C Taylor, D Allan, S Yeung

Axle Counters – Dispelling the Myths & Demonstrating the Benefits

Siemens Ltd

AXLE COUNTERS – DISPELLING THE MYTHS & DEMONSTRATING

THE BENEFITS

Dwayne Allan Colin Taylor Susan Yeung

B Eng (Hons), PGradCert Siemens Ltd B Eng
(Railway Signalling) (Presenter) Formerly Siemens Ltd
MIEAust, CPEng, AMIRSE
Siemens Ltd

SUMMARY
A railway signalling system cannot operate safely and effectively without knowing the location and
integrity of trains on the network. Thus the purpose of track vacancy detection systems in railway
signalling is to accurately, efficiently and safely determine whether a defined section of track is clear
or occupied. There are currently two type of track vacancy detection equipment in use:

1. Track circuits
2. Axle Counters

Track circuits are tried and proven in the Australian market and are by far the predominant form of
train detection used by railway authorities; however in recent times there is a trend to move more
toward axle counters as the primary means of train detection.

This paper intends to define the basic requirements of a track vacancy detection system, explain the
principles of the two different types of track vacancy detection systems, dispel the myths about axle
counters and provide information to demonstrate how they can offer better safety, reliability,
availability, maintainability, flexibility and of course, affordability.

1 INTRODUCTION
A railway signalling system cannot operate
efficiently and safely without knowing where
the train is. A failure in the track vacancy
detection system can lead to a collision and or
derailment therefore careful consideration
must be taken in choosing the track vacancy
detection equipment that provides the most
benefits for a railway system.
There are two main types of track vacancy
detection systems in use in Australia – track
circuits which have been used since the late
1800s and Axle Counters which were first
introduced into the Australian market in the
mid 1980’s. Many controversies and myths still
surround Axle Counters. Causing it to be seen
as less safe and less efficient compared to
track circuits.
The purpose of this paper is to define the basic
requirements of a track vacancy detection
system, explain the fundamental principles of
the two different types of track vacancy
detection system, dispel the myths about axle
counters and provide information
demonstrate how they can offer better safety,
reliability, availability, maintainability, flexibility
and potentially, affordability than track circuits.
2 DEFINITIONS
Safety – Two categories of safety will be
discussed in this paper – product safety and
health and safety of maintenance personnel.
Reliability – The probability that a system will
perform its intended function under a defined
condition for a specific period of time. It is
quantifiable by the mean time between failures
i.e. number of failures over a certain period of
time.
Availability – The reliability of the system, how
quickly it can be restore to full service
operation after it has failed, any built in
redundant systems, and if the equipment has
degradable mode of operation.
Maintainability – The ease of maintenance e.g.
any modular design and diagnostic software
that can allow faster repair and fault finding.
Flexibility – The easiness to reconfigure track
sections.
to Affordability – The Total Cost of Ownership
(TCO).

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd
3 BASIC REQUIREMENTS AND
PRINCIPLES OF TRACK
VACANCY DETECTION SYSTEM
It is essential for a fixed block signalling
system to know that a track section is clear
before a train is allowed into the section.
Hence the ultimate goal of a track vacancy
detection system is to safely and effectively
determine whether a track section is occupied
or clear. All other benefits should be
considered as secondary requirements.
3.1 TRACK CIRCUITS
Track circuits are the most commonly used
system to detect trains in Australia. There are
several different types of track circuits
including the AC track circuits, high impulse
track circuits and frequency track circuits. They
work on a similar principle to the traditional DC
powered track circuits.
Figure 1 – Basic configuration of track circuit,
no train (non electrified area) [1]
When there are no trains in the track section
the relay is energized. When a train enters the
track section, the train wheels and axle forms
a short circuit which cuts off the current flow to
the relay i.e. drops the relay.
Figure 2 – Basic configuration of track circuit,
train present (non electrified area) [1]
Hence when the relay is energized, the track
section is clear. When the relay is de-
energized, the track section is occupied.
When a track circuit is provided in an
electrified area as signalling engineers we face
the additional issue of providing one of the
rails for traction return. Providing an electrically
continuous circuit to allow the return of traction
currents to the Sub Station. Also we have to
reduce the length of track circuits in electrified
areas due to the increased risk of induced
currents into the track circuit.
3.2 AXLE COUNTERS
Axle counters on the other hand work on a
different methodology. A track section is made
up of two counting heads/points. As its name
suggest, the axle counter simply counts the
number of axles/wheels that enter and exit a
track section. If the number of count into the
section equals the number of count out of the
section then the track is considered clear. If
the counts mismatch then the track is
occupied.
TVDS
equipment
ZP 43 wheel detection ZP 43 wheel detection
Outdoor
equipment equipment
(double wheel detector TCB TCB (double wheel detector
and TCB incl. cable) and TCB incl. cable)
Indoor equipment
Evaluation computer
Generates axle counting data from WDE
signals, compares axle counting results
and issues a track clear or occupied
indication
TCB = Trackside connection box WDE = Wheel detection equipment
TVDS = Track vacancy detection section
Figure 3 – Basic configuration of an axle
counter
4 THE MYTHS
Australia has been slow to accept axle
counters compared to other countries in the
world mainly due to the unfavourable myths
that surrounds them. This section addresses
the most common myths that surround axle
counters and some facts and figures that
should help dispel the myths.
4.1 MYTH 1: AXLE COUNTERS ARE
NOT AS “SAFE” AS TRACK
CIRCUITS
4.1.1 FAIL SAFETY
Both track circuit and axle counters are in fact
failsafe. They are both designed to provide a
‘track occupied’ indication in the event of
equipment failure e.g. power failure, broken
wires, failed equipment, miscount (axle
counter only) etc.
On a safety system performance level, axle
counters are accredited to SIL 4, whereas
track circuits are often not rated or less than
SIL 4 if rated. This means that axle counters
have a higher safety system performance than
track circuits, thus making it ‘safer’ than track
circuits.
AusRAIL PLUS 2011
22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd
4.1.2 MAINTENANCE PERSONNEL’S
SAFETY
Many of the maintenance and fault finding
activities for a track circuit requires the
maintenance personnel to be physically on or
near the tracks:
• shunt tests which requires
maintenance personnel to be on the
track with a meter across the tracks
• polarity tests
• Regular inspections to check for any
broken bonds, contaminants around
the tracks and broken pieces [1] etc
Axle counters on the other hand require
minimal near track maintenance activities:
• visual inspection on evaluator and
counting heads every 12 to 24 months
[2]
• modern axle counters usually have
built in remote diagnostic functions
allowing maintenance personnel to
fault find and correct from a remote
location
The risk of maintenance personnel being
struck by a train can be significantly minimised
by minimising the need for on or near track
maintenance. Since the use of axle counters
will minimise the need for maintainers to go
near the track, the risk of them being struck by
a train is significantly reduced, hence axle
counter is safer for maintenance personnel
than track circuits.
4.2 MYTH 2: AXLE COUNTERS ARE
NOT AS RELIABLE AS TRACK
CIRCUITS
Sourcing reliability information for axle
counters and track circuits is not an easy task.
Most operators are not willing to share their
failure rates.
Theoretically manufactures quote MTBF
figures of:
1. Axle Counters – 144’000 hrs
2. Frequency Track Circuits – 43’800 hrs
Anecdotally from in service experience we see
a slightly different story:
1. Axle Counters – 71’000 hrs
2. Frequency Track Circuit – 59’000 hrs
We must as engineers look to the root cause
of failures and many of the failures that are
attributed to both axle counters and track
circuits are not failures of the TVD system but
failures of supporting systems:
1. Communications
2. Power Supplies
Both anecdotally and theoretically it can be
seen that Axle Counters are at the very least
as reliable as track circuits
4.3 MYTH 3: AXLE COUNTERS HAVE
COMPLICATED RESET
PROCEDURES WHICH ARE
PRONE TO HUMAN ERROR
A reset procedure is generally required when
the axle counter has been restarted or when
there is a fault of some sort e.g.:
• there is a power failure and no UPS in
present
• there is a miscount
• a wheel has entered a track section
but rolled back
• negative count (when not allowed)
• helicopter drop
There are two main reset modes in which the
axle counters can be set to:
1. Immediate reset
2. Preparatory reset
In immediate reset mode, the track section is
immediately cleared when the track reset
button is pressed providing a reset restriction
is not active [4]. A reset restriction is active
when the last axle count was a ‘count into the
section’. If a reset restriction is active then the
track reset button is non-valid until the auxiliary
reset button has been pressed. The auxiliary
reset button is usually located at the signalling
equipment room near the evaluation computer.
For example if there is a miscount and the last
count was ‘counted in’ then the following reset
procedure will apply:
1. Press the auxiliary reset (or local
reset) to cancel the reset restriction
2. Press the track reset button (or train
controller reset button) to clear the
track section
In Preparatory reset mode the track section is
not immediately cleared once the track reset
button has been pushed. The track only
becomes clear when a train has successfully
passed the designated number of counting
AusRAIL PLUS 2011
22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd

heads [4]
.
For example, if there is a miscount:

1. Train controller pushes the track reset

button – this sets the axle count to
zero but track is still indicated as
occupied
2. Train controller instructs the next train
to pass the signal at caution, stopping
at any obstructions.
3. Track sets to clear once train passes
through the track section

It is hard to argue whether the two reset

procedures described above are ‘complicated’
as human errors can easily arise if the reset Figure 4 – A picture of a vertical split head, if the
broken side is on the Gauge face then there will
procedures are not clearly laid out or if the
be a high chance of derailment
operators are not familiar with the rules.
However as long as the rules and procedures Bolt Hole Break
are clearly and concisely laid out by the
railway authority along with proper training and
• Characteristic: a fracture near the bolt
practise then the chance of human error can
hole or a piece of rail has broken off
be significantly minimised.
from the bolt
• Cause: leading crack or weakness
After all there’s only one button to push for
from bolted areas
preparatory reset mode and two buttons to
push for immediate reset mode. • Risk: high risk of derailment
• Not detected by track circuit, requires
ultrasonic rail tests to detect
4.4 MYTH 4: TRACK CIRCUITS CAN
DETECT BROKEN RAILS BUT
AXLE COUNTERS CANNOT
Broken rails are defined as a rail which has a
fracture through the full cross section or that a
substantial piece has broken out of the
railhead [5]. There are many reasons why
broken rails are formed as well as many
different types of broken rails.

It is true that axle counters cannot detect

broken rails. However it is also true that track Figure 5 – an example of bolt hole break, high
circuits cannot detect all types of broken rails risk of derailment

Some of the most common types of broken
rails include:
Vertical Split Head
• Characteristic: a section of the rail
head breaks away along the rail
• Cause: usually in older rails where
higher levels of irregularities are
present, also occurs in clean 60kg/m
steel under extreme rail wear
• Risk: high risk of derailment [5]
• Not detected by track circuit, requires
ultrasonic rail tests to detect
Weld Fractures and Traverse Breaks
• Characteristic: a fracture or
clean/traverse break near welded
areas and joints.
• Cause: welded joints areas causing a
weak point in the rails. Also caused by
the stress from wheel burns
• Risk: low risk of derailment
• Can be detected by track circuit only
when it is a clean/complete break. [5]

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd
Figure 6 – an example of weld break – if this is a
clean break then the track circuit might be able
to detect it
As demonstrated in the examples above, track
circuits cannot really be relied upon to detect
rail breaks as it can only sometimes detect one
type of broken rail out of the many different
types. The ability to detect rail breaks is also
halved in electrified areas as track circuits are
only installed on the signalling rail, not on the
traction return rail.
It is questionable to use track circuits as a
mitigation/prevention tool as it cannot detect
rail defects such as rail corrugations, rolling
contact fatigue detects, squat defects, shatter
cracks and manufacturing defects which are all
likely to grow into broken rails. A more reliable
method would be to minimise or eliminate the
risk of broken rail by:
1. Minimising the need for any work done
on railway e.g. welded joints, drilling
and bolts
2. Use higher strength non-welded
continuous rails
3. Introduce more preventative measures
by adopting appropriate rail
maintenance strategies e.g. use of
ultrasonic rail tests, fibre optic sensors
etc
4.5 MYTH 5: AXLE COUNTERS ARE
EXPENSIVE
The paper Axle Counters the New Zealand
experience section 6 Train Detection costs [10]
give a detailed and balanced view of the cost
differentials between Track Circuits and Axle
Counters.
This paper shows that:
1. the capital cost of axle counters are in
the same price range as track circuits
2. the annual operation cost for axle
counters is cheaper than Track
Circuits
3. of the different types of Track Vacancy
Detection analysed axle counters were
the second best on when a net
present cost calculation was
undertaken
Some of the areas to be considered when
calculating the capital cost of axle counters are
found during implementation:
1. Reduced occupation requirements for
construction and test
2. Ability to overlay the existing TVD and
commission under the wheel
3. a reduction in the amount of
equipment boxes and cabling
4. reduced energy requirements
5. standard design
6. no requirement for bonding
7. and in some cases reduced lead times
of equipment
4.6 MYTH 6: TRACK CIRCUITS CAN
DO SMALLER TRACK SECTIONS
MEANING INCREASED TRAFFIC
CAPACITY
Track circuits permits track sections as small
as the width of the smallest wheel base. This
is useful as more ‘smaller track sections’ can
potentially increase traffic capacity.
Axle Counters are also capable of small track
sections from 0.6m (if heads are installed on
different rails) to 1.2m (if heads are installed
next to each other) long.
Note that track circuit track sections are
usually limited to a maximum length of 2000m
whereas axle counter track sections are
virtually unlimited.
4.7 MYTH 7: AXLE COUNTERS ARE
HARD TO MAINTAIN
Modern Axle Counters can be quite easy to
maintain. Most axle counters only need an
inspection once every 12 -24 months. This is
quite ‘relaxed’ in comparison to track circuits
where they need to be adjusted seasonally,
requires daily checks to ensure rails are clean,
ballast conditions are right, no broken bonds
etc.
AusRAIL PLUS 2011
22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd
Some axle counter systems have trackside
electronics which can be hard to maintain if the
trackside electronics are not properly shielded
and not modular in design. However most axle
counter systems nowadays are either modular
in design or have eliminated trackside
electronics altogether, minimising the need or
time for trackside maintenance.
One axle counter system now even has a self
calibrating, self monitoring head that ensures
that the system is operating within its optimum
bands of operation at all times [6]
Many axle counter systems also have inbuilt
remote diagnostics meaning that maintainers
can fault find via an integral website [7] or
diagnostic software. This means that
maintainers can reset the axle counters from a
remote location and can also pre-determine
the necessary spare parts before travelling to
site. This can potentially save the maintainers
a lot of travelling and fault finding time.
Therefore axle counters have higher
maintainability than track circuits.
5 WRONG SIDE FAILURES [8]
Wrong side failures can in Track Vacancy
Detection can be divided into two categories:
1. Protected - Indication shows clear
when a train is in the section, but is
caused by a failure of the indication
system only; the train is still protected
by the interlocking.
2. Unprotected - TVD or repeat relay fails
to de energise when a train is in the
section; the train is no longer
protected by the interlocking
5.1 Unprotected
Rail Contamination
Permanent or intermittent wrong side failures
involving loss of train shunt can occur because
of a poor rail surface due to rust, leaf debris,
oil film, or crushed coal/sand/ballast.
Extraneous Interference
A track circuit receiving energy from a source
other than its own feed unit. The root cause for
this could be, component failure, power supply
interference, a non railway equipment
interface, incorrect bonding or soil which holds
it charge
Gaps within the Track Circuit
This is a problem arising particularly on electric
traction railways due to the need to provide
parallel alternative paths for traction return
current in the rails, but can arise in any
situation where the bonding is not in series. It
can be seen from Figure 7 that defective
bonding in the traction return rail can lead to a
wrong side failure; a train between the two
disconnected bonds would not shunt the track
circuit current.
Figure 7 – Gap within Track Circuit
Faulty Track Relay
The tack relay remains closed due to an
internal defect
Rules for Axle Counter re set
A well documented incident where an axle
counter section was reset with a train
stationary within section.
There was no primary cause for this incident,
however one of the recommendations was:
The operator should review the training of all
concerned with maintenance and faulting work
on the Severn Tunnel axle counters; there
should be clear, comprehensive written
instructions and effective monitoring to ensure
that the instructions are at all times properly
observed [9]
6 CONCLUSIONS
The authors of this paper set out to dispel
some of the myths that surround axle
counters. In the course of this paper we hope
to have given information that allows the
reader to form its own conclusions as to the
reality of these myths.
It is fair to say that Axle Counters provide a
safe and reliable method of track vacancy
detection that many rail operators around the
world use to great effect.
7 REFERENCES
1. Introduction to Railway Signalling, compiled
by David Kerr and Tony Rowbotham,
th
accessed 19 Nov 2010, pg 77
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C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd

2. Az S 350U – Maintenance instruction,

th
compiled by Siemens Ltd, accessed 4 Jan 7. ACM100 – System Description, compiled by
th
2011, p.g. 83 Siemens Ltd, accessed 7 Jan 2011, p.g. 17

3. Axle Counters – for heavy rail traffic 8. GK/RC0752 (withdrawn) General

applications by John Gifford, Trevor Moore Information on Track Circuits, Section 5
th
and Joe Borg, accessed 04 Jan 2011 p.g. 11
9. HM Railway Inspectorate, Railway Accident
4. Az S 350U – System description, compiled in the Severn Tunnel p.g. 38
th
by Siemens Ltd, accessed 4 Jan 2011, p.g.
22 of 69 10 Axle Counters the New Zealand Experience
by James Clendon and John Skilton
5. Rail Defects Handbook – Some rail defects,
their Characteristics, causes and control - ACKNOWLEDGEMENTS
Issue A Rev 0, compiled by ARTC, accessed The authors would like to thank:
th
5 Jan 2011, p.g. 1 - 68
Siemens Ltd for the time and support in
6. ZP D 43 Counting head – operating and producing this paper
service manual, compiled by Siemens,
th
accessed 5 Jan 2011, p.g. 43-44

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd

TVDS

equipment
ZP 43 wheel detection ZP 43 wheel detection

Outdoor
equipment equipment
(double wheel detector TCB TCB (double wheel detector
and TCB incl. cable) and TCB incl. cable)

Indoor equipment
Evaluation computer
Generates axle counting data from WDE
signals, compares axle counting results
and issues a track clear or occupied
indication

TCB = Trackside connection box WDE = Wheel detection equipment

TVDS = Track vacancy detection section
Figure 7 – Basic configuration of an axle counter

Figure 8 – A picture of a vertical split head, if the broken side is on the Gauge face then there will be a
high chance of derailment

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
C Taylor, D Allan, S Yeung
Axle Counters – Dispelling the Myths & Demonstrating the Benefits
Siemens Ltd

Figure 9 – an example of bolt hole break, high risk of derailment

Figure 10 – an example of weld break – if this is a clean break then the track circuit might be able to
detect it

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22 – 24 November 2011, Brisbane