ASSIGNMENT

Module Code : RST04

Module Title : Signalling principles

Course : Railway Signalling and Telecommunication

Department : Directorate of Training and Lifelong Learning

Name of the Student : PABOLU MANICHANDU

Reg. No. : DTLL0819RST011

Batch : Sep - 2019

Module Leader/Supervisor : Mr.Raghuraj Tawargeri

Ramaiah University of Applied Sciences

University House, Gnanagangothri Campus, New BEL Road,
M S R Nagar, Bangalore, Karnataka, INDIA - 560 054

i
 Declaration Sheet
Student Name PABOLU MANICHANDU
Reg. No DTLL0819RST011
Railway Signalling and
Course Batch Sep - 2019
Telecommunication
Module Code RST04
Module Title Signaling Principles
Module Date 12/12/2019 to 27/12/2019
Module Leader/
Mr.Raghuraj Tawargeri
Supervisor

Declaration

The assignment submitted herewith is a result of my own investigations and that I have
conformed to the guidelines against plagiarism as laid out in the Student Handbook. All sections
of the text and results, which have been obtained from other sources, are fully referenced. I
understand that cheating and plagiarism constitute a breach of University regulations and will
be dealt with accordingly.

Signature of the Student Date 02/01/2020

Submission Date Stamp

(by Examination & Assessment
Section)

Signature of the Module Leader and Date Signature of Reviewer and Date

ii
 Abstract

This module signaling principles helps in learning about the main concept of railway working that is axle
counters they are also called as train detecting devices in this module, we learn about signaling plan,
engineering plan for the location of signals and other equipment’s to be place in different location as per
the requirements.
With the help of the station visit of yeswanthpur we observed practical operation of all the equipment’s
which we learn in the class room section. This methodology helps to gain more knowledge.
With this module and station visit we gained knowledge of designing the signaling plan for the required
number of lines and also design axle counter as per the standers to the given section.

iii
 Contents

Declaration Sheet ........................................................................................................................... ii

Abstract......................................................................................................................................... iii
Contents .........................................................................................................................................iv
List of Tables ...................................................................................................................................vi
List of Figures................................................................................................................................. vii
PART-A CHAPTER 1 ......................................................................................................................... 9
Signalling Plan for a Double Line Layout with 4 Road station & common loop line. ........................... 9
PART-A CHAPTER 2 ....................................................................................................................... 10
3D Analog Axle counter & it’s working .......................................................................................... 10
2.1 Axle counter: ............................................................................................................................ 10
2.2 3-D axle counter: ...................................................................................................................... 10
PART-A CHAPTER 3 ....................................................................................................................... 12
sketch & explanation about mounting of Rail contact for AzLM DAC .............................................. 12
3.1 Mounting of AzLM:................................................................................................................... 12
3.2 Installation of Rail Contacts (SK 30H) ....................................................................................... 13
3.3 Drilling of Mounting Holes ....................................................................................................... 14
3.4 Height of mounting hole for different rail profiles: ................................................................. 14
PART-A CHAPTER 4 ....................................................................................................................... 15
Power Data Coupling unit of Alcatel DAC ...................................................................................... 15
4.1 Power data coupling unit: ........................................................................................................ 15
PART-A CHAPTER 5 ....................................................................................................................... 16
Signaling plan .............................................................................................................................. 16
5.1 Signaling plan: .......................................................................................................................... 16
5.2 Signaling plan contains:............................................................................................................ 16
PART-A CHAPTER 6 ....................................................................................................................... 19
Engineering plan .......................................................................................................................... 19
6.1 Engineering plan:...................................................................................................................... 19
6.2 Engineering plan contains: ....................................................................................................... 19
PART-A CHAPTER 7 ....................................................................................................................... 21
Different types of Resetting.......................................................................................................... 21
7.1 Resetting of axle counter: ........................................................................................................ 21
7.2 Types of Resetting: ................................................................................................................... 21
7.3 Conditional Reset: .................................................................................................................... 21
7.4 Preparatory Reset: ................................................................................................................... 21

iv
 7.5 Preparatory reset with acknowledgement: ............................................................................. 22
7.6 Unconditional reset:................................................................................................................. 22
PART-B CHAPTER 1........................................................................................................................ 23
Indoor .......................................................................................................................................... 23
1.1 Axle counter reset box .............................................................................................................. 23
1.2 Steps to be followed to initiate a reset ..................................................................................... 23
1.3 Station working rule diagram .................................................................................................... 24
1.4 Block instrument: ...................................................................................................................... 25
PART-B CHAPTER 2........................................................................................................................ 27
Out door ...................................................................................................................................... 27
2.0 introduction to yeswanthpur railway station:........................................................................... 27
2.1 Transvers bond (Z jumper): ....................................................................................................... 27
2.2 Cross-sectional view of rail: ....................................................................................................... 28
2.3 Check rail: .................................................................................................................................. 28
2.4 Detonator: ................................................................................................................................. 29
2.5 Joggled fishplate: ....................................................................................................................... 30
2.6 IRJ (insulated raul joint): ............................................................................................................ 30
2.7 Electrical point machine: ........................................................................................................... 32
2.8 Bearing pedestals: ..................................................................................................................... 33
2.9 Fricton clutch ............................................................................................................................. 34
2.10 Crank handle unit: ................................................................................................................... 34
2.11 Electrical parameters of point machine motor: ...................................................................... 35
2.12 Terminals of the point machine motor: .................................................................................. 36
2.13 Detection and control contact assembly: ............................................................................... 36
2.14 Leading stretcher bar: ............................................................................................................. 37
2.15 Pendrol clip: ............................................................................................................................. 38
2.16 sleepers: .................................................................................................................................. 38
2.17 Control weight: ........................................................................................................................ 39
2.18 Auxiliary transformer: ............................................................................................................. 40
2.19 Trolley: ..................................................................................................................................... 40
2.20 Turn out: .................................................................................................................................. 41
2.21 Level crossing gate: ................................................................................................................. 42
2.22 Axle counter (CEL): .................................................................................................................. 45
2.22 Point Gauge: ........................................................................................................................... 46
References.................................................................................................................................... 47

v
 List of Tables

Table 3.1 Height of mounting holes [8]………………………………………………………………………………………………………15

Table 7.1 Types of resets used in different places [2]…………………………………………………………………………………23

vi
 List of Figures

Figure 2.1 3-D analog axle counter. [8]……………………………………………………………………………………………………….11

Figure 3.1 Mounting of AzLM [7] ……………………………………………………………………………………………………………….12
Figure 3.2 Mounting Deflector plates [7] …………………………………………………………………………………………………..13
Figure 3.3 Drilling position for installation of rail contacts [8]…………………………………………………………………….14
Figure 4.1 connection of power data coupling unit [8]……………………………………………………………………………….15
Figure 1.1 Axle counter reset box (CEL) [7] ………………………………………………………………………………………………..23
Figure 1.2 Station working rule diagram. [7] ……………………………………………………………………………………………..24
Figure 1.3 F.M type Block instrument [7] …………………………………………………………………………………………………..25
Figure 2.0 Yesvantpur jn. [7] ……………………………………………………………………………………………………………………..27
Figure 2.1 cross sectional view of rail [7] …………………………………………………………………………………………………..27
Figure 2.2 cross sectional view of rail [7] ……………………………………………………………………………………………………28
Figure 2.3 check rail [7] ……………………………………………………………………………………………………………………………..28
Figure 2.4 Detonator [7] …………………………………………………………………………………………………………………………….29
Figure 2.5 Joggled fishplate [7] ………………………………………………………………………………………………………………….30
Figure 2.6 insulated rail joint [7] ……………………………………………………………………………………………………………….30
Figure 2.7 Track lead junction box [7] ………………………………………………………………………………………………………..31
Figure 2.8 Electrical point machine.[7] ………………………………………………………………………………………………………32
Figure 2.9 Bearing pedestals [7] ………………………………………………………………………………………………………………..33
Figure 2.10 Friction clutch [7] ……………………………………………………………………………………………………………………34
Figure 2.11 Crank handle box [7] ………………………………………………………………………………………………………….……34
Figure 2.12 Leading stretcher bar [7] …………………………………………………………………………………………………………35
Figure 2.13 terminals of DC motor [7] ……………………………………………………………………………………………………….36
Figure2.14 Axle counter reset box (CEL) [7] ……………………………………………………………………………………………….36
Figure 2.15 Leading stretcher bar [7] …………………………………………………………………………………………………………37
Figure 2.16 Pendrol clip [7] ………………………………………………………………………………………………………………………..38
Figure 2.17 Leading stretcher bar [7] …………………………………………………………………………………………………………39
Figure 2.18 control weight [7] ……………………………………………………………………………………………………………………39
Figure 2.19 control weight [7] ……………………………………………………………………………………………………………………40
Figure 2.20 Trolley [7] ……………………………………………………………………………………………………………………………….40
Figure 2.21 Turn out 1 in 8 ½ [7] ……………………………………………………………………………………………………………….42
Figure 2.22 Level crossing gate [7] …………………………………………………………………………………………………………….42
Figure 2.23 Level crossing gate equipment’s [7] ……………………………………………………………………………………..…43
Figure 2.24 Winch [7] ………………………………………………………………………………………………………………………………..44

vii
Figure 2.26 Point Gauge [7]………………………………………………………………………………………………………………………45
Figure 2.25 Axle counter (CEL) [7]…………………………………………………………………………………………………………….46

viii
 PART-A CHAPTER 1

Signalling Plan for a Double Line Layout with 4 Road station & common loop line.

Signaling principles 9
 PART-A CHAPTER 2
3D Analog Axle counter & it’s working

2.1 Axle counter:

Electronic axle counting system is used in place of conventional track circuits for monitoring track section.
In this system number of axles entering a specified portion of track at one end and leaving the track at the
other end are counted electrically or electronically and if the in counts and out counts tallies the section
deemed to be clear of the presence of vehicles.
Axle counters are used for:
.
Plain track (working track)
Points and crossings
Long bridges
Block proving (in place of block instrument)
Axle counter working:
An axle counter is a device on a railway that detects the passing of a train between two points on a track.
A counting head (or detection point) is installed at each end of the section, and as each train axle passes the
counting head at the start of the section, a counter increment. A detection point comprises two independent
sensors, therefore the device can detect the direction and speed of a train by the order and time in which
the sensors are passed. As the train passes a similar counting head at the end of the section, the counter
compares count at the end of the section with that recorded at the beginning. If the two counts are the same,
the section is presumed to be clear for a second train.

2.2 3-D axle counter:

There are 3 detection points in this system. The working principle of this system is similar to 2-D system it is
used to provide track circuitery on points, crossings and sidings.
After train passes through detection point at entrance, that detection point generates pulses equal to
number of axles which cut the flux and these pulses are counted and stored by evaluators as “IN count”. At
the exit of the section, other detection point generates pulses equal to number of axles passed through it
from which OUT count is generated, if the both counts are matched, track section is indicated as clear
otherwise the track section is occupied.

Signaling principles 10
 Figure 2.1 3-D analog axle counter. [8]

Signaling principles 11
 PART-A CHAPTER 3
sketch & explanation about mounting of Rail contact for AzLM DAC

3.1 Mounting of AzLM:

The rail contact must be mounted on the rail so that the Tx heads are on the outside and the Rx heads
on the inside of the rail. The heads may get damaged if left loose on the rail. The three M12 bolts must be
tightened to 45 Nm by means of an adjustable torque wrench. Each Tx head is mounted on an aluminum
casting with two M8 bolts. It is important that the teeth and grooves of the aluminum casting and the Tx
head are correctly lined-up. The four M8 bolts must be tightened to 25 Nm by means of an adjustable torque
wrench.

Figure 3.1 Mounting of AzLM [7]

 After tightening the nuts, the bolts should protrude a minimum of 2mm. If it is less than 2mm the
transmitter head and the aluminum casting must be re-checked for correct fitting.
 The transmitter head must not touch the rail-head.
 The brackets for the protective hose must be insulated from the rail. For this purpose, nylon bushes
are inserted into the holes of the bracket.
 The rail contact cables are protected electrically and physically by means of protective hose.
 Mark the rail contact integral cables, before putting them inside the protective hose, as Sk1 / Sk2
according to reference count direction so that after taking out from the other end of the protective
hose, those cables can be identified easily.
 The protective hose must be cut to the correct length before the cable is inserted. The hose must be
made watertight with a rubber seal on the rail contact side and the hose clamp on the side of the
EAK.

Signaling principles 12
  The length of the protecting hose must be adequate to ensure that the necessary support for the
cable at the heads is provided and that the hose clamp at the EAK can be correctly installed.
 Exposed integral cables of rail contact at the Tx & Rx side should have adequate radius of curvature
so as to avoid stress on the cable. Measure should be taken that; this exposed part of the cable does
not touch the sharp edge of the ballast.
 The integral cables of rail contacts must be laid avoiding loops (i.e. going directly away from the track
and then at a right angle into the electronic unit). The integral cables of the rail contact are available
with three different lengths 4m, 5.5m and 8m. Choosing right length of integral cable is very
important before installation.
 The rail contacts are now ready to get connected to the electronic unit. The cable should not be
shortened.
 Deflector plates to be installed as shown in figure 5, to protect the rail contacts from hanging metal
objects from passing train.

Figure 3.2 Mounting Deflector plates [7]

3.2 Installation of Rail Contacts (SK 30H)

 Selection of location for installing Rail Contact on the rail web between two sleepers as per approved
signaling plan.
 Any embossments on the rail web must be removed else another location for the rail contact has to
be selected.
 On double line section the rail contact should be mounted preferably on the outside rail.

Signaling principles 13
  Recommended distance from rail joint (fish-plated or welded or insulating joint) - not less than 1
meter, in normal conditions. - not less than 2 meter if the condition of the track is poor.
 Mandatory distance from rail contact of same type (Sk30, Sk30H) of a neighboring detection - not
less than 2 meters.

3.3 Drilling of Mounting Holes

 Drill the mounting holes on the rail web in correct position as per following approximation formula
a = (0.409 * h), where a = height of the mounting hole h = height of the rail
 All the heights are to be measured from the foot of the rail.
 This formula is only a general one for an initial guideline. For more accuracy, guidance from a pilot
installation should be taken.

Figure 3.3 Drilling position for installation of rail contacts [8]

 Drilling Position for installation of Rail Contacts

a1 or a2 or a3 = a-calculated+1.5 mm.
b = 13 mm+0.2 mm
c = 148 mm+0.2 mm

3.4 Height of mounting hole for different rail profiles:

Table 3.1 Height of mounting holes [8]

Rail profile 90lb 52kg 60kg

a mm 56±1.5 mm 69±1.5 mm 85±1.5 mm

Signaling principles 14
 PART-A CHAPTER 4
Power Data Coupling unit of Alcatel DAC

4.1 Power data coupling unit:

Power data coupling unit is the interface between outdoor equipment (Detection Point) and indoor
equipment (ACE). It has a superimposing circuit for using same conductor for power and data. One PDCU is
used for one detection point only. There is a 315mA fuse inside the PDCU. The power to the EAK goes through
this fuse and if it is blown then there will be no power at detection point and a red LED within the PDCU will
glow.PDCUs are to be installed on 35mm DIN rail. In some applications (where local power supply is used to
feed the EAK) the superimposed power and data is not used. In that case, the PDCU should be used for
isolation of communication line and only connector no. 4, 5 and 14,15 are used.

Figure 4.1 connection of power data coupling unit [8]

 One PDC is connected to one ESK.

 Isolate outdoor equipment with indoor unit.
 Power data cable is used for PDC for both power and data.
 60V DC is given to 1&2 terminals of PDC-EAK.
 Power data cable 14&15 terminals are connected to several cards

Signaling principles 15
 PART-A CHAPTER 5
Signaling plan

5.1 Signaling plan:

For any station whether a way side or a junction, the Engineering department prepares a plan depicting all
the lines, points, level crossings if any, foot-over Bridge (FOB), sub-way if any coming within the station
section, Bridges if any, gradient etc. this plan is called as the P-way plan. This plan is studies by the signal
engineers and based on this a signaling plan is prepared.

5.2 Signaling plan contains:

 Station classification type (class A, B, C…)

 Station building mileage that is distance from headquarter.
 Name of the station-full name.
 Name of the railway division completely.
 Standard of interlocking.
 Name & distance of adjacent stations.
 Junction name of either side.
 Up & down directions are marked.
 Type of signaling (2A,3A,4A).
 Signal location, name & inter signal distance.
 LSS should be interlocked by B.I
 S. M’s slide control of signals & routes.
 Aspect control chart for color light signals.
 Method of operation of various points.
 Turnout type i.e. 1 in 8 ½,1 in 12,1 in 16.
 Details of track circuit I.e. relay end and feed end.
 AWS track magnet.
 Axle counters provided on track sections.
 Block working & location of block instruments.
1. Token type block instruments
2. Token less block instruments
3. Double line block instruments
 Direction reception & dispatch.
 Capacity of running lines & sidings.

Signaling principles 16
  Description of siding about type
1. Petrol siding
2. Gas siding
3. Fuel siding
4. Chemical siding etc.
 Restriction of siding
1. No smoking
2. Combustion materials not allowed
3. Military siding un authorized persons not allowed etc.
 Whether gradient is within the station or 2.8 Km rear to FSS.
 Warning boards and other boards.
 CSR and platforms -400,686,720 and 625 for meter gauge.
 Gradient and level posts.
 Date of commissioning.
 Scale plan.
 Kilometer, class of level crossing gate with in the station limits and whether interlocked or not.
 For interlocked level crossing gate at station limits
1. Kilometer number from headquarters.
2. Distance from center of the station.
3. Width.
4. Class of level crossing gate.
5. Type of barrier used at the level crossing gate.
 Telephone communication provided between A.S.M to
1. Cabin man.
2. Level crossing with in station limits.
3. Level crossing beyond station limits.
 Method of operation.
 Control of signals that is slotting, ground lever frame.
 Telephone communication and telephones place where it is connected.
 Type of audio and visual warning signals provided to road users at L.C gate.
 Mode and place of operation mechanical or electrical.
 Custody of spare keys like operation panel, Block instrument key, point machine crank handle key.
 Details of dispensation CRS with letter number & date of item number of pink-book of sanction.
 History of previous version & date of their commissioning.

Signaling principles 17
  Present version number.
 Reference for condonation of gradient in infringement, CRS dispensation, deviation of general rules
or signal engineering manual if any.
 Reference of approved engineering plan on which signaling plan is based.

Signaling principles 18
 PART-A CHAPTER 6
Engineering plan

6.1 Engineering plan:

The terminology Engineering Scale Plan is Primarily used for yard plans. Any engineering drawing
made to scale can be termed as Engineering Scale Plan Yard plan can be defined as “A single line latest
updated Scaled drawing of a station yard indicating location and dimension details of all Running lines,
Sidings, Platforms, Bridges in yard, buildings, wells, Tanks, weigh, Bridge, gradients, turnouts, curves,
dead ends, land boundary and any other relevant structure with in station limits”.

6.2 Engineering plan contains:

 Station name and km & center line.

 Adjacent station on either side.
 Distance of adjacent station on either side.
 Up & down directions.
 North line of station.
 Chainage of gears station building on either side.
 Example of gears: -
1. LC gates
2. Points
3. Any fixed structure
 Gradients are shown with in station limit, 2.5 km rear of first point on either side of station.
 Details of bridge, foot over bridge, culverts.
 Location of cabins:-(where operating panel is present)
 distance from central line of station
 distance from central line of nearest track.
 Turn out, sand humps, derail switch length at siding.
 Distance of slip siding /catch siding, station building, if any from central line of station.
 Details of platform [length].
 Details of railway boundary up to station limit.
 Details of railway quarters in railway boundary.
 No 1 in 8 1/2 turnout is permitted inside of curved tracks.
 Turn-outs cross overs should not be on girder bridge and LC gates.
 Adequate space should be there between two points taking off in opposite direction of same track,
13m in mechanical, 5m in electrical.

Signaling principles 19
  Level crossing should be avoided at overlaps.
 No change of gradient either side of point, 30m in broad gauge and 15m in meter gauge.
 Large sleepers are required for point machine.
 Avoid diamond crossings, single slips and double slips.
 Turn out for passenger lines is 1:12.
 Turn out for goods & sidings is 1:8 ½.
 Center distance between tracks to avoid side collision when parallel movement.
 15 feet 6 inch recommended
 14 feet 6inch minimum
 31 feet over dimensional stock (new works).
 PSC/MBC or wooden sleepers for track circuit.
 LC gate details are needed like chainages, type of LC.
 Avoid LC gate at overlap.
 Station gradient should be extended 50m from outer most point.
1. Normal gradient is 1:1200 in normal areas.
2. Permitted is minimum 1 400 normally it Is in hilly areas.
3. On special sanction 1:260.
4. <1:260 is permitted by sanction from railway board.
 Specify capacity of available length (CAL) of non-running lines and sidings.
 Scale plan [scale adopted for engineering plan or any other plan is called scale plan].
 Description of work, pink book number etc. with date.
 List of infringements to SOD [schedule of dimensions], if any.
 Special restrictions, if any.
 If proposed/new lines are nearby existing electrical mast, flood light mast, any above structure to
the nearest track is marked.
 Specific zonal rules are applicable some railways do not accept, provision of trap point as isolation
at passenger lines.

Signaling principles 20
 PART-A CHAPTER 7
Different types of Resetting

7.1 Resetting of axle counter:

Resetting of axle counter system is required to be done, in case of failure of system after observing
prescribed procedure. Analog and Digital axle counters have been introduced on a large scale on Indian
Railways. Resetting is an integral part of these axle counter systems. Depending on the application of
axle counter, different types of reset procedures are followed by the railways.
 It is applied to track sections when system is disturbed due to track working or equipment
failures.
 Connected track section is cleared individually by operation.
 This type of track section clearing is called resetting.

7.2 Types of Resetting:

1.Conditional reset.
2.Preparatory reset.
3.Preparatory reset with acknowledgement.
4.Unconditional reset.

7.3 Conditional Reset:

In Conditional Reset, the reset is activated after physical verification of a condition from different
location like the clearance of the track section from site using line verification box. The axle counter will
show clear after the conditional reset
 Signaler must ensure that track section is clear before resetting.
 Conditional reset makes immediate clear.
 If ACE considers, count must, last count not a count into section. If ACE considers the reset only when
there is count (count is must) and the last count should be “out count” but not a count into the
section (in count)
 Reset counter records (increments) whenever the system resets.

7.4 Preparatory Reset:

This facility is available only for main line reception or Dispatch to block section. When this type of
reset is applied, first train needs to be received or sent on paper authority/and it`s IN /OUT axles are
counted while Evaluator continues to show occupation (though internal counters of IN/OUT show Zero)
till IN COUNT matches with OUT COUNT after which system resets.

Signaling principles 21
  signaler ensures the track section clear before reset.
 preparatory reset does not clear the section immediately (give the section clear status)
 section clear is given after subsequent train/ next train is swept through.
 ACE supervises the subsequent train counting into and out of section (IN, OUT count) and then
clears section only when train swept been successfully completed.
 Then only reset counter records.

7.5 Preparatory reset with acknowledgement:

 same as in preparatory reset but there is one difference.
 After the subsequent train exits the reset section. Further acknowledgement input is required for
ACE to clear the section.
 Then only the counter records.

7.6 Unconditional reset:

 signaler ensures track section clear before the resetting
 unconditional reset makes immediate section clear (gives section clear status)
 carried by key (key resetting)
 Then only counter records.
 It is also called as hard resetting.
Table 7.1 Types of resets used in different places [2]

Sl.No Axle counter track section Type of reset

1 Point zone Conditional hard reset

2 Loop line and sidings Conditional hard reset

3 Main line Preparatory reset

4 Section between advance Preparatory reset

starter and IBS
5 Auto section Preparatory reset

6 Block instrument and BPAC Preparatory reset

Signaling principles 22
 PART-B CHAPTER 1
Indoor

1.1 Axle counter reset box

Figure 1.1 Axle counter reset box (CEL) [7]

This equipment is installed in Station Master’s room to enable resetting of axle counter system in case
of failure of system after observing prescribed procedure. This unit functions in conjunction with line
verification box. The reset unit consists of RESET key (which gets actuated after inserting, turning and
pressing) the counter and 3 LED indications (red, yellow and green) and projected to the front for indication.
Green & red indications are given for track clear and occupied conditions. The yellow LED indicates co-
operative permission for resetting the axle counter

1.2 Steps to be followed to initiate a reset

1. The authorized person inserts the KEY, turns it clockwise and then pushes.
2. While KEY is in turned position the RESET PUSH BUTTON for a specific section is pressed
momentarily.
3. BUZZER sounds for 3 seconds and then stops.
4. The KEY is then turned back anti-clockwise and taken out.

A reset operation is only possible when section is occupied or disturbed.

For every reset operation of the axle counter one count is increased in reset counter.

Signaling principles 23
 1.3 Station working rule diagram

The enclosed Rule diagram based on Signalling Plan and P. Way Plan shows the signalling features,
track circuited portions, names of the adjacent stations, the normal setting of points and other details
pertaining to day-to-day working. Complete layout of the station yard, gradients, holding capacity of
individual lines, distances of adjacent stations etc. are reproduced from the enclosed Rule diagram.

DESCRIPTION OF STATION

 General location
 Block stations on either side and their distances
 Block section limits on either side of the station on different directions
 Gradients
 Layout
 Running lines, direction of movement & holding capacity in csr
 Non-running lines
 Any special features in the layout
 level crossings

Figure 1.2 Station working rule diagram. [7]

Signaling principles 24
  The object of SWR is to regulate the safe working of traffic in and between stations depending on
the local conditions that exist at the station.
 The SWR is intended to draw attention of the staff concerned to the rules for giving line clear, taking
OFF signals, reception and dispatch of trains, working of level crossing gates, shunting, stabling of
vehicles on the running lines, etc. and also instructions regarding working during failure of points,
signals, interlocking, communications etc.
 SWR should be self-contained, brief to the point and in unambiguous language.
 General and subsidiary rules and block working manual rules should not be extracted in SWR.
Relevant rule numbers of G & SR, block-working manual may be mentioned.
 DSO, DSTE, and DEE are empowered to issue, modify SWR.
 SWR should be reviewed once in Five years or Five amendment slips whichever is earlier.
 All the staff required to take up independent duties at the stations shall sign a declaration register
to the effect that they have read and understood the SWR

1.4 Block instrument:

Figure 1.3 F.M type Block instrument [7]

Signaling principles 25
 A pair of block instrument is connected electrically through overhead or cable to control the
movement of trains on single line block section in either direction This is less operations time and no
token exchange
It will increase station capacity & maintain the normal and reverse In yeswanthpur station block
instrument is DIDO type There is a single block instrument which is provided at cabin control at
yeswanthpur for Bangalore city junction Then another block instrument at next inter cabin control of
which slotting arrangement when a train entered into the block section train on line at both sending and
receiving station in addition to “train going to” or “train coming from” are in the indication.
 SM KEY-The block instrument contains a key called SM key which will be operated by the station
master the block instrument cannot be operated without SM key.
 HANDLE-Handle is used for the changing of position i.e. train coming from to train going to
 TGT -Train going to
 TCF-Train coming from
 Communication receiver – this is used for the audio support between the two-station master while
the instrument is operated
 Buzzer- this is used for giving an alarm whenever the SM need to contact the other SM either rear or
ahead
DESCRIPTION: It is used for BLOCK WORKING in Single line sections (Both RE and NON - RE) of INDIAN
RAILWAYS. The instrument is designed to work on 24V DC voltage (normal) with variation between
19.2V to 28.8V.
The Instrument is designed to work on Frequency Modulation (Carrier frequency 1800 Hz or 2700 Hz
and modulating frequency 65 Hz and 85 Hz).
FM (frequency modulation) type token less block instrument used at yaswanthpur railway station.
Maintaining normal polarity/Reverse Polarity of Block instrument is not required.
Block instrument designed safe operation of a railway.it will gives the line clear in rear station and
takes the line clear permission form advance station.
Push button-first push button will be pushed after handle will be operated. the push button switches
operated before the operating of handle.
Handle-the handle left side and right side two positions are there the left side is operate that position
is called as train going to and handle operate right side that is called train coming from.
Galvo-it contains needle when it operates to operate the handle.
SM key-the key is used to operate block instrument. The key used by station master once key is
locked not possible to operate the block instrument.

Signaling principles 26
 PART-B CHAPTER 2
Out door

2.0 introduction to yeswanthpur railway station:

Figure 2.0 Yesvantpur jn. [7]

Yesvantpur Junction railway station has a total of 6 platforms out of which platform 1,2,4,5 and 6 are
platforms for originating train. Platforms 3 are generally used by passing through trains. There are two over
bridges connecting one connecting platform 1 and 2 and another from platform 2 to platforms 3,4,5,and 6.
It has 2 entrances-one from Yesvantpur old area and another on Tumkur road. The one on Tumkur road
connects to platform-6 from

2.1 Transvers bond (Z jumper):

Figure 2.1 cross sectional view of rail [7]

 Transverse rail bond connecting non insulated rails of adjacent track

 Connecting path is provided for return current.

Signaling principles 27
 2.2 Cross-sectional view of rail:

Figure 2.2 cross sectional view of rail [7]

Early rails were made of cast iron or wrought iron. All modern rails are hot rolled steel with a cross
section (profile) approximate to an I-beam, but asymmetric about a horizontal axis (however see grooved
rail below). The head is profiled to resist wear and to give a good ride, and the foot profiled to suit the fixing
system. Unlike some other uses of iron and steel, railway rails are subject to very high stresses and are made
of very high quality steel. In Indian railways we use mainly three types they are 52kg, 60kg, 90lB

2.3 Check rail:

Figure 2.3 check rail [7]

A guard rail (check rail) is a short piece of rail placed alongside the main (stock) rail opposite the frog. - These
exist to ensure that the wheels follow the appropriate flangeway through the frog and that the train does
not derail. - Generally, there are two of these for each frog, one by each outer rail.
 Prevent derailment due to flange climbing.
 Reduce rail wear of high rail.
 Improve vehicle curving performance

Signaling principles 28
 2.4 Detonator:

Figure 2.4 Detonator [7]

A railway detonator is a coin-sized device that is used as a loud warning signal to train drivers. It is placed on
the top of the rail, usually secured with two lead straps, one on each side. When the wheel of the train passes
over, it explodes emitting a loud bang
 A detonator is a small flat cylinder, placed onto the rail and clipped into place.
 A warning, caution or stop signal in dense fog, when signals are difficult to see.
 A warning of a train stopped on the line ahead by an incident or accident—the train crew are usually
responsible for placing the detonators.
 A warning of ongoing engineering works ahead.
 When a signaller or other railway employee requires to stop approaching trains in an emergency.
 To alert crews working on the rails if a silent runaway train or train carriage is approaching.
 A railway detonator is a coin-sized device that is used as a loud warning signal to train drivers. It is
placed on the top of the rail, usually secured with two lead straps, one on each side. When the wheel
of the train passes over, it explodes emitting a loud bang.
 After first laying track circuit operating clips where applicable, a member of staff 'protecting the line'
will place detonators at a set distance (1 1/4 miles from the obstruction, placing three detonators 20
meters apart on each obstructed line) as a warning to any train which may already be approaching
before a Signaller can stop all traffic.
 Detonators are carried on all trains, in cabs and other crew areas such as the Guards' office on an
HST, in packs of 10. They are dated and must be checked and replaced every so often.

Signaling principles 29
 2.5 Joggled fishplate:

Figure 2.5 Joggled fishplate [7]

Joggled fishplate is commonly applied for connecting two rail tracks together of same or different sections
to provide emergency repairs to broken welded rail or fractured rail section. In addition, it has wide use in
areas where the welded joints are fractured or have been defective.

2.6 IRJ (insulated raul joint):

Figure 2.6 insulated rail joint [7]

 In general Insulated Rail Joints or Block Joints are required at the boundaries of the Track Circuit and
at Point & Crossings where the polarity of Track Circuit is to be changed.
 Insulated Rail Joints are not required in case of Coded Track Circuits such as ‘Audio Frequency Track
Circuits’ and High frequency Track circuits.
Types of insulated rail joints
Three types of insulated rail joints or block joints are presently in use as given below
 insulated rail joints class 'A'
 insulated rail joints class 'B'
 insulated rail joints class 'C'

Signaling principles 30
insulated rail joint class “A” these insulation joints are made of a special type of wood and used in yards
where the speed of trains are slow.
Insulated rail joint class “B” these insulation joints are made up of nylon 66. These are also called as nylon
insulated rail joint.
Insulated rail joint class “C” these are also called as glued insulated rail joints. These are procured or
manufactured by engineering department and mostly used in main line for high-speed trains.

Track lead junction box:

Figure 2.7 Track lead junction box [7]

Track circuit is provided with two track lead junction boxes at relay end insulation joint and another at relay
end insulation joint jumpers are used for connecting track feed to rails from feed end junction box. Similarly,
jumpers are used for connecting rails to relay end junction box.
Cable from power source and feed end jumpers are terminated in feed end junction box similarly cable from
track relay and relay end jumper are terminated in relay end junction box.

Signaling principles 31
 2.7 Electrical point machine:

Figure 2.8 Electrical point machine.[7]

An Electrical point machine is a device which is used instead of mechanical point machine for
unlocking and operation of point switches in the required position and also lock them and detect them with
the help of the electric motor same as the lever operation in the mechanical point machine.
The sequence operations involved in point operation are
 Open detection contacts
 Unlocking points
 Movement of points
 Locking of points
 Close Detection contacts/circuit

locking slide

Signaling principles 32
 Detector slide LH & RH

Throw rod

Point lock slide:

The point has to locked because there is a chance of release of lock during some conditions due to the
vibrations caused by the running train and also the point should not be operated when there is a train on the
track
Point throw slide:
It is used t throw the switch rail from one position to another in order to change the position of the point
from normal to reverse and vice-versa.
Detector slides:
Detector slides are moved with the help of detector rods and detects weather the switch rails reached their
destination either that may be point reverse or normal. There are two detector plungers in the point
machine.

2.8 Bearing pedestals:

Figure 2.9 Bearing pedestals [7]

Signaling principles 33
Bearing pedestals There are two numbers of bearing pedestals through which driving shaft is fitted with
machine housing. These pedestals are made up of cast iron and act like mechanical fuse in case of trail throw
of point thereby reducing the damage to the point machine

2.9 Fricton clutch

Figure 2.10 Friction clutch [7]

The friction clutch is a part of transmission assembly and it is fitted between the motor and the mechanism
to absorb shock at the end of the operation or in case the machine is obstructed from completing the
movement due to an obstruction between switch and the stock rail. The compression spring assembly is
inserted in the slip ring. The complete assembly is fitted inside the main gear rim and held in position by
means of spring locking plate LH and RH. The spring load on the slip ring can be increased or decreased by
tightening or loosening a hexagonal adjustable bolt provided in its assembly. This increase and decreases the
friction load on main gear rim. Since it is pre-adjusted in the manufacturing place itself, there is no need to
adjust at site.

2.10 Crank handle unit:

Figure 2.11 Crank handle box [7]

Signaling principles 34
During the failure of motor, point etc. due to power supply or for maintenance work, facility must be provided
for locally operating the points manually. For this purpose crank handles are provided. The crank handle is
inserted in the point machine and by rotating the handle drive is imparted to the point. For ensuring safety
to the persons using the crank handle against a sudden operation by electric power, the crank handle
whenever
inserted isolates the power supply to the point machine through a contact known as crank handle contact.
The crank handle and the key for uncovering the flap (which is required to be uncovered for inserting the
crank handle) are kept under the custody of SM in a box which is kept and pad locked by SM or kept
electrically locked through slotting from panel.

2.11 Electrical parameters of point machine motor:

Figure 2.12 Leading stretcher bar [7]

 Rated voltage-110V DC
 Working current-4-6 Amps
 Obstruction or slipping current- 6-7 Amps
 Operating tme 3Sec
 Type of machine- combined type (operation, locking and detection)
 Field winding-split field
 Field connection -series
 Fiction clutch-self adjustable,spring loade

Signaling principles 35
 2.12 Terminals of the point machine motor:

Figure 2.13 terminals of DC motor [7]

In point machine normal and reverse operations are made with the help of same motor so that for point
operation in two conditions the motor has to be rotated in both the directions that is anti-clockwise direction
and clockwise direction
1 and 3 terminals are used for anti-clockwise direction.
2 and 3 terminals are used for clockwise direction.

2.13 Detection and control contact assembly:

Figure2.14 Axle counter reset box (CEL) [7]

Four sets of heavy duty self-wiping contacts are provided for (2 sets for control and 2 sets for
detection) electrically detecting the Normal and Reverse position of the point and to control motor feed. The
entire assembly along with its mechanism is named as switch and contact pedestal.

Signaling principles 36
Control contacts:
The control contacts (outer ones) are named as Normal control contacts and Reverse control contacts. When
point is set and locked in Normal position, the Normal control contacts open. Similarly when point is set and
locked in Reverse position, the Reverse control contacts open. The position of these contacts depends upon
the type of turnout i.e. LH or RH.
Detection contacts:
The inner contacts are named as Normal and detection contacts. These contacts are allowed to make only
when point is fully set and locked in the respective position. Only one set of contacts (i.e. ND and RC or RD
and NC) are allowed to make at a time, provided that rotation of transmission assembly is complete and both
detection slides have completed its predetermined linear motion of 100 mm in MG and 115 mm in BG. To
achieve the above condition, notches on detection slides should align with the position of the roller ‘B’ in the
pedestal assembly and cams in control and lift out discs should come below roller ‘A’. All these contacts are
actuated only by lift out disc at the beginning of operation and held in position by control disc at the end of
operation.

2.14 Leading stretcher bar:

Figure 2.15 Leading stretcher bar [7]

Leading Stretcher bar Leading stretcher bar (insulated) is to be located at a distance of 470 mm from the toe
for BG & MG layouts. Fasten leading stretcher bar and ensure toe opening of 115 mm for BG layout and 100
mm for MG layout.

Signaling principles 37
 2.15 Pendrol clip:

Figure 2.16 Pendrol clip [7]

 The clips are made of spring steel and must be pressed into position by machinery or an accurate
blow with a sledgehammer. A tracklayer can also use hand tools to install them.
 Pendrol clips are in a category called elastic fasteners. They are responsible for attaching the rail to
the base plate so the rail cannot move vertically or horizontally with respect to the base plate. There
will be a Rail pad which is made with Rubber; it is used to provide insulation between the rail and
the earth.
 We also use an insulation pad between the pendrol clip and the rail base for providing insulation.

2.16 sleepers:

sleepers are the components on which the rails are arranged with proper gauge. These sleepers generally
rests on ballast and is also called as ties in some regions. The load from rails when train passes, is taken by
these sleepers and is distributed it to the ballast
The basic functions of Railway sleepers are to:

 Hold the rails strongly and to maintain uniform gauge.

 Transfer the load from rails to the ballast or ground.
 Reduce the vibrations coming from rails.
 Offer longitudinal and lateral stability
 Longer or PSC sleepers are to be laid by Engineering department for installation of point machine.
 The point machine is installed on sleeper No. 3 & 4 of the point layout.
 Sleeper No. 2, 3 & 4 are 3750 mm. long while other sleepers are 2750 mm long.
 Extended gauge tie plate is provided on sleeper No. 3 and MS plate is provided on sleeper No.4.
The spacing between sleepers to be kept as under

Signaling principles 38
  Sleeper No. 1 & 2 – 457 mm.
 Sleeper No. 2 & 3 – 505 mm.
 Sleeper no. 3 & 4 – 685 mm.
 Sleeper No. 4 & 5 – 547 mm.
Toe of the switch should be 27 mm in advance of the center line of the sleeper no.3

Figure 2.17 Leading stretcher bar [7]

2.17 Control weight:

Figure 2.18 control weight [7]

Indian railways use catenaries of the constant tension type.

 At one end of each section of the catenary the cable connects to a pulley block or winch system
which then connects to a cable that goes over a pulley and is terminated by a hanging counter weight.
 The pulley and weight combination ensures that the catenary cable maintains the same tension
regardless of the ambient temperature and the consequent expansion or contraction of cable.
 This avoids problems with the catenary sagging too much in hot weather, or, if the tension is too
high, snapping in cold weather.

Signaling principles 39
  The pulley block or winch arrangement provides a suitable reduction ratio between the change in
the catenary’s length and the distance the counter weight moves.

2.18 Auxiliary transformer:

Figure 2.19 control weight [7]

Auxiliary Transformers in electrified sections are required for color light signal equipment for signal lights,
switching stations and traction sub stations. Auxiliary transformer provides 25kV/ 240V, 50Hz single phase
supply for cabins, substations, feeding and switching posts, stations, block-huts, RRIs and level crossings with
gate signals. Auxiliary transformer is a static device and works as a step-down transformer which transforms
power from one ac circuit to another ac circuit at the same frequency. These circuits are conductively
disjointed but magnetically coupled by a common time varying magnetic field. It can raise or lower the
voltage with a corresponding decrease or increase in current.

2.19 Trolley:

Figure 2.20 Trolley [7]

Signaling principles 40
A rail push trolley or simply a push-trolley is a hand-pushed trolley used to inspect the rails and other track-
side railway infrastructure. It is a simple trolley, pushed by two or four persons (called trolley men), with
hand brakes to stop the trolley.

Trolly shall have the following equipment

1.Two hand signal lamps;
2.Two red and two green hand signal flags;
3.Detonators 12 nos;
4.A chain and a padlock;
5.A copy of the Working Time Table and all correction slips and appendices, if any, in force on that section
of the railway over which the trolly is to run
6.Such other articles as may be prescribed by the Railway Administration in this behalf.

2.20 Turn out:

Turnout is the track structure which permits movement of train from one track to another. It is
probably the most complicated component of track.
Types of turn outs
 1 in 8 ½
 1 in 12
 1 in 16
 Heel divergence of 1 in 8 ½ & 1 in 12 curved switches on PSC sleepers is more because the heel is
located at more distance, at a place where the moveable length of tongue rail is flexible enough to
be operated with a fixed heel.
 The number of crossing can be found out in field by measuring the spread between two-gauge lines
of crossing at an approximate distance of 1m from ANC on both sides. If the spread is approximately
8.5cm, crossing is 1 in 12, if it is approximately 12cm; it is 1 in 8.5 crossing.
 The sleeper set should be complete. 1 in 12 turnout set consists of 83 sleepers where-as 1 in 8 ½
turnout set consists of 54 sleepers.

Signaling principles 41
 Figure 2.21 Turn out 1 in 8 ½ [7]

Table 2.1 Turn outs with angles [Ref.]

SN Type of switch Gauge Switch angle
1. 1 in 8 ½ straight BG 10 - 34’ - 27”
2. 1 in 8 ½ curved on PSC BG 00- 46’ - 59”
3. 1 in 12 straight BG 10 - 8’ - 0”
4. 1 in 12 curved (wooden/ST) BG 00 - 27’ - 35”
5. 1 in 12 curved on PSC BG 00– 20’ – 00”
6. 1 in 16 curved on PSC BG 00– 20’ – 00”
7. 1 in 20 curved on PSC BG 00– 20’ – 00”
8. 1 in 8 ½ straight MG/NG 10 - 35’ - 30”
9. 1 in 8 ½ curved MG 00 - 29’ - 14”
10. 1 in 12 straight MG/NG 10 - 9’ - 38”
11. 1 in 12 partly curved MG 00 - 24’ - 27”

2.21 Level crossing gate:

Figure 2.22 Level crossing gate [7]

Signaling principles 42
Height gauge:
 On electrified section, height gauge shall be erected across the road on either side of LC gate.
 Height gauge shall be located at a minimum distance of 8m from the gate post. This can be reduced
to 8m from c/l of track with permission from Chief Engineer.
 Maximum height of top boom from the road surface (lowest point) shall be 4.67m.
 Height gauge shall be painted 300mm alternate black & white
Boom Locking Unit:
This ensures that the gate booms cannot be opened, once the gate signal is taken off for a train. A lever,
when operated actuates a plunger in both the booms, thereby locking the gate booms in the reverse position
of the boom lock lever only. The signal lever gets released in the ground frame or cabin. The important parts
of Stop post with boom locking arrangement are shown below.

Figure 2.23 Level crossing gate equipment’s [7]

Winch:
The winch is installed over a rigid concrete foundation and fastened with foundation bolts. The E
type lock is screwed over the lock frame. Tie one end of the rope wire with special pin with the hundred-
teeth gear and wind the required length of wire over the slot provided in it. The rope wire runs in between
the gate and winch as shown in figure 4. After closing the gate, the locking wheel notch and the plunger of

Signaling principles 43
‘E’ type lock are adjusted so that while locking the winch, the plunger is housed in the notch of the locking
wheel.

Figure 2.24 Winch [7]

Operation of LC gate:
 The operation of LC gate is only possible when the permission is given by the SM.
 Permission for LC gate operation is possible when a slot is given.
 When the SM gives the permission, the gate man will get the green indication in the panel at the LC
gate.
 That indication of the green light is called as slot.
 After the green light indication, the gate man will press the button in the panel and then turn the
key in the panel.
 If there is no green light in the panel, the key cannot be removed.
 Then the gate man will insert the key in the boom lock.
 After inserting the key, he will operate the gear of the boom manually.
 Then he will operate the handle and as a result the boom will lifts and allows the traffic.
 After the slot is completed, the gate man will again rotate the handle and closes the boom.
 Then by removing the key from the boom lock, the boom will be locked there.
 The LC gate clear will be given when the gate man reinserts the key into the panel.
a) Winch for the operation of the lifting barrier shall be located at a place (including cabin) not exceeding 150
meters from the gate and having clear visibility of the road.
b) It shall be ensured that while closing the gate, warning bell rings and lamp bracket also gets turned to give
required indication to road users.

Signaling principles 44
c) It shall be ensured that the roller fitted to the rope drum enters the Trunnion bracket and activates the
boom for closure/opening.
d) It shall be ensured that Boom locking is effective and it is not possible to lift the boom by more than 10
degree from closed position.
e) The wire rope shall not overlap at the winch and rope drums.
f) The guy rod shall be given sufficient tension for smooth operation of the boom.
g) Oil holes, grease nipples, etc. shall be provided with spring loaded covers.

2.22 Axle counter (CEL):

Figure 2.25 Axle counter (CEL) [7]

An axle counter is a device on a railway that detects the passing of a train between two points on a track. A
counting head (or detection point) is installed at each end of the section, and as each train axle passes the
counting head at the start of the section, a counter increment. A detection point comprises two independent
sensors, therefore the device can detect the direction and speed of a train by the order and time in which
the sensors are passed. As the train passes a similar counting head at the end of the section, the counter
compares count at the end of the section with that recorded at the beginning. If the two counts are the same,
the section is presumed to be clear for a second train.
This is carried out by safety critical computers called ‘evaluators’ which are centrally located, with the
detection points located at the required sites in the field. The detection points are either connected to the
evaluator via dedicated copper cable or via a telecommunications transmission system. This allows the
detection points to be located significant distances from the evaluator. This is useful when using centralised
interlocking equipment but less so when signalling equipment is distributed at the lineside in equipment
cabinets.

Signaling principles 45
 2.22 Point Gauge:

Figure 2.26 Point Gauge [7]

The gauge is placed between the stock rail and switch rail at a distance of 150MM from the toe of the switch
rail the gap between the stock rail and switch rail should be minimum 1.5mm for point normal detection, 3.5
mm for reverse detection and 5 mm for locking.

Signaling principles 46
 References

1.CAMECTH. (1999, july). railway color light signls . Retrieved from

http://122.252.243.98/Departments/snt/CAMTECH%20Notes/CLS.pdf
2.indian railway institute of signal engineering and tele communication. (2016). Retrieved from iricet:
https://iriset.indianrailways.gov.in/index.jsp
3.machine, I. p. (n.d.). electrical point machine google images. Retrieved from slide player:
https://www.google.com/url?sa=i&source=images&cd=&ved=2ahUKEwibwczNv83lAhVGT30KHSR0
D_MQjRx6BAgBEAQ&url=https%3A%2F%2Fslideplayer.com%2Fslide%2F4225505%2F&psig=AOvVa
w2YEbtgjunoKMwbvyEd6roy&ust=1572851774691065
4.railway signaling concepts. (n.d.). Retrieved from news portal:
http://www.railwaysignallingconcepts.in/railway-bonding-plan-track-plan/
5.RAILWAYS, I. (n.d.). SIGNALING MATERIAL. Retrieved from IRICET:
http://122.252.230.114:8080/irelearning/sitedata/sitecontent/irinotes/sig/S26.pdf
6.wikipedia. (n.d.). railroad switch. Retrieved from google images mechanical point machine:
https://www.google.com/url?sa=i&source=images&cd=&ved=2ahUKEwis_s-
5xM3lAhVGNI8KHeBVBQMQjRx6BAgBEAQ&url=https%3A%2F%2Fen.wikipedia.org%2Fwiki%2FRail
road_switch&psig=AOvVaw0rUSkLA2r4naZlpjWLHcnh&ust=1572853028895240
7. yeswanthpur station visit captured images on 25-12-2019.
8.class notes of Signaling principles by Mr.Raghuraj Tawargeri.

Signaling principles 47