ASSIGNMENT-1

RAILWAYS, AIRPOT AND HARBOUR ENGINEERIG

INTERLOCKING AND TRACK CIRCUTTING IN RAILWAYS
Submitted by U.VETRIVEL.B.E
9/12/2012

INTERLOCKING
A system which enables points (switches) and signals to work together, put simply so that points cannot be changed against an on-coming train without the signal going to danger. In railway signaling, an interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings. The signaling appliances and tracks are sometimes collectively referred to as an interlocking plant. An interlocking is designed so that it is impossible to give clear signals to trains unless the route to be used is proved to be safe.

Principles of interlocking include:

Signals may not be operated to permit conflicting train movements to take place at the same time. Switches and other appliances in the route must be properly 'set' (in position) before a signal may allow train movements to enter that route. Once a route is set and a train is given a signal to proceed over that route, all switches and other movable appliances in the route are locked in position until either o the train passes out of the portion of the route affected, or o the signal to proceed is withdrawn and sufficient time has passed to ensure that a train approaching that signal has had opportunity to come to a stop before passing the signal.

Interlocking types
Interlocking can be categorized as mechanical, electrical (relay-based), or electronic/computer-based. Mechanical interlocking

A view of the locking bed inside Deval Tower, Des Plaines, Illinois See also: Lever frame In mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming a grid. The levers that operate switches, derails, signals or other appliances are connected to the bars running in one direction. The bars are constructed so that, if the function controlled by a given lever conflicts with that controlled by another lever, mechanical interference is set up in the cross locking between the two bars, in turn preventing the conflicting lever movement from being made. In purely mechanical plants, the levers operate the field devices, such as signals, directly via a mechanical rodding or wire connection. The levers are about shoulder height since they must supply a mechanical advantage for the operator. Cross locking of levers was effected such that the extra leverage could not defeat the locking (preliminary latch lock).

Electro-mechanical interlocking
Power interlocking may also use mechanical locking to ensure the proper sequencing of levers, but the levers are considerably smaller as they themselves do not directly control the field devices. If the lever is free to move based on the locking bed, contacts on the levers actuate the switches and signals which are operated electrically or electro-pneumatically. Before a control lever may be moved into a position which would release other levers, an indication must be received from the field element that it has actually moved into the position requested. The locking bed shown is for a General Railway Signal (GRS) power interlocking machine. Relay interlocking

Part of a relay interlocking using miniature plug-in relays Interlocking effected purely electrically (sometimes referred to as "all-electric") consist of complex circuitry made up of relays in an arrangement of relay logic that ascertain the state or position of each signal appliance. As appliances are operated, their change of position opens some circuits that lock out other appliances that would conflict with the new position. Similarly, other circuits are closed when the appliances they control become safe to operate. Equipment used for railroad signaling tends to be expensive because of its specialized nature and fail-safe design. Interlocking operated solely by electrical circuitry may be operated locally or remotely with the large mechanical levers of previous systems being replaced by buttons, switches or toggles on a panel or video interface. Such an interlocking may also be designed to operate without a human operator. These arrangements are termed automatic interlockings, and the approach of a train sets its own route automatically, provided no conflicting movements are in progress. GRS manufactured the first all-relay interlocking system in 1929. It was installed in Lincoln, Nebraska on the Chicago, Burlington and Quincy Railroad.[10]:18

Control panel for a US&S relay interlocking Entrance-Exit Interlocking (NX) was the original brand name of the first generation relaybased centralized traffic control (CTC) interlocking system introduced in 1936 by GRS[11] (represented in Europe by Metropolitan-Vickers). The advent of all electric interlocking technology allowed for more automated route setting procedures as opposed to having an operator line each part of the route manually. The NX system allowed an operator looking at the diagram of a complicated junction to simply push a button on the known entrance track and another button on the desired exit track, and the logic circuitry handled all the necessary actions of commanding the underlying relay interlocking to set signals and throw switches in the proper sequence as required to provide valid route through the interlocking plant. The first NX installation was in 1937 at Brunswick on the Cheshire Lines, UK. The first US installation was on the New York Central Railroad (NYCRR) at Girard Junction, Ohio in 1937.[10]:18 Another

NYCRR installation was on the main line between Utica, New York and Rochester, New York, and this was quickly followed up by three installations on the New York City Transit System in 1948. the 1980s when solid state interlocking and control systems began to replace the older relay plants of all types.

Electronic interlocking

Computer-based controls for a modern electronic interlocking Modern interlockings (those installed since the late 1980s) are generally solid state, where the wired networks of relays are replaced by software logic running on special-purpose control hardware. The fact that the logic is implemented by software rather than hard-wired circuitry greatly facilitates the ability to make modifications when needed by reprogramming rather than rewiring. In many implementations this vital logic is stored as firmware or in ROM that cannot be easily altered to both resist unsafe modification and meet regulatory safety testing requirements. At this time there were also changes in the systems that controlled interlockings. Whereas before technologies such as NX and Automatic Route Setting required racks and racks of relays and other devices, solid state software based systems could handle such functions with less cost and physical footprint. Initially processor driven Unit Lever and NX panels could be set up to command field equipment of either electronic or relay type, however as display technology

improved, these hard wired physical devices could be updated with visual display units, which allowed changes in field equipment be represented to the signaller without any hardware modifications. Solid State Interlocking (SSI) is the brand name of the first generation microprocessorbased interlocking developed in the 1980s by British Rail, GEC-General Signal and Westinghouse Signals Ltd in the UK. Second generation processor-based interlockings are known by the term "Computer Based Interlocking" (CBI),[13] of which MicroLok (trademark of Union Switch & Signal, now Ansaldo STS), Westlock and Westrace (trademarks of Invensys Rail) and Smartlock (trademark of Alstom) are examples.

Defined forms of locking

Electric locking "The combination of one or more electric locks and controlling circuits by means of which levers in an interlocking machine, or switches or other devices operated in connection with signalling and interlocking, are secured against operation under certain conditions."[14] Section locking "Electric locking effective while a train occupies a given section of a route and adapted to prevent manipulation of levers that would endanger the train while it is within that section."[14] Route locking "Electric locking taking effect when a train passes a signal and adapted to prevent manipulation of levers that would endanger the train while it is within the limits of the route entered."[14] Sectional route locking "Route locking so arranged that a train, in clearing each section of the route, releases the locking affecting that section."[14] Approach locking "Electric locking effective while a train is approaching a signal that has been set for it to proceed and adapted to prevent manipulation of levers or devices that would endanger that train."[14] Stick locking "Electric locking taking effect upon the setting of a signal for a train to proceed, released by a passing train, and adapted to prevent manipulation of levers that would endanger an approaching train."[14] Indication locking "Electric locking adapted to prevent any manipulation of levers that would bring about an unsafe condition in case a signal, switch, or other operated device fails to make a movement corresponding with that of the operating lever; or adapted directly to prevent

the operation of one device in case another device, to be operated first, fails to make the required movement."[14] Check locking or traffic locking "Electric locking that enforces cooperation between the Operators at two adjacent plants in such a manner that prevents opposing signals governing the same track from being set to proceed at the same time. In addition, after a signal has been cleared and accepted by a train, check locking prevents an opposing signal at the adjacent interlocking plant from being cleared until the train has passed through that plant."[14]

Complete and incomplete interlockings (U.S. terminology)

Interlockings allow trains to cross from one track to another using a turnout and a series of switches. Railroad terminology defines the following types of interlockings as either complete or incomplete depending on the movements available. Although timetables generally do not identify an interlocking as one or the other, and rule books do not define the terms, the below is generally agreed upon by system crews and rules officials. Complete interlocking allow continuous movements from any track on one side of the interlocking to any track on the opposite side without the use of a reverse move within the limits of the interlocking. This is true even if there are differing numbers of tracks on opposing sides, or if the interlocking has multiple sides. Incomplete interlocking do not allow such movements as described above. Movements in an incomplete interlocking may be limited and may even require reverse movements to achieve the desired route.

TRACK CIRCUTING

A track circuit is a simple electrical device used to detect the absence of a train on rail tracks, used to inform signallers and control relevant signals.

Introduction: Track Circuit means an electrical circuit, provided to detect the presence of avehicle on a portion of track, the rails of which forming a part of the circuit.. Purpose:

The track circuit is used to detect the occupation or vacancy of thetrack portion by the condition (i.e. track relay is down or pick up) of track relay. Principle of Working: The portion of the Track which is to be Track circuited, is first provided withwooden or RCC sleepers and then the rails are insulated from the rest of theTrack by the provision of Insulated rail joints.At one end of the Track circuit feed is connected and at other end track relay isconnected as shown when the track portion is not occupied by trains, the fed isavailable for track relay and the relay is in energized condition.When a train occupies the track circuit portion, the axel & wheels shunt the trackmuch of the circuit current is passed through the wheels due to less resistivepath and very less current is available for track relay, which is not sufficientenough to pick up the relay.

Track Circuits
For the state of the track sections (clear or occupied) to be used to prevent or allow signals and points to operate, the state must be detected electrically. This is done using 'track circuits'. The requirement of the track circuit is that an electrical relay (electrically controlled switch) be on if the track section is clear, or off if the section is occupied. This relay allows other electrical interlocking systems to 'know' whether that track section is occupied. To allow the relay to be turned on requires a power supply. At DVR we use a 12V DC supply. Essentially, the circuit works by applying a voltage across the two rails in a track section. This voltage powers the relay. If a train enters the section, the wheels and axles make an electrical connection between the two rails and the voltage drops to near zero, turning off the relay. The relay will not turn on again until the last axle of the train has left the section - regardless of the train length. Obviously, this system will only work when wooden sleepers are used, as metal sleepers would also make an electrical connection between the two rails, preventing the circuit from working. The circuit is shown below:

Figure One: DC Track Circuit The each section is seperated from the next using isolating fish-plates. These are usually made of nylon or teflon. This is essential so that track detection for each section is seperate from the next. It's All About Current Flow While the track section is clear (no train), the two rails in the section are isolated from eachother. The current from the supply runs through the resistor, along the rail (called the positive rail), and to one side of the relay coil. The other side of the relay coil is connected to earth, completing the circuit. Thus, when no train is on the track, the relay is turned on. When a train is in the section (whether it be one axle or one hundred axles), the current flows from the power supply, through the resistor and to one end of the positive rail. From this point, the most conductive path to earth is through the axle(s) and to the earth rail (the rail connected to earth). Negligable current flows through the relay and so the relay is turned off. The following diagram shows the two different current paths - one in green when the track section is clear, the other in red when the track section is occupied:

Figure Two: Track circuit showing current paths The purpose of the ballast resistor is to limit the amount of current flowing when the section is occupied. Without the resistor, the circuit becomes almost a dead short across the supply and the supply would fail. The resistor is usually a high power (10W) variable resistor. The reason we use variable resistors is so that the resistance can be set high enough to keep current flow low, but low enough to allow enough current for the relay to turn on. Each track section has its own ballast resistor and relay. The power supply is used by more than one track circuit - the positive connects to many ballast resistors and the negative connects to the continuous earth rail, and to each relay. Use of Track Relays Electrical detection of track occupancy allows for a very functional signalling system. It allows signals to work automatically, it prevents points from changing under trains, it allows the signaller to know exactly where their trains are, and adds to the realism to the system. Signal Control For example, the following is a circuit for an automatic signal (simplified). The main components of the circuit are:

The signal. It has one red light and one green. It is automatic - meaning it is not controlled by a signalbox. The track relay. As explained above, the relay turns on when the track is clear, and off when the track is occupied. The relay contains a set of changeover contacts (NO and NC).

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Figure Three - Simplified Automatic Signal Circuit When the track is clear, the track relay is on and the NO contacts connect the power to the green light. If the track is occupied then the relay is off and the NC contacts turn on the red light. This signal works purely off the track relay and isn't controlled by a signalperson. The following is a circuit for a controlled signal (simplified). The main components of the circuit are:

The signal. It has one red light and one green. The track relay. The signal lever. This might be a switch on a panel in a signal box. It allows controlling of the signal by the signalperson.

Figure Four - Simple Controlled Signal Circuit The idea of the circuit is that when the track is clear, and the signal lever is set to the green position, the signal goes green. If either the track is occupied or the signal lever is set to red, then the signal will be red. The signalperson cannot set the signal to green if the track is occupied. Points Control The following circuit (simplified) is used to control a set of electric points. The actual design of the point motor circuit is not shown here, but it is controlled by two control wires - one is powered when you want the points to be in their 'normal' position and the other is powered when you want the points in their 'reverse' position. With neither control wires is powered, the points cannot run. (Note that the function of the internal points motor circuit, not shown here, makes the motor stop when the points reach the desired position - even if the control wire is still powered. The following circuit just serves to 'tell' the points motor circuit which way to set the points.)

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Figure Five - Simple Points Control

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