUNAGADH Rajpipla Dogaran Takal Chichonda Bhatapara Rengali
Liliya Mota Netrang Naranpur Rupsa
Teegaon
SG

Bandhnath Ankleshwar Darimeta Hatta rd Sambalpur Jn. Brundamal

Kosamba Ramakona Haldipada

(INDIA)
Basantapur
Savarkundia
Palitana Sendhwa Nepanagar Piplod Narkher Balasore
Keshod Visavadar Nandurbar Tumsar Rd. Gondia BHILAI Tilda Sambalpur City
Kawas Kosad Umarpada Dondaicha Hiwarkhed Ramtek Bargarh Rd Nilakantheswar Khantapara
Talala Dungar Pusla NAGAR Sarona Urkura Sagadapata
Panpana
Maliya Hatina Surat Tisi Achalpur Soro
Prachi Rd. Rajula Bardoli
Dosvada
Maneswar
Bhadwad Hol
Amalner Burhanpur Morshi Kalmeswar
Dhanoli
Barpali Rairakhol Sabira
Chorvad Road Mandir Hasaud Daitari Tomka
JALGAON DURG Jujomura
Hazira Port Chalthan Navapur Bhone Nimbhora Chandur Bazar Markona
Mahuva Nardana Katol Belsonda Dungripali Jakhapura
TI

Veraval Port Victor Sachin

Udhna Kaher Vyara Chavalkhede Walgaon Arvi RAIPUR Talcher Talcher Halt
Rajula City Navsari BHUSAWAL Akot New
NAGPUR Kanhan Dongargarh

Somnath Biswa br
Amravati
Raj Nandgaon Abhanpur
Arand Khaliapali Saragipali
Bhadrak Dhamra Port
Haridaspur
Hansapore
Jalamb Pauwara
Pipavav Dhule
Delvada Billimore
Mhasvad
Murtajapur Amaravati Butibori Umrer Halt Rajim Boudh Boinda
Kapilas Rd.
Kodinar Dungri Waghai Pachora Khamkhed Paras
Loisingha
Salagaon
VALSAD Shirud
Nandura Nawapara Rd
AT

Jamner Balod Angul

ORISSA
Shegaon Badnera Sewagram Wadsa Talcher Rd
Atul
Dalti CUTTACK
Khamgaon Akola Dhamtari Bichupalli

Diu
Kajgaon
Pulgaon Rajhara Lakhna Radhakishorepur
WARDHA Paradeep
Bagwada MANMAD Nandgaon Lohogad Karanja Balangir
Vapi SILVASSA
( Daman and Diu) Barang
Chalisgaon Nagbhir
(Dadra & Nagar Haveli) Lasalgaon Nayagarh
Jaulka Yavatmal Antagarh Kantabanji Khurda Road
Niphad Nagarsol Rajur TITLAGARH
Majri
H

Umargam Road Nuagoan Begunia

Khervadi Sindewahi
BHUBANESHWAR
Kopargaon Rotegaon AURANGABAD Kata Road Kesinga
ur Tadali Bolagath
Umroli
Las ap
ur
Washim Wani Rajsunakhala
Nasik Rd. dn Chanakh Bhawanipatna Kandel Road Kaipadar
Ba
Jalna Penganga
CH

Puntamba Golabai
Vaitarna Asvali
Shiridi rm
ad Navalgaon Chandrapur Lanjigarh road Bhusandpur
Ghoti Ka Pinpalkutti Kondagon
VIRAR Belapur tur Hingoli Kayar Ghugus Babupeth
Ambodala Kuhuri
PURI
Vasai Road Diva Jn Igatpuri Par
Bodhadi Bujrug Rowghat Muniguda Balugaon

MAHARASHTRA
Khardi Dhamni
Bolda
ADILABAD Gondwana Visapur Junagarh
Thane Jn. ilu
Padhegaon Sa Bissamcuttack
Kalyan Kinwat Balharshah Therubali Khallikot
Kurla Jn Chondi Bhokar Sahasrakund
Mahim Vashi
Belapur Rahuri
Singapuram Rd. Chatrapur
Manikgarh
Dadar Panvel Jn Manwat road Parbhani Basmat Mudkhed Gadchandur Berhampur

10000+
Ravoli Juinagar Himayatnagar
Vilad Rayagada
MUMBAI Wiruu Ichchapuram
Misjid Gunupur
Churchgate Karjat Ahmadnagar Pokharni
Kotapar Road
Koraput Tikiri
Purna Sirpur Kaghaznagar Dilmili Kuneru Sompeta
Colaba NANDED
Beed Umri Kaklur
Chhatrapati Shivaji Jnpt Parli Gangakher Dharmabad Gumada Palasa
Khopoli Chinchwad Visapur Dantewara
Trombay Uran City Vaijnath Vadgaon Nila
Chikna
Basar
Belampalli
Jagdalpur
Damanjodi
Lonavla PUNE Jankampet
Ambagaon Parlakhemundi Pundi
Uruli Jeypore
Rewas Port Pen Jn Srigonda rd
Bodhan
Manchiryal Bacheli Suku Parvatpuram
Roha Jn Jagtiyal Naupada
Pangaon Janwal Ramagundam
Kolad Daund Armoor Salur Bobbili
Phursungi Machhkunda Road Kotabommali
Indapur Latur Rd. Kothapalli
Srikakulam Rd.
Mangaon Latur NIZAMABAD Kamareddy Peddapalli Tilaru
Goregaon Road Kirandul
Mahabaleshwar Jejuri Akanapet
Padua Gajapatinagatam Ponduru
Veer Katpal Kurduwadi Kotapally

Locations
Bhigwan Udgir Medak Sigadam
Sape Wamane Neoli
Nira Jeur Shendri Dhoki Karimnagar Araku Chipurupalli
Karanjadi Phaltan Kalam rd Mirzapalli Jammikunta
Borra Guhalu
Vinhere Baramati Kem
Barsi town Uppal VIZIANAGARAM
Lonand Osmanabad Bhalki Masaipet
Diwan Khavati Madha Kodakandla Kazipet Twon Shrungavarapukota
Alamanda
Kalambani
Wathar
Khanapur Jn Gajwel KAZIPET Manuguru
Pandharpur
Manoharabad WARANGAL Kottavalasa
Khed Humnabad
Satara Mohol Medchal Simhachalam
Anjani Sangola Kesamudram Duvvada
Pochampally Bibi Nagar Singareni
Sawarda
Koregaon Kurukotta Bidar Ramchandra
Aravali Rd Hotgi Ammuguda
SOLAPUR puram Lingampalli
Pemberti Bhadrachalam Rd. Anakapalle VISAKHAPATNAM
Chiplun Jn Rahimatpur
Jath Road
Tikekarwadi

TELANGANA
Kamathe Kadwai Akalkot Road Zahirabad Shankar Bhongir Mahbubabad Elananchili
Palli
Sangameshwar Rd Dhalgaon Garla Visakhapatnam Port
Ukshi Karad Bhavanapallem Tuni Vadlapud
Jajgarh Port Lachyan Kalaburagi Jn Karepalli
Tandur Hussain Maula Ali Dornakal
Bhoke Langarpeth Ganagapur rd Nagar Sattupalli RAJAHMUNDRY Annavaram
Kirloskarvadi
Bhilavdi Indi Rd Martur
Chittapur SECUNDERABAD Papatapalli
Kavathe Mahankal Ravikampadu
Mailaram Nampally Khammam
Ratnagiri Sangli
Belanki Kyatanakeri Road Shahabad Kurgunta Vikarabad HYDERABAD Nalgonda Bona kalu Kovvur
Pithapuram
Pomendi WADI Anaparti Samal Kot
Nivasar Bedag Jaggayyapet Motumari
Adavali
Vijayapura Balanagar Nidadavolu
Nalwar
Veravali KOLHAPUR MIRAJ Vishnu Tp gudem KAKINADA TOWN
Vilavade Mulvad Mahbubnagar
Thangundi Jadcharla Puram Errupalem
Eluru
Saundal Ugar Khurd Ma
Ma Jak
Rajapur Rd Shri Chhatrapati Terdal Basavana Yadgir Ma kth lair rika
l VIJAYAWADA JN Nuzvid
Vendra Kakinada Port
al NADIKUDI JN
Kharepatan Shahu Maharaja Kudachi bagewadi gan
ur Devakadra Jn
Saidapur Sattenapalle
Vaibhavwadi Rd Terminus Chinchli Almatti
Achirne Krishna Krishna Gudivada
Panduranga
Yermaras Swamy Rd Canal Kotipalli
Nandgaon Rd Rayabag Mundhol Bagalkot Jn New Piduguralla
Kankavali Macherla Nekarikallu Nallapadu Jn Bhimavaram
Sindhudurg
Ghatprabha Raichur Matmari Pericherla
Tenali
Rompicharla Yanam (Pondicherry)
Badami
Mantralayam Rd.
Gadwal GUNTUR JN
Pachhapur Savalyapuram
Kudal Narasapur
Lakhmapur Vinukonda Phirangipuram Nidubrolu
Zarap Iranagallu
Gundlakamma
Narasaraopet
MACHILIPATNAM
Sawantwadi Rd Belagavi Manvapadu Kurichedu Bapatla
Madure Mallapur
Idalhond Kupgal Donakonda Stuartpuram
Pernem Repalli
Thivim Karatagi Kurnool Markapur Road
Karmali Gunji Balganur Sanganahal Chirala
PANAJI Verna Adoni Vetapalem
Londa Dharwad Hombal
VASCO-DA-GAMA GOA Gadag Gangavathi Cumbum Chinnaganjam
HUBLI Aspari Dhone Jn
Bethamcherla
Nandyal Jn Somidevipalli Uppugunduru
Majorda
Toranagallu Pendekallu
Suravali
Sanvorden Hospet Giddalur Ongole

ANDHRA
Madgaon Jn Sarzora Curchorem
Alnavar Kundgol
Talakal Nemakallu Maddikera
Bellary Rangapuram Tanguturu
Balli Ginigera Hagiri Gooty Jn Banaganapalle
Diguvametta
Cancone Ambewadi Singarayakonda
Loliem Gunda Rd Gooty Cabin Koilakuntla
Asnoti
Ulavapadu
Karwar Yalvigi GUNTAKAL JN Rayalacheruvu S Uppalapadu
Harwada Obulapuram
Ranjit Venkatampalli Pamidi Jammalamadugu Tettu
Ankola
Pura

PRADESH
Haveri Tadipatri
Gokarna Road Kotturu Somalapuram Kalluru Kavali
Proddatur
Mirjan Harihar Swamihalli Rayadurg
Kondapuram
Kumta Anantapur
Bitragunta

250+
Honnavar Zangalapalli Muddanuru
Talaku Alluru Road
Dharmavaram Jn KADAPA
Amaravathy Kadiridevarapalli
Manki
Colony Tolahunse Chitradurg Chinnekunta Palli Yerraguntla Jn Bhakarapet
Nellore
Balenahalli Venkatchalam
TALGUPPA Devanagare Basampalli
Ontimitta Bapanapalli
Murdeshwar Nagasamudram Venkatchalam Rd Jn
Mudigubba
Chitrapur
AMritapura
Kotha Cheruvu Rapuru Krishnapatnam
Sagara Harnahalli Kotnalam
Kalasamudram Kommarapudi
Bhatkal Jambagaru Rajampeta Cherlopalli
Chikjajur Hiriyur
Shiroor Shivamogga
Town Holalkere Puttaparthi Gudur
Byndoor Pullampet
Anandapuram Chakarlapalli
Mookambika Rd Ramagiri
Madhugiri Penukonda Kadiri Venkatagiri

Bijoor Shivamogga Sira Obulavaripalli Jn Nayadupeta

Hosdurga rd
Senapura Balapalle
Bhadravati Shivani
Hindupur Kurabalakota Srikalahasti

Connected
Kundapura
Tarikere Nagavangala Mulakala
Cheruvu Kalikiri TIRUPATI Yerpedu Sullurupeta
Barkur Tada
Halebid Birur Chikballapur
Kadur Madanapelle Vayalpad Piler
RENIGUNTA JN
Chandragiri Arambakkam
Udupi Urukere Vyasarpadi
Arsikere Gummidipundi

K A R N ATA K A
Panapakam
Innanje
Tiptur Tumakuru Doddanetta Pakala Jn Ekambarakuppam
Jiva
Padubidri Gobbi Nidvanda
Devanur Kolar
Nandikoor Chikka Putalapattu Pattabiram E Korukkupet
Milki
Chikmagalur Banavara Jn. Yelahanka Tiruninravur
Mududi Chittoor
Suratkal Nelamangala Pattabiram Basin Bridge
Thokur Hassan Jn Dudda Halt Kodige Peyanapalli
Panambur
Kunigal
halli Bangarpet

Networks
Padil Kabakaputtur Samudravalli Katpadi Walajah Rd CHENNAI
Mangalore Jn Yesvantpur Marikuppam Virchipuram Avadi
[Link] Gudiyattam
BANGALORE Arakkonam Park Twon
MANGALORE Mavinkere Krishnaraja Vellore
Kengeri puram Varadapura St Thomas Mount
Subrah- Hole Narsipur Melpatti
CENTRAL many Rd Sakleshpur Ramanagaram Baiyappana
Maddur halli Kuppam Ambur Kaniyambadi Tambaram
Nethravathi Cabin Mandagere Kanchipuram
Arjunahalli
Vaniyambadi Chengalpattu
Manjeshwar Patchur OttiVakkam
Hosur Onnupuram Halt
Krishnarajanagara Mandya Jolarpettai Madurantkam
Kasaragod Sagarkatta Byadarahalli Arni Road
Rayakkotti Melmaruvathur
Kotikulam Pandavapura Tirupattur
Belagula Polur Olakur
Nileshwar MYSORE Palakkodu Molakarampatti
Thiruvannamalai Tindivanam
Chandera Chamarajapuram
Kunnathur
Payyanur Tandavapura Mailam
Pappinisseri Kavalande Dharmapuri Dosampatti Tandarai Vikravandi
Nanjangud Morappur
KANNUR Town
Badanguppa Villupuram
Chamaraja Karuvalli Bommidi Teli
Mugaiyur
Nagar Villianur
Thalassery Tinnappatti
Mettur Dam Kandam- PONDICHERRY
Mahe Magnesite bakkam
Attur Tirupadripulyur
Poyyoli Omalur SALEM Chinna
Puvanur
Chemancheri Salem
Mahe Cuddalore
(Pondicherry) Mavelipalaiyam Minnampalli
Chidambaram
OOTY
Nilambur Rd. Erode
Rasipuram
Vriddachalam Vadalur Kollidam
KOZHIKODE Mettupalayam Pennadam
Coimbatore Namakkal
Ariyalur Sirkazhi
Pasur
Vallikunnu North Tiruppur Sendurai Vaithisvaran Koil
Angadipuram
COIMBATORE
Ingur Kodumudi Mohanur
Pullambadi

TA M I L N A D U
Kumbakonam Mayiladuthurai
KE

Tirur
Irugur Mayanoor Kulitalai
Pallipuram Palakkad Jn Tiruchchirappalli Karaikal (Pondicherry)
Palakkarai
Podanur Srirangam
Peralam
Shoranur Karur TIRUCHCHI- Nagore
Velliyani RAPPALLI Nagapattanam
Samudram
Ponmalai
Guruvayur Palaiyam Chettinad Nidaman-
Palani THANJAVUR galam Thiruvarur
Tirumayam
RA

Punkunnam Kollengode Pollachi Eriodu

Vaiyampatti Mannargudi Velenkanni
Udumalaipettai Vellanur
Thrisur Ollur Ayyalur
Mutupet
Dindigul Kulathur Tillaivilagam Thiruthuraipundi
Angamaly Ambaturai Ottankadu
Kalady Kodaikanal Rd. Thondaimanallur
Aluva Kudalnagar
Arantangi
Kodiklarai
Vallarpadam Idappally Teni Periyakottai
Andipatti
Usilampatti
MADURAI
Karaikkudi
ERNAKULAM Silaiman
LA

Thrippunithura Bodinayakkanur Panangudi

Tirupparankundram Tiruppachetti Sivaganga
Kochi Harbour
Terminus Mulanturutti Tirumangalam Melakkonnakkulam Kantassantural

Chethala Piravom Road Sivarakottai

Narikkudi
Manamadurai Chunnakam
Navatkull
Kondavll
Virudhunagar Sudiyur Chavakachecheri
Rajapalaiyam Jaffna Kodikamam
Paramakkudi
Tiruchchuli Pallai
Kottayam Mandapam
ALAPPUZHA Aruppukkottai Elephant Pass
Tiruvalla Sivakasi Paranthan
Tulukapati Sattirakkudi RAMESWARAM
Harippad Chengannur Killinochchi
Sankarankovil Nalli Dhanushkodi
Uchippuli Pamban
Kayamkulam Sengottai Ramanathapuram
Kottarakara Kadayanallur Kovilpatti Murkandy

10M+
Kundara Talaimannar Pier Mankulam
Karunagappalli
Tenkasi Vanchi Kadambur Talaimannar Pesalai

Maniyachchi Melmarudur
Punalur Mannar Pullkulamyanku
KOLLAM Edapalayam
Pavurchatram
Gangaikondan Milavittan Omanthei
Kappil Tattapparai
Varkala
Ambasamudram Cheranmahdevi
TUTICORIN Marunkan Thandikulam
TIRUNELVELI Madhu Road Vanunia
Kadakavur
Sengulam Cheddikulam
Kurumbur
THIRUVANANTHAPURAM GULF OF MANNAR Trincomalee
Nanguneri Srivaikuntam Madawachchiya China Bay
Parasangahawewa
Aralvaymozhi Minintale Tampalakamam
Neyyattikara Mininatale Junction
Saliyapura
Kulitturai
Tiruchendur Periynagavilu Anuradhapura Kantalai
Talawa

Connected Things of
NAGERCOIL Galoya Junction
Karadipooval
Suchindram Senarathgama
Hingurakgoda
Puttalam
KANNIYAKUMARI Paugaswewa
Polonnaruwa

Gaigamuwa Kalawewa
Palavi Punan
Valachchenai
Moragollagama Mamampitiya
Mundel Maho
Batticaloa
Nagollagama
Bangaderiya

Wettawa

Railway Signaling
Matale

Thala-Kotto Katugastota
Polgahawela

Mirigama Peradenya Junction

Veyangoda Nawalapitya

Ragama
Watawala Great Westren Badulla
Maradana
Homagama Ambewela
Colombo Fort Elia
Kotagala
Nugegoda

System
Haputale
Padukka
Avissawella
Moratuwa

Kalutara North

Bentota

Hikkaduwa
Matara

100+ 3 SMT 300+ 100+ 25M+

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