RDSO Final Schemes For Automatic Signaling With Axle Counter

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GENERIC SCHEME OF DUAL DETECTION OVER AXLE COUNTER
TYPICAL SCHEME OF AUTOMATIC SIGNALLING WITH MSDAC (STATION & AUTO SECTION)
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Typical Automatic Signalling with MSDAC Dual Detection
The above double line scheme shows the arrangement of Detection Points (DPs) of MSDACs
for main & redundant, concepts of track section. The scheme is for one typical section having
auto sections of 1.0 to 1.4 kms each signal. If the inter signal distance is less, number of auto
sections can be increased between the stations and the Relay Hut shall be kept minimum dis-
tance of 2km.
Abbreviation:
S.No ABBREVIATION DEFINITION
1 U0 Naming may be used only for station yards on main system of de-
tection point on Up line
2 UD Naming may be used only for station yards on redundant system
of detection point on Up line
3 D0 Naming may be used only for station yards on main system of de-
tection point on DN line
4 DD Naming may be used only for station yards on redundant system
of detection point on DN line
5 UA Naming may be used only for station yards on redundant system
6 UB Naming may be used only for UP line Auto section on redundant
system of detection point.
7 DA Naming may be used only for DN line Auto section on Main system
of detection point.
8 DB Naming may be used only for DN line Auto section on redundant
system of detection point.
*Note: The above nomenclature of detection points are typical may be changed as per railway
practice of SIP.
General Scheme NOTE:
1. MSDAC scheme for Auto Signalling in block section connected to station section and yards.
2. For Auto Section evaluator can be centralized, or distributed architecture based on OEM spe-
cific products. For exchanging of signalling information RDSO approved SIL 4 I/O Multiplexer /
UFSBI shall be used.
3. Communication between RDSO approved SIL 4 I/O Multiplexer / UFSBI shall be through OFC
ring in main and redundant path. OFC cable will be laid either side of track in two different
paths.
4. Auto reset function may be achieved either through a relay/timer circuit or through an Auto reset
module.
5. When a main track section is clear and its redundant track section is showing occupied for more
than 10 seconds, the cleared main track section will automatically reset the occupied redundant
track section or vice-versa.
6. When both main & redundant axle counter sections are failed, they have to be cleared by man-
ual reset. A common reset box kept at dispatch station and a co-operative button kept in recep-
tion station shall enable this operation. The manual reset command from common reset box
shall reset only failed track section. The manual reset shall always be preparatory reset.
For manual reset, it must be ensured that there is no train in specific line (UP/DN) of auto block
section
7. Manual reset as well as auto reset of axle counter section shall only be preparatory reset.
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8. Separate evaluators shall be provided for UP & DN lines and main & redundant system for more
redundancy.
9. Number of Relay Huts, it’s location may be planed as per site condition.
10. Track section details shown only for UP line in the typical scheme. Similar arrangement shall be
considered for DN line.
Installation Practices:
1. Mounting of Wheel detector for main DP shall be on outer rail and for redundant DP shall be on
inner rail parallel to each other. So that the track section clear time delay should be similar for main
and redundant to avoid unnecessary Auto reset being initiated.
2. Wheel detector mounting shall be minimum 2 meter away from glued joints.
3. RDSO Technical advisory for Digital axle counter shall be followed and to suit OEM requirement
STS/E/TAN/7006. Dated 13.02.2015.
4. RDSO Digital Axle counter wiring discipline shall be followed and to suit OEM requirement
STS/E/TAN/6001.Dated 04.10.2011.
Design Practice:
1. To minimize the number of track sections, no separate track section has been made for the overlap
portion in auto-sections.
2. Interface between Evaluator to each DP will require ½ quad or one Quad / OFC connectivity ap-
proved by RDSO, as per OEM specific.
3. Separate quad cable for UP & DN direction detection points in separate trenches. However, UP
main DP and DN redundant DP and vice-versa can be combined in one quad cable.
4. Provision of all auto block track section indication shall be required only in Dispatch end. In receiving
end combined indication for all auto block track section shall be provided.
5. MSDAC of Station section should be entirely different that of Block section.
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TYPICAL SCHEME OF INTERMEDIATE BLOCK SIGNALLING WITH MSDAC (STATION & IBH)
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Typical MSDAC Dual Detection in Intermediate Block section (IBS)
The above double line IBS scheme shows the arrangement of Detection Points (DPs) of MSDACs
for main & redundant, concepts of track section.
Abbreviation:
1 U0 Naming may be used only for station yards on main system de-
detection point on Up line
3 D0 Naming may be used only for station yards on main system de-
detection point on DN line
5 UA Naming may be used only for UP line IBH section on Main sys-
tem detection point
6 UB Naming may be used only for UP line IBH section on redundant
system detection point.
7 DA Naming may be used only for DN line IBH section on Main sys-
tem detection point.
8 DB Naming may be used only for DN line IBH section on redundant
system detection point.
*Note: The above nomenclature of detection points are typical may be changed as per railway
practice of SIP.
1. MSDAC scheme for Intermediate block signalling in the block section connected to the station
section and yards.
2. For IBS Evaluator can be centralized, or distributed architecture based on OEM specific prod-
ucts. For Exchanging of signalling information RDSO approved SIL 4 I/O Multiplexer / UFSBI
shall be used.
ring in main and redundant path. OFC cable will be laid either side of track in two different paths.
module.
than 10 seconds, the cleared main track section will automatically reset the occupied redundant
section or vice-versa.
6. When both main & redundant axle counter sections are failed, they have to be cleared by man-
ual reset. A common reset box kept at dispatch station and a co-operative button kept reception
station shall enable this operation. The manual reset command from common reset box shall
reset only failed track section. The manual reset shall be always preparatory reset.
For manual reset, it must be ensured that there is no train in specific line (UP/DN) of auto block
section.
7. Manual reset as well as auto reset of axle counter section shall only be preparatory reset mode.
8. Separate evaluators shall be provided for UP & DN lines and main & redundant system for
more redundancy.
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1. Mounting of Wheel detector for main DP shall be on outer rail and redundant DP shall be on
inner rail parallel to each other, so that the track section clear time delay should be similar for
main and redundant to avoid unnecessary auto reset being initiated.
2. Wheel detector mounting shall be minimum 2 meter away from glued joint.
STS/E/TAN/7006. Dated 13.02.2015.
STS/E/TAN/6001.Dated 04.10.2011.
Design Practices:
1. To minimize the number of track sections, no separate track section has been made for the
overlap portion in IBH sections.
2. Interface between Evaluator to each DP will require ½ quad or one Quad / OFC connectivity
approved by RDSO, as per OEM specific.
4. Provision of all IBH track section indication shall be required only in Dispatch end. In receiving
end combined indication for all IBH track section shall be provided.
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TYPICAL MSDAC Dual Detection in BPAC (STATION & BLOCK)
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Typical MSDAC Dual Detection in BPAC
The above double line BPAC scheme shows the arrangement of Detection Points (DPs) of
MSDACs for main & redundant, concepts of track section.
Abbreviation:
1 U0 Naming may be used only for station yards on main system of de-
3 D0 Naming may be used only for station yards on main system of de-
of detection point on DN line
5 UA Naming may be used only for block section in Up line Main detec-
tion DP
6 UB Naming may be used only for block section in Up line redundant
detection DP
7 DA Naming may be used only for block section in DN line Main detec-
tion DP
8 DB Naming may be used only for block section in DN line redundant
detection DP
*Note: The above nomenclature of detections are point typical may be changed as per railway
practice of SIP.
1. MSDAC scheme for BPAC in the block section connected to the station section and yards.
2. For exchanging of signalling information RDSO approved SIL 4 I/O Multiplexer / UFSBI shall be
used.
ring in main and redundant path. OFC cable will be laid either side of track in two different paths.
module.
than 10 seconds, the cleared track section will automatically reset the occupied redundant track
section or vice-versa.
6. When both main & redundant axle counter sections are failed, they have to be cleared by manual
reset. A common reset box kept at dispatch station and a co-operative button kept reception sta-
tion shall enable this operation. The manual reset command from common reset box shall reset
only failed track section. The manual reset shall be always preparatory reset.
For manual reset, it must be ensured that there is no train in specific line (UP/DN) block section.
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7. Manual reset as well as auto reset of axle counter section shall only be preparatory reset in
BPAC application.
8. Separate evaluators shall be provided for UP & DN lines and main & redundant system for more
redundancy.
1. Mounting of Wheel detector for main DP shall be on outer rail and redundant DP shall be inner
rail parallel to each other, so that the track section clear time delay should be similar for main and
redundant to avoid unnecessary auto reset being initiated.
2. Wheel detector mounting shall be minimum 2 meter away from glued joint.
Design Practices:
1. Interface between Evaluator to each DP will require ½ quad or one Quad / OFC connectivity
approved by RDSO, as per OEM specific.
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TYPICAL SCHEME OF MSDAC DUAL DETECTION IN STATION YARD
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TYPICAL STATION YARD USING MSDAC IN Dual Detection

The above station yard scheme shows the arrangement of Dual Detection Points (DPs) of
MSDACs for main & redundant system, concepts of track section.
Abbreviations:
1 UO Naming shall be used only for station yards on main system of de-
2 UD Naming shall be used only for station yards on redundant system
3 DO Naming shall be used only for station yards on main system of de-
4 DD Naming shall be used be used only for station yards on redundant
system of detection point on DN line
5 UDO Naming shall be used only for station yards on main system of de-
tection point bi-directional lines.
6 UDD Naming shall be used only for station yards on redundant system
of detection point on bi-directional lines.

1. MSDAC scheme for station yard connected to block section, IBH and auto section.
2. Placement of Station Evaluator shall be in centralized architecture.
module.
4. When a main track section is clear and its redundant track section is showing occupied for
more than 10 seconds, the cleared main track section will automatically reset the occupied
redundant track section or vice-versa.
5. Manual & Auto reset shall only be preparatory reset mode on plain tracks.
6. If main track section has failed and redundant track section is clear and vice-versa then Auto
reset shall be applied after 10 sec to main system with preparatory mode in plain tracks.
7. When both main & redundant fail, then manual rest shall be applied from Reset box along with
line verification as hard reset for point zone tracks.
8. When both main & redundant system have failed, then manual reset shall be applied to all plain
tracks.
9. In Point zones when main system failed and redundant system clear or vice-versa, in that con-
dition also reset shall be applied to the failed track with line verification without waiting for both
systems to fail.
10. If Hard reset defined for point zones, then auto reset arrangement shall not be applicable as
Line verification required for hard reset.
11. Main & redundant track section reset shall be one method as preparatory or Conditional Hard
reset.
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valuators shall be provided for UP & DN lines and main & redundant system for maximum
redundancy.
13. Track section name shall be considered as per zonal practice with reference of SIP.
1. Mounting of Wheel detector for main DP shall be on outer rail and for redundant DP shall be
on inner rail parallel to each other. So that the track section clear time delay should be similar
for main and redundant systems to avoid unnecessary Auto reset being initiated.
2. Wheel detector mounting shall be minimum 2 meter away from existing glued joints and the DC
track will be eliminated after axle counter commissioning.
STS/E/TAN/7006. Dated 13.02.2015.
STS/E/TAN/6001.Dated 04.10.2011.
Design Practice:
1. Interface between Evaluator to each DP/Trackside Unit will require ½ quad or one Quad or
OFC as per OEM specific.
2. Separate quad cable to be used for UP & DN direction main detection points preferably in
separate trenches. However, UP main DP and DN redundant DP and vice-versa can be com-
bined in one quad cable.
3. MSDAC of Station section should be entirely different with that of Block section.
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TCAS SCHEME FOR AUTO SIGNALING WITH SIGNALS USING MSDAC DUAL DETECTION
10AXT
S-6 4AXT 8AXT

U05 U06
UP LOOP 2AXT
6AXT
UD05 UD06
A
SA-2 AS-4 AS-6 AS-8 AS-10 AS-12
A
UP
A
A
SA-2
S-4
U01 U02 U03 U04 U07 U08 U09 U10 UA1 UA2 UA3 UA4 UA5 UA6 UA7 UA8 UA9 UA10
UP MAIN
UD01 UD02 UD03 UD04 UD07 UD08 UD09 UD10 UB1 UB2 UB3 UB4 UB5 UB6 UB7 UB8 UB9 UB10
6BXT 10BXT
2BXT
4BXT 8BXT
3BXT
DD11 DD10 DD08 DD06 DD04 DD03 DD02 DD01 DB2 DB1 DB4 DB3 DB6 DB5 DB8 DB7 DB10 DB9
DN MAIN
D11 D10 D08 D06 D04 D03 D02 D01 DA2 DA1 DA4 DA3 DA6 DA5 DA8 DA7 DA10 DA9
S-3
SA-7 SA-1 AS-3 AS-5 AS-7 AS-11
A
A
AS-9
DN
A
A
DD07 DD05
DN LOOP 3AXT
D07 D05
S-5
STATION
HUT 1 HUT 1
MAIN & REDUNDANT MAIN & REDUNDANT
SYSTEM SYSTEM
CTR / RELAY RACK IPS /UPS WHEEL DETECTOR IPS /UPS WHEEL DETECTOR IPS /UPS
#1 #1
BATTERY BATTERY
TCAS
TRACK SIDE UNIT TRACK SIDE UNIT

#2,#3 RACK #2,#3 RACK
BATTERY RACK
MISCELLANEOUS EVALUATOR EVALUATOR
RACK
#2,#3 #2,#3
IXL #3 OFC UP LINE #3 OFC UP LINE #3 OFC UP LINE
MSDAC DATA LOGGER FDMS FDMS FDMS
INTERLOCKING #3 OFC DN LINE #3 OFC DN LINE #3 OFC DN LINE
RIU_TCAS RIU_TCAS
RDSO Approved SIL 4 RDSO Approved SIL 4

I/O Multiplexer/UFSBI I/O Multiplexer/UFSBI
NOTE:
1. Hut(stainless steel / prefabricated RCC hut) shall be provided at every
2Km (foot of the signal).
2. TCAS & CTC system shall be interoperable with this scheme.
3. Every 2Km UP AT & DOWN AT shall be provided.
4. Common DP sharing shall be via QUAD or OFC.
5. Number of QUAD cable shall be OEM specific requirement.
LEGEND DRAWN CHECKED APPROVED SH No-1/2
#1 Integrated cable of wheel detector based on OEM

specific length.
#2 Quad Cable 1/2 or 1 Quad shall be used based on TYPICAL SCHEME OF
OEM Specific
AUTO SIGNALLING USING SYSTEM BLOCK DIAGRAM
#3 OFC cable
#4 Signalling cable MSDAC WITH (OVERVIEW) R.D.S.O
FDMS - Fibre Distribution Management System DUAL DETECTION IN
RIU-Remote Interface Unit
TCAS-Train Collision Avoiding System TCAS/CTC
SE/SIG/RDSO DY.DIR/SIG/RDSO ED/SIG/RDSO
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TCAS SCHEME FOR AUTO SIGNALING WITHOUT SIGNALS USING MSDAC DUAL DETECTION
S-6 4AXT 8AXT

U05 UP LOOP U06 2AXT
UD05 UD06
A
SA-2 6AXT 10AXT
A
A
SA-8 S-4
U01 U02 U03 U04 UP MAIN U07 U08 U09 U10 S UA1 S UA2 S UA3 S UA4 S UA5 UP
UD01 UD02 UD03 UD04 UD07 UD08 UD09 UD10 UB1 UB2 UB3 UB4 UB5
2BXT 4BXT 6BXT 10BXT

8BXT
3BXT
DD11 DD10 DD08 DD06 DD04 DD03 DD02 DD01 DB1 S DB2 S DB3 S DB4 S DB5 S
DN MAIN
D11 D10 D08 D06 D04 D03 D02 D01 DA1 DA2 DA3 DA4 DA5
S-3 DN
SA-7 SA-1
A
A
A
DD07 DN LOOP DD05

3AXT
D07 D05
S-5 HUT 1 HUT 2
STATION
MAIN & REDUNDANT MAIN & REDUNDANT
SYSTEM SYSTEM
CTR / RELAY RACK IPS /UPS WHEEL DETECTOR IPS /UPS WHEEL DETECTOR IPS /UPS
#1 #1
TCAS
TRACK SIDE UNIT BATTERY TRACK SIDE UNIT BATTERY

#2,#3 RACK #2,#3 RACK
BATTERY RACK
MISCELLANEOUS EVALUATOR EVALUATOR
RACK
#2,#3 #2,#3
IXL #3 OFC UP LINE #3 OFC UP LINE #3 OFC UP LINE
MSDAC DATA LOGGER FDMS FDMS FDMS
INTERLOCKING #3 OFC DN LINE
#3 OFC DN LINE #3 OFC DN LINE
RIU_TCAS RIU_TCAS
NOTE:
RDSO Approved SIL 4 RDSO Approved SIL 4
1. Hut(stainless steel / prefabricated RCC hut) shall be provided at
I/O Multiplexer/UFSBI I/O Multiplexer/UFSBI
every 2Km (foot of the signal).
2. No signal overlap has been considered for this TCAS scheme.
3. TCAS & CTC system shall be interoperable with this scheme.
4. Every 2Km UP AT & DOWN AT shall be provided.
5. Common DP sharing shall be via QUAD or OFC.
6. Number of QUAD cable shall be OEM specific requirement.
LEGEND DRAWN CHECKED APPROVED SH No-2/2

#1 Integrated cable of wheel detector based on OEM
specific length.
#2 Quad Cable 1/2 or 1 Quad shall be used based on TYPICAL SCHEME OF
OEM Specific
AUTO SIGNALLING USING SYSTEM BLOCK DIAGRAM
#3 OFC cable
#4 Signalling cable MSDAC WITH (OVERVIEW)
R.D.S.O
FDMS - Fibre Distribution Management System DUAL DETECTION IN
RIU-Remote Interface Unit
TCAS-Train Collision Avoiding System TCAS/CTC
SE/SIG/RDSO DY.DIR/SIG/RDSO ED/SIG/RDSO
S SIGNAL FOOT

RDSO Final Schemes For Automatic Signaling With Axle Counter

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RDSO Final Schemes For Automatic Signaling With Axle Counter

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813

S.No ABBREVIATION DEFINITION

GENERIC SCHEME OF DUAL DETECTION OVER AXLE COUNTER

TYPICAL SCHEME OF MSDAC DUAL DETECTION IN STATION YARD

TYPICAL STATION YARD USING MSDAC IN Dual Detection

S.No ABBREVIATION DEFINITION

General Scheme NOTE:

S-6 4AXT 8AXT

TRACK SIDE UNIT TRACK SIDE UNIT

RDSO Approved SIL 4 RDSO Approved SIL 4

LEGEND DRAWN CHECKED APPROVED SH No-1/2

#1 Integrated cable of wheel detector based on OEM

S-6 4AXT 8AXT

2BXT 4BXT 6BXT 10BXT

DD07 DN LOOP DD05

TRACK SIDE UNIT BATTERY TRACK SIDE UNIT BATTERY

LEGEND DRAWN CHECKED APPROVED SH No-2/2

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