5.

ELECTRICAL SIGNALLING - I

5.1 COLOUR LIGHT SIGNALS:

Colour Light Signals, as the name implies, give the different Aspects, both by Day and
Night, by Colours. There are two types of Multi Aspect Colour Light Signals in use,
namely Multi-unit type & Search Light type. The former has a separate Lens System for
each of the Aspects which can be displayed while the latter has a single Lens System for
Red, Yellow and Green Aspects and an additional Unit for the second Yellow Aspect
when a 4-Aspect Signal is required.

The Search Light Signals are now almost obsolete. Multi-unit type Signals only are now
used on Indian Railways.

The Multi-unit type Signals use independent Light units for display of each one of the
Aspects required

The Light Units are separated from each other in a vertical plane, about 3 inch apart,
and fitted on Cast Iron or a Sheet Metal Case, with the Red Aspect the lowest so as to
be as close to the Driver’s eye level as possible. In the case of a 3-Aspect Signal, the
Green is placed uppermost, whereas with a 4-Aspect Signal the two Yellow Aspects are
separated by the Green Aspect in between. This is done so as to give a clear ‘Double
Yellow’ Aspect to the Driver at a distance. The order of the Units is, shown in the Figure
5.1.

Each Signal Unit is provided with a Shield for providing good Background and each Light
Unit with a Hood (sometimes even a longer Hood) to prevent the sunlight or external
light falling directly on the Lens as in an otherwise case this Light may get reflected back
through the Lenses to give Phantom Indication to the Driver. As an added precaution,
the interior of all units is also painted Matt Black to prevent Reflection and thus further
reduce the possibility of ‘Phantom’ Aspects. For the same reason, the Multi-unit Lamps
are not provided with Reflectors so that ‘Phantom’ Indication, due to reflection of
Sunlight or other external light (like Headlight of the Locomotive) may not arise. Below
the Units, a Compartment with 2 Terminal Blocks for the termination of Cable and for
internal connections is provided. Separate waterproof-hinged covers are provided for
the Light Units and Terminal Box.

Breathing holes are also provided on the cover, for each Compartment to ensure
Ventilation.

Suitable expanded metal netting may also be provided over the external Lenses to
prevent damage to the Lenses.

Each Light Unit of a Colour Light Signal is a complete Light Unit in itself. It comprises of
two Lenses – Inner & Outer – mounted into position in a conical casting to which the
Lamp Holder is fitted. Figure 5.2 shows the Schematic of Optical System used for Multi-
unit Signals. It consists of two Stepped Lenses in a ‘Doublet’ combination. These Lenses
are concave-convex combination, the inner Lens being coloured, Red, Yellow or Green
and the Outer one Clear. The Inner Lens is stepped outside and the Outer lens is
stepped inside. A Step Lens System has the advantage in keeping the Light Loss to
minimal.

The Lamp is specially designed to have concentrated Filament (to provide a narrow
intensive Beam with a very small angle of Spread) and is so positioned that its Filament
is at the Focus of the Lens combination. The Lamp Holder is adjusted and supported in
a fixed relationship to the Lens to ensure that when the Bulbs are changed, focusing
does not get affected.

The doublet combination helps in bringing the combined Focus closer to the Inner Lens,
thereby enabling a larger angle of the Light Beam being gathered by the Lens. As also
stated earlier, the Multi-unit Lamps are not provided with Reflectors (usually used to
facilitate collection of Light) to eliminate ‘Phantom’ Indications, arising out of reflection of
Sunlight / Headlight.

The concave-convex combination helps to throw a parallel beam of high intensity. Where
the Signals are located on curves, a spread light type of Outer Lens is used for spreading
the beam horizontally, giving an angular deflection of 8 0 or 160 or 320. The greater the
deflection the less efficient shall be the main beam and care, therefore, has to be taken to
accurately align the Signal for maximum Sighting Distance combined with good Close-
range Visibility.

A Driver standing very close to a Signal can not read the Signal properly as he is out of
the direct line of the beam. ‘Close-up’ Indications, are therefore, provided by using Hot
Strips or Deflecting Prisms on the Outer Lens or by using a separate side Light working
in conjunction with the main Lamp.

Deflecting Prism diverts a part of the light as subsidiary beam at an angle of 350 from the
main beam. This should be carefully adjusted and kept either to the right or left of the
track depending on the location of the Signal to give the best possible effect to a Driver
on the foot plate of an Engine or Cab standing at the Signal.

Individual 110 / 12 Volt Transformers are provided for each Aspect. 110 V is used as the
distribution Voltage for reducing the Voltage Drop. 12 V is used for Signal Lamps so that
the Resistance of the Filament comes down. The smaller Resistance gives a short thick
Filament which is mechanically more rigid and gives a sharp Focus. Since the each end
of the Filament is out of Focus, the emitted Beam has a Spread of about 50.

5.2 LAMPS USED FOR COLOUR LIGHT SIGNALS:

The Signal Lamps used are of 3-pin type so as to maintain the proper alignment of the
Filament. Details of the Lamps used are given in following Table:

SN Type of Signal Lamp Rating of Individual

Filaments
Number Single / Overall Configuration of Main Auxiliary
Double Rating two Filaments
Filament
1. SL 17 Double Pole 12 V 25 W Main: 12 V 16 W 16 V 12 W
Double Horizontally
Filament placed.
 Aux.: Vertically
placed.
2. SL 18 Single 12 V 24W - -
Filament
3. SL 21 Double Pole 12 V 33W Main: 12 V 24 W 16 V 12 W
Double Horizontally
Filament placed.
Aux.: Vertically
placed.
4. SL 35 Triple Pole 12 V 24 W / Main: 12 V 24 W 16 V 12 W
Double 16 V 12 W Horizontally
Filament placed.
Aux.: Vertically
placed.
5. SL 35A Triple Pole 12 V 24 W Main: 12 V 24 W 12 V 24 W
Double Horizontally
Filament placed.
Aux.:
Horizontally
placed.
6. SL 35B Triple Pole 12 V 33 W Main: 12 V 33 W 12 V 33 W
Double Horizontally
Filament placed.
Aux.:
Horizontally
placed.
Note: In Double Pole Double Filament Lamps, both the Filaments are in the circuit at any time.
In Triple Pole Double Filament Lamps, however, Auxiliary Filament comes in to circuit only
when the Main Filament is fused.

It may be noted that barring the type SL 18, all Lamps have a Main and Auxiliary
Filaments.

In SL 17 & SL 21 Lamps, the Main and Auxiliary Filaments are connected in parallel.
The Main Filament, which is Horizontal, is placed at the Focal Point of the Lens where
as the Auxiliary Filament is Vertically positioned and is placed slightly away (About 3 mm
behind the Main Filament). The latter being underfed (Rating 16 V) lasts longer than the
Main Filament so that the Signal does not go without any light, should the Main Filament
burns out. A Signal Aspect with reduced brilliance (Notice the Filament Rating of 16 V of
Auxiliary Filament and its out-of-focus placement) is noted by the Driver / Maintenance
Staff and the Lamp with one Filament burnt out is replaced.

Also the Signal Control circuits are so designed that (a) in the event of failure of Main
Filament, an Indication is given to the Control Centre (on the Panel), and (b) the Signal
in rear is thrown and held at RED in the event of failures of both Filaments.

The only difference between these two Lamps SL 17 & SL 21 is of the Rating of their
Main Filaments. Main Filament is of 16 W Rating in SL 17, whereas in SL 21, it is of 24
W. The combined output of SL 21 is, thus, of 33 W as against 25 W of SL 17.

SL 17 & SL 21 Lamps are classified under the Category ‘Double Pole Double Filament’
type.
It may be noted that in Double Pole Double Filament Lamps (like SL 17 & SL 21), the
two Filaments are burning simultaneously, and at the place of crossing of the Filaments,
more heat is being generated, which causes earlier fusing of the Filament. Life of the
Lamp, thus, is getting reduced. This is the Hot Spot kind of the problem. To overcome
this problem, Triple Pole Lamps came in to existence. In these Lamps, the common
connection of the Filaments is connected to the Shell and the other end of each of the
Filament connected to the Contact Plate (Figure 5.3). With Triple Pole Lamps, a Lamp
(Main Filament) Proving Relay (MECR) is used in series with the Main Filament. When
the Main Filament fails, the Auxiliary Filament is brought in the circuit through the de-
energised contact of the MECR. As both the Filaments are not burning together in Triple
Pole Double Filament Lamps, the Auxiliary Filament can also be rated at the same
Voltage (12V), as that of the Main Filament.

In SL-35 Triple Pole Double Filament Lamp (Refer to the Table above), the Main
Filament is Horizontally located with the Rating of 12 V 24 W and the Auxiliary Filament
with the rating of 16 V 12 W is vertically placed. In these Lamps, when Main Filament is
fused, the Auxiliary Filament is switched into the circuit, with a dim light, because of its
less Wattage.

In SL-35A Triple Pole Double Filament Lamp, both the Filaments are kept Horizontally
located with the identical Ratings of 12 V, 24 W for both.

In SL-35B Triple Pole Double Filament Lamp, both the Filaments are kept Horizontally
located with the identical Ratings of 12 V, 33 W for both.

As noted, the Signal Lamps for Installations on Indian Railways are rated a 12 V
(Nominal) but to prolong Lamp life, the Lamp Voltage is reduced to about 11.5 V.

5.3 SIGNAL TRANSFORMER:

Transformer of Rating 110 V / 12 V, 40 VA, 50 C/S (with no Load current of not more
than 15 mA) is provided for each Aspect in the respective unit. Tapings are provided
either on the Primary or on the Secondary side of the Transformer to get the specified
Voltage across the Lamp irrespective of line drop and drop due to series repeating
apparatus (Figure 5.4).

In AC RE Areas, to increase the range of Operation of Signals by direct feeding method,

300 V / 12 V Signal Transformers have been used but now only 110 V AC Feed System
is provided in all Colour Light Signal Installations.

5.4 ASPECT CONTROL CIRCUITS:

In Colour Light Signalling, a Signal Control Relay must always control the Signal, even
when there is a Lever to clear the Signal. Without a control Relay, the Signal may have
no Aspect, when the Signal Lever is left in a mid-position. For 2-Aspect Signal, one
Signal Control Relay is required. Similarly, for 3-Aspect Signal, two Signal Control
Relays, and for 4-Aspect Signal, three Signal Control Relays are required.

HR: To control ‘Yellow’ Aspect of the Signal.

HHR: To control ‘Double Yellow’ Aspect of the Signal.
DR: To control ‘Green’ Aspect of the Signal.
5.4.1 2-Aspect Colour Light Signal Control Circuit:

The Relay HR or DR, as the case may be, is controlled through the Selection circuit
proving all the conditions to be fulfilled to take ‘OFF’ the Signal, including Signal Lever /
Button operated contacts. The Energisation of this Relay connects ‘OFF’ Aspect ‘Yellow’
or ‘Green’, as the case may be. If any one or more conditions required to take ‘OFF’ the
Signal is not fulfilled, HR/DR is de-energized and the Signal is maintained at ‘ON’
Aspect. A 2-Aspect Signal Lamp Control Circuit is given in Figure 5.5.

SN Relay Condition Aspect

1 HR  (or) DR  HG (or) DG
2 HR  (or) DR  RG

(2-Aspect Control Table)

5.4.2 3-Aspect Colour Light Signal Control Circuit (Stop Signal):

For 3-Aspect Colour Light Stop Signal, two Control Relays HR & DR are used, where,
HR is the Yellow (OFF) Aspect Control Relay and DR is the Green Aspect Control
Relay. HR Relay is energized proving the conditions required up to next Signal and
Overlap in advance of it. DR Relay is controlled by the ‘OFF’ Aspect (Y or G) of the 3-
Aspect Signal in advance. When HR itself is not energized, the Signal is maintained at
Red Aspect irrespective of the Signal Aspect ahead. When HR is energized (Yellow or
Green) Aspect is selected through DR Relay contacts.

A Front contact of DR Relay is used for Green Aspect Lamp circuit. A Back contact of
DR Relay in Yellow Lamp circuit is used to prevent both Yellow and Green Lamps
lighting up when DR picks up. The Control circuit for 3-Aspect Stop Signal is given in
Figure 5.6.

SN Relay Condition Aspect

1 HR  + DR  DG
2 HR  + DR  HG
3 HR  RG

(3-Aspect Control Table – Stop Signal)

5.4.3 3-Aspect Colour Light Signal Control Circuit (Permissive

Signal - DISTANT):

An explanation of Aspect Control between Distant & Home Signals is necessary, prior to
working out the Signal Control circuit for the Distant Signal.

Distant Home Starter Advanced Starter

G -------------------------- G ---------------- G --------------- G

G -------------------------- Y ---------------- R
YY ------------------------- YwU
(Yellow with Route)
As seen from the Aspect Control Chart between Distant & Home, the Green Aspect
Controlling Relay of the Distant (ID DR) should be controlled through any of the two
‘OFF’ Aspect Proving Relays (HR or DR) of the Home Signal but when Home is
exhibiting Yellow, the Green Aspect on Distant should come only when the Route Set is
for Straight i.e. Route Lights are not lit. In this case, Home exhibits ‘OFF’ Aspect for the
Straight Route only i.e. the Reception is on the Main Line. The Attention Aspect
Controlling Relay (ID HHR) is energized whenever the Home Signal is ‘OFF’ for the
Diversion i.e. Home exhibiting ‘Yellow with Route’.

The Distant Signal displays ‘Yellow’ (Bottom Yellow) through HHR Back contact. When
HHR energizes the Signal displays Double Yellow and the Bottom Yellow Lamp is now lit
through HHR Front & DR Back and another Front contact of HHR of HHR & DR Back
are used to lit the Top Yellow in parallel with the Bottom Yellow. The ‘Green’ Aspect is
displayed through HHR and DR Front contacts. The Control circuit for a 3-Aspect Distant
Signal is given in Figure 5.7.

SN Relay Condition Aspect

1 HHR  + DR  HHG
2 HHR  + DR  DG
3 HHR  + DR  HG
4 HHR  HG

(3-Aspect Control Table – DISTANT Signal)

5.4.4 4-Aspect Colour light Signal Control Circuit:

There are two Methods:

(A) First Method:

When HR is de-energized, the Signal shows ‘Red’ Aspect. When HR alone is energized
and the next Signal is at ‘ON’, the Signal displays ‘Yellow’ Aspect through DR Back
contact. When HHR is energized in addition to HR and the next Signal is showing
‘Yellow’, the Signal displays Attention ‘Double Yellow’ Aspect. When DR is energized in
addition to HR & HHR and the next Signal is showing Attention ‘Double Yellow’ or
Proceed ‘Green’, the Signal displays ‘Green’ Aspect. The Control circuit is given in
Figure 5.8.

SN Relay Condition Aspect

1 HR  + HHR  + DR  HHG
2 HR  + HHR  + DR  DG
3 HR  + DR  HG
4 HR  RG

(4-Aspect Control Table)

(B) Second Method:

In this case, both HHR & DR are not allowed to energize at a time. HHR picks up only
when the Signal in advance displays ‘Yellow’ Aspect. DR picks up only when the Signal
in advance displays ‘Double Yellow’ or ‘Green’ Aspect. When HR is up, the Bottom
Yellow is brought in circuit, which is maintained to given ‘Double Yellow’ Aspect when
HHR picks up. When DR is up, this ‘Yellow’ Lamp is disconnected and Green Lamp is
connected through HR Front and DR Front contacts. The Control circuit is given in
Figure 5.9.

SN Relay Condition Aspect

1 HR  + HHR  HHG
2 HR  + DR  DG
3 HR  + DR  HG
4 HR  RG

(4-Aspect Control Table)

Control circuits shown above are to be modified using independent Metallic Returns and
Double Cutting in case of AC Electrified Areas.

Even with Metallic Returns and Double Cuttings, the above Aspect Control circuits can
be used only if the Distance of the Signal is not more than 600 m. For lengths longer
than 600 m, the Controlling Relays are repeated at the Location and Repeater contacts
used in Aspect Control circuits. The Length of 600 m for Direct Feed can be, however,
increased if Cables of Lower Reduction Factor are used. The Restriction of 600 m
applies for Lead Sheathed Cables.

5.5 LAMP PROVING CIRCUITS:

Lamp Proving circuits are required to prove that a Signal Lamp is actually burning at the
site. This Information may be needed:

(i) By the Panel Operator to ascertain whether the Signal at site is lit or
not, or

(ii) For controlling the Aspect of the Signal in rear, or

(iii) For bringing in the next more restrictive Aspect in the same Signal.
This would mean that if the Signal was exhibiting ‘Green’ and the Signal
Lamp lighting the ‘Green’ Aspect gets fused, the Signal should be made
to exhibit ‘Yellow’ in case of 3-Aspect Signal and ‘Double Yellow’, if it is a
4-Aspect Signal.

(ii) & (iii) above are referred to ads ‘Cascading of Signal Aspects’.

There are different types of Lamp Proving Circuits in use to suit different requirements:

(i) Using Potential Drop Method.

(ii) Using Current Transformer Method.

(iii) Using Signal Proving Relays Method.

5.5.1 Potential Drop Method:

In the Potential Drop Method, a Resistance in series is connected with each of the
supply leads to the Signal and thereby a Potential Difference of about 12 V is obtained,
when the Signal Lamp is burning (Figure 5.10). This Potential Drop is utilised to light the
12 V 4 W (SL 5) Indication lamp connected across the Resistor. When the Signal Lamp
fails, the Signal Transformer will work as a Choke and draws only a no load current.
This current will not produce enough voltage for burning the Indication Lamp.

The Method suffers from the following Disadvantages:

(i) There is an extra Voltage Drop across the Resistance. To that extent,
Voltage across the Signal Lamp shall get reduced. If the Signal is far
away, it may be that sufficient Voltage may not be available to lit the
Signal Lamp. This Method is, therefore, useful for nearer Signals only.

(ii) There will be constant dissipation of power due to heating effect of the
Resistance.

(iii) It shall not be possible to provide Cascading Arrangement in Signal

Aspect Control circuits.

(iv) If one Filament of the Signal Lamp is fused, the remaining Filament may
draw the current, which may produce sufficient Voltage Drop across the
Resistance to glow the Indication Lamp. This situation may not provide
Warning Time to replace the fused Signal Lamp.

5.5.2 Indication Transformer Method:

This Method uses a Current Transformer (CT) in lieu of the Resistance (Figure 5.11).
The Primary of this Transformer is connected in series with the supply circuit and across
the Secondary having large Number of Turns, the Indication Lamp is connected.

When the Signal Lamp is burning the current drawn by the Transformer Primary is large
enough to give nearly 10 V across the Secondary for the Indication Lamp to light up.
When the Signal Lamp is fused, the Current Transformer draws much less current and
therefore, the current in the Primary is reduced. This reduces the secondary induced e.
m. f. and, therefore, the Lamp either extinguishes or becomes dim. This Current
Transformer having the Indication Lamp (12 V 4 W SL 5) directly connected to the
Secondary is known as ‘I’ type Transformer.

The Method suffers from the following Disadvantages:

(i) Dim glow Indication may appear in case of Signal Lamp failures.

(ii) It shall not be possible to provide Cascading Arrangement in Signal

Aspect Control circuits.

(iii) Failure of Indication Lamp does affect the Signal Lamp Voltage.
5.5.3 Methods using Lamp Proving Relays (ECRs):

(A) Method using a Resistance in series with the Supply leads:

In this method, a small amount of Voltage is dropped across a Resistance connected in

series with the supply leads. This AC Voltage Drop is rectified by a Bridge Rectifier and
the output DC Voltage is made to operate a DC Relay. The Voltage required for the
Relay can be adjusted, by varying the Resistance. When the Signal Lamp fails, the
current through the Resistance decreases and therefore, the Voltage across the Relay
drops below the Drop Away Value. The dropping of the ECR disconnects the Indication
Lamp.

Main Advantages of this Method are:

(i) Failure of Indication Lamp does not noticeably affect the Signal Lamp
Voltage.

(ii) Contacts of ECR can be used for the circuits requiring the Aspect Proving
of this Signal.

(iii) When the Signal Lamp fails, the supply for the Indication Lamp is
completely cut off, thus avoiding the dim glow.

(B) ECR Method using ‘L’ type Transformer:

This Method is suitable where the Signal Lamps are directly fed from the Cabin / Relay
Room, for DC RE Areas, Non-RE Areas and up to 600 m distance from the Cabin /
Relay Room in case of AC RE Areas (Figure 5.12).

In this Method, L-type Current Transformer is connected in series with Lamp circuit (i.e.,
with the primary of Signal Lamp Transformer). L-type Transformer is suitable for low
current in the range of 300 mA on the primary, the secondary develops 9V across it.
The capacity of the L-type transformer is 0.09 VA.

The Bridge Rectifier is connected across the secondary of the L-type Current
Transformer. A Line Relay having 1000  Coil Resistance, called as ECR, is connected
to the Output of the Rectifier.

If the Signal Lamp is lit, then the ECR picks up and if the Signal lamp is fused or is not
lit, then the ECR drops. Concerned Indications are provided on the Panel through ECR
contacts.

(C) ECR Method using ‘H’-type Transformer:

This Method is normally used in AC RE Areas, where direct feeding of the Signals is not
possible (because of distance limitation) from the Cabin or Relay Room (Figure 5.13).

In this Method, H-type Current Transformer is connected in series with the secondary
side of the Signal Lamp Transformer. H-type Current Transformer is suitable for high
current in the range of 2.5A on primary; the secondary develops 9 V across it. The
capacity of the H-type Transformer is 0.09 VA. The Bridge Rectifier is connected across
the secondary of H-type Current Transformer. A Line Relay having a Coil Resistance of
1000 , called as ECR, is connected to the Output of the Rectifier. When the Signal
Lamp is lit, the concerned ECR picks up. Through contacts of this ECR, its Repeater
Relay picks up in the Cabin / Relay Room. When the Signal Lamp is fused or not lit, the
concerned ECR drops, causing its Repeater Relay to also drop. Signal Lamp
Indications on the Panel are given through the contacts of ECPRs.

5.5.4 Advantages of ECR Methods:

(i) Less Line Voltage drop.

(ii) Failure of Indication Lamp does not affect the Signal Lamp
Voltage.

Contacts of ECR can be used for the circuits requiring the Lamp proving of this Signal.
When the Signal Lamp fails, the supply for the Indication Lamp is completely cut off thus
avoiding the dim glow.

The ECR Method is a costlier Method because of requirements of Lamp Proving Relay
Unit and separate 24 V AC / 12 V AC Indication supply.

In RE areas, the Resistance Drop Method is not used and Indication Transformers are
invariably used.

5.6 LAMP FAILURE – CUTTING IN A MORE RESTRICTIVE

ASPECT:

In case a Signal Lamp is fused, it is preferable to cut in a more restrictive Aspect so that
the Driver may not face a Blank Signal. Such a Provision can even give the facility of
keeping the Signal in rear in RED Aspect whenever the RED Lamp of the Signal in
advance ought to be burning but has fused.

On Automatic Signalling Sections, such a Provision is invariably catered for. For Signals
which have a Manual Control over them as in Route Relay and other Colour Light
Signalling Installations, such ‘cutting-in’ may not be necessarily provided since the
Signal Indication is available to the Operator continuously and in case of Lamp failure,
necessary steps would be taken by him.

A typical circuitry for cutting-in arrangement in an Automatic Signalling Section is shown

in Figures 5.14, 5.15 & 5.16. Figure 5.14 shows the Sectional Signalling Plan, the
Section equipped with 3-Aspect Signals. Figure 5.15 provides for the Lighting circuits
and Figure 5.16 the Indication circuits.

Besides providing for Cutting-in Features, the Lighting circuit caters for Switching over to
Auxiliary Filament in the event of Failure of the Main Filament of the Signal. This is
achieved by proving an ECR for the Main Filament and should the Main Filament fuses,
the Signal can be switched to Auxiliary Filament, through the Back contact of this ECR.
Indication of the fusing of the Main Filament is provided on the Control Panel to enable
the Panel Operator to ask the Maintenance Staff to replace the Lamp in question.
5.7 ROUTE INDICATORS:

Route Indicators are provided at diverging Junctions where one track diverges into a
number of Tracks. A Junction, in fact, is diverging from one end and converging from
the other.

In Colour Light Signalling Territories, Route Indication is given by (i) Junction Direction
Indicators, or (ii) Multi-lamp Route Indicators, or (iii) Stencil type Indicators.

A Junction Indicator consists of a row of five white lights placed above a Colour Light
Signal Unit. A Junction Indicator can provide indication for a maximum of 7 Diversions
from a Diverging Junction. Route Indicator, on the other hand, can be employed for
providing indications for a large number of Diversion Lines. Junction Indicators are,
therefore, used for a small group of Diverging Lines and the Route Indicators for the
large groups. Figures 5.17 & 5.19 show types of Route Indicators (Stencil type, Multi-
Lamp type & Junction Type) used in Multi-Aspect Colour Light Signalling territories.

A Junction Indicator does not read over the High Speed Route. The 'Yellow' Aspect of
the Diverging Signal without displaying any Diversion by itself, means that the Train will
traverse the through line up to the next Stop Signal and 'Green' would mean that it will
pass over the through line and the next Signal is not displaying 'Stop' Aspect. When any
of the Diverging Routes is set, the Signal will display 'Yellow' together with the coming
up of appropriate Route Indication of 5 white lights. As failure of Junction Indicator in not
lighting the appropriate Route Lights will result in displaying of a less restrictive aspect in
displaying simple 'Yellow' on the Signal and would culminate in an unsafe situation
(Driver will get an Indication that he has to travel on the through line with Points set for
him for the Straight Route), the Signalling circuitry is so arranged that 'Yellow' for a
Diversion (Turnout) will not come 'OFF' unless the appropriate Junction Indicator lights
are proved lit on the Signal post. In order to keep the failures of Junction lights not
coming up and resulting in failure of the Signal itself to minimum, the Signalling circuits
are designed to prove at least 3 out of 5 lights of the Junction Indicator burning prior to
clearing of the 'Yellow' Aspect on the Signal. With a row of 3 lights burning, it is
reasonably possible for the Diver to distinguish the Route to be traversed by his Train.
Figure 5.18 shows Junction type Route Indicators used in Multi-Aspect Colour Light
Signalling Territories.

Feeding arrangement of the Junction Indicator Lamps is usually a parallel one. Lamps
are rated for 110 V 25 W.

A Route Indicator consists of Numbers or Letters, one Number or one Letter for each
line or for group of the lines to which they refer. Route Indicator may be placed above or
below a Signal. Route Indicators may be one of the following types:

(i) Stencil type.

(ii) Multi-Lamp type.

A maximum of 4 Routes can be conveniently displayed by a Stencil type Route Indicator.

Pre-fabricated Stencils are fixed in a Box and an appropriate Stencil is lighted to display
one of the four Diversions. In Multi-Lamp type Route Indicators, a 7x5 or 7x7 Matrix of
Lamps is used and it is possible to display a maximum of 19 Routes by lighting the
appropriate lamps in this Matrix. 7x5 Matrix will provide for a total of 9 Routes and 7x7
can cater for 19 Routes.

Arrangements for lighting the Route lights prior to clearing of the Aspect on the main
Signal, in case of Junction Indicators, also apply to Route Indicators.

5.8 LED SIGNALS:

A Blank Signal is a grave Safety Risk as it can result in an Accident if the Driver does not
notice the Signal and does not take action to control his Train in time. Signal may go
Blank either due to failure of Signal Lamp or due to Interruption in Power Supply. At
present, majority of the Signals on Indian Railways are lit through Filament type Lamps.
Rated Life of Filament type Signals Lamps is only 1000 to 5,000 Hours, which
necessitates their replacements every 45 Days for Normal Aspect and 90 Days for other
than Normal Aspect. Replacement of a Signal Lamp is also not a simple Task, as
focusing is to be checked and adjusted after each replacement of a Lamp. Besides this
problem of shorter Life, for the Filament type Lamps approximately 0.13% of the Input
Electrical Power only is converted into useful Optical Output, overwhelming portion of
Electrical Power being lost as Heat or absorbed in the Lenses. Since the Fixtures
contain the Optical Output within a narrow Beam, it is possible for the Signal to develop
an intense Beam which is possible to be read from several Hundred Metres.

To overcome above said problems, LED Signal Units have been developed, which have
the Service Life of around 1,00,000 Hours and do not need re-focussing after their
Installation.

LED Signal Units are basically available in two Models depending upon the Source (AC /
DC) of Operation. On Indian Railways, however, Directives have been issued to use only
AC Model.

LEDs are Solid State Semi-conductor Devices that convert Electrical Energy directly into
Light. The Cold Generation of Light leads to high Efficacy because most of the Energy
radiates within the Visible Spectrum. LEDs can be extremely small and durable and
have a Service Life in the region of 100,000 hours as against between 1,000 to 5,000
Hours for Tungsten Filament Signal Lamps.

5.8.1 Salient Features of LED Signal Units:

(i) LEDs are Mechanically Robust, Electrcally Efficient

and Physically Small.

(ii) LEDs produce a Narrow Wavelength Band of Light and may not
need additional Colour Filters.

(iii) Assembled LED Signals shall have improved Reliability.

(iv) LEDs offer greater Service Life of around 1.00,000 Hours as

compared to about 1,000 to 5,000 Hours of Filament Lamps.
Availability, therefore, is significantly higher. Traffic Hazards
 possible during frequent replacement of Filament Lamps by
Maintenance Staff are, therefore, eliminated.

(v) LEDs potentially consume Less Electrical Power as compared to

Filament type Lamps for giving the same Lumen Output. LEDs,
typically, convert approximately 30% of the Input Power into
Optical Power.

(vi) Signals have the Potential to control Brightness of Signals,

according to Ambient Lighting, for Example from Day to Night.

(vii) Low Life-cycle Costs due to reduced Maintenance requirements.

LED Units do not need frequent replacements. They are pre-
focussed and, therefore, do not need Periodic Focussing.

(viii) LED Lamps are compatible with existing Signal Housings, hence
can be Retrofitted, without any modifications to them.

(ix) Wide Voltage Variation in Power Feed

can be tolerated.

(x) One Design of ECR for all LED Signal Lamps including Shunt
Signal and Route Indicator.

5.8.2 Constructional Details of LED Lamps:

LED Signal Unit comprises of the following Units (Figure 5.20):

(i) LED Signal Aspect Unit:

It comprises of a cluster of LEDs in series and parallel combinations. LEDs in a Signal

Aspect are arranged in more than one Array so that in the event of failure of even a
single LED, the whole Unit does not become Blank. LEDs in the Arrays are interleaved
so that effect of failure of any Array is spread out equally to maintain Uniform Visibility.
LEDs in each Array are in electrically independent path so that failure of any LED does
not affect the Operation of other. Optical Sensors are provided for each Aspect and
output from Optical Sensors is given to the Current Regulator Unit for Corrective / Alarm
Action. A few LEDs in the Signal Unit are so arranged as to ensure near visibility of 5 m
so that the Signal is clearly visible to a Driver stopping at the foot of the Signal.

(ii) Current Regulator Unit:

LED is a Current Driven Device. LEDs clusters in a LED Signal Lamp are, therefore, fed
with constant Current irrespective of Input Supply Voltage fluctuations by the Current
Regulator. It consists of Solid-state Variable Resistance controlled by feedback from
Sensors - Current and Voltage for each Array & Optical Sensor. Solid-state Variable
Resistance detects (a) failure of 20-25% LEDs, (b) limits the Current to cause Low
Current Alarm, or (c) boosts the Current to cause High Current Alarm.

If Optical Sensor detects Signal being Blank / Dim, it reduces the current to 30 mA to
generate an Alarm and cuts-off the Aspect.

LED Signal Unit Housing is made either of Mild Steel Sheet or of Industrial Grade Plastic
or Fibreglass. The front cover is made of UV stabilised Polycarbonate Dome. The Unit is
hermetically sealed in order to ensure that it is able to withstand the Environmental
Severity.

(iii) Health Monitoring Unit (HMU):

LED Signal Unit works in association with a Health Monitoring Unit located at the Cabin /
Relay Room end. The Health Monitoring Unit monitors the performance of the LED
Signal Aspect. The Failure Conditions detected by the Current Regulator Unit are
displayed to warn for the Impaired Visibility of the Aspect.

Desirable Features in an HMU:

(i) Audio Alarm shall be silenced on pressing of Acknowledge Button but

Visual Failure Indication shall persist till the problem is rectified.

(ii) Audio and Visual Alarm is desirable when either Input Current of Current
Regulator or Illumination of LED Signal Light Unit falls below the
stipulated Levels (Recommended 50%).

(iii) Audio and Visual Alarm when Health Monitor Unit or Current Regulator
becomes faulty.

(iv) Monitoring shall be done on same pair of wires, which are used, for
feeding of LED Signal Light Units.

(v) In case Health Monitor Unit becomes faulty, the Signal at site must go to
the most restrictive Aspect.

5.8.3 Functional Requirements:

The LED Lamps should satisfy the following Functional Requirements:

SN Description Specification
1 The Colour Coordinates of LED Signal Red, Green and Lunar Class ‘C’ of
Unit. White Aspect. BS:1376-
1974
Yellow Aspect. Class ‘B’ of
BS:1376-
1974
2 The Visibility of each Aspect of LED 600 m in clear Day Light.
Signal Unit.
 3 Visibility of Route Indicator. 200 m in clear Day Light.
4 The minimum Illumination of LED Red Aspect. 50 Lux.
Signal Units measured at a distance of
1.5 m in Axial Direction. Yellow and Green 100 Lux.
Aspects
5 LED Signal Lighting Units Display Main and Calling-On 125 mm
Area. Signals Diameter.
Route and Shunt 85 mm
Signals Diameter.
6 ECR: Normal Operating Current. All LED Signal Units. 125 mA of
Current.
7. Noise Immunity 60 V ± 5%.
8. Ambient Temperature Variation. -100 C to 600 C.
9. Level of Relative Humidity. 90%.

5.8.4 SAFETY CONSIDERATIONS IN THE DESIGN OF LED SIGNAL

ASPECT:

(i) A Filament Lamp either draws Current when lit or does not draw
Current when not lit. Filament Lamp fails only in Open circuit
Mode, while LED can fail in Open or Short or Leaky Mode. Thus
LED can draw Current when it is lit as well as when it is not lit.
Following conditions have, therefore, been taken into account to
make sure that LED Signals fail on the Safe side:

(a) LED failing in Short-circuit Mode.

(b) LED failing in Open circuit Mode.
(c) LED failing in Leaky Mode.

Design of LED Array is such that with failure of one LED due to
Open / Short circuit failure, no other LED is affected in the LED
Array and partial loss to the extent of that LED in the Array takes
place.

With Open circuit failure of LED, the total Array Current will
decrease and with Short circuit failure of LED, the total Array
Current will increase. These two Variations of Array Current are
monitored and used to generate Alarm when 20-25% LEDs fail.

For Leaky Mode of failure of LED, an Optical Detector is used to

detect Light Output of the LED Signal Unit. When the Light Output
is below allowed level, Alarm is generated along with switching
‘Off’ of the Aspect.

(ii) Spike Protection shall be provided in the LED Signal Light Unit.

(iii) There shall never be any possibility of change in Colour of Signal

Light Unit with Variation in Temperature, Current, Voltage and
Ageing to Unsafe side i.e. in any usual / unusual circumstances,
 there must be no change of Colour from Red to Yellow or Green,
from Yellow to Green and from Lunar White to Yellow or Green.

(iv) A Burning-in Test shall be applied to LED Signal Light Units,

Current Regulator and Health Monitor Units. It shall be kept
continuously ON for minimum of 168 hrs. at 600 C at rated voltage.
There shall not be any difference in any specified Parameter
before and after burning-in Test.

5.8.5 Operating Parameters:

Calling-on Position Light

Main Signal Route Indicator
Signal Shunt Signal
Parameter
AC DC AC DC AC DC AC DC
Model Model Model Model Model Model Model Model
110 V 110 V 110 V 110 V 110 V 110 V 110 V 110 V
Rated
AC DC AC DC AC DC AC DC
Voltage
20% 20% 20% 20% 20% 20% 20% 20%
Current at
125mA 100mA 125mA 100mA 25mA 22mA 55mA 45mA
Rated
to to to to to to to to
Voltage per
130mA 105mA 130mA 105mA 28mA 25mA 60mA 50mA
Unit.
Lunar Lunar Lunar Lunar
Colour R/Y/G R/Y/G Yellow Yellow
White White White White

5.8.6 ECRs for LED Signal Units:

AC Model DC Model
Type of the Relay. Universal Plug-in-type Universal Plug-in-type
Tractive Armature AC Tractive Armature DC Lamp
Lamp Proving Relay. Proving Relay
Maximum Pickup Current. 90 mA. 80 mA.
Minimum Release Current. 60 mA. 55 mA.
ECR withstands a ECR withstands a
continuous current of 250 continuous current of 200
mA. mA.
Contact configuration. 4F - 4B. 4F - 4B.
Voltage Drop across R1 Less than 10 V @ 125 Less than 10 V @ 100 mA
and R2. mA (Normal Working (Normal Working Current).
Current).

5.9 ELECTRIC POINT MACHINES:

An Electric Point Machine is an electrical driven Machine used for operation of Points in
Railway Yards and comprises of an Electric Motor, Point Mechanism, Crank Handle
Mechanism and Circuit Controller Device. Point Detector and Point Locking Device may
also form part of the Point Machine, whenever required.
The Point Mechanism consists of Friction Clutch, Reduction Gears, Cams and Bars
used for conversion of Rotary Movement of the Motor into the required to & fro
Movement for the Operation of the Switches and Lock.

The Point Motor and the final Drive to the Points are not rigidly connected together and a
mechanical adjustable Clutch is employed between them. Whenever the Load on the
Motor Shaft increases beyond the pre-adjusted limit, declutching takes place and the
Drive is not transmitted any more.

Crank Handle Mechanism is provided to enable the Manual Operation of the Point
during the situations of Failure of Power Supply or that of the Controlling circuitry.

Circuit Controller Device includes certain Contacts and other Components required for
Normal / Reverse Control of the Machine and for providing Snubbing effect on the Point
Motor after the Point reaches to its logical end position – Normal / Reverse.

The Point Machine operates in the following sequence:

(i) Opens the Detection contacts,

(ii) Unlocks the Points, where Locking is provided,

(iii) Moves the Points to the full Normal or full Reverse position,

(iv) Locks the Points, where Locking is provided, and

(v) Closes the Detection contacts.

Operations listed at (v) shall be completed to the Full Normal or Reverse position of the
Points and where Locking is provided. Operation (iv) shall be completed before the
Indication for the respective position can take place.

5.10 CLASSIFICATIONS OF POINT MACHINES:

(A) Electric Point Machines may be broadly divided into two types:

(i) Separate type, and

(ii) Combined type.

The separate type Machine enables a pair of Points to be power

operated, while retaining the Point equipment for mechanically operated
Points. In this Machine two sets of Drives – one for Switch Operation and
the other for Lock Operations are independently brought out. The
Combined type Point Machine is so called because the Machine is
complete with Facing Point Lock and Detector.

(B) Depending upon the Movement of the Locking Dog for locking the Points, the
Point Machines may be classified into:

(i) In & Out type.

 (ii) Straight Through type.

(iii) Rotary type.

(iv) Clamp type.

The ‘In & Out’ type is one where Locking Dog moves in one Direction for
unlocking and again in the opposite Direction for Locking during any one
Operation of the Machine, namely from Normal to Reverse or vice-versa.

The ‘Straight Through’ type movement is one where the Locking Dog
moves straight through and does not change its Direction of Movement
for unlocking and locking during any one Operation of the Machine,
namely from Normal to Reverse or vice-versa.

In Rotary type, the Locking Dog rotates in Clockwise / Anti clockwise for
unlocking the Points and Anti Clockwise / Clockwise for locking the Points
for Normal to Reverse or vice-versa.

The Clamp type Point Locking caters for (a) Direct Locking between
Tongue Rail and Stock Rail in Closed position, and (b) Holding of the
Tongue Rail of Open Switch in the Open position.

(C) Depending upon the Operating Voltages, the Point Machines are
classified as:

(i) Low Voltage (24 V) DC Machines.

(ii) High Voltage (110 V) DC Machines.

(iii) High Voltage (380 V) AC 3-Phase Machines.

Speed of Operation is quicker in High Voltage Machines and less in

Lower Voltage Point Machines.

In DC Point Machines, the Motor used is of Series Motor type, due to the
requirement of very high Torque in the starting period. AC Machines, on
the other hand, use Induction Motor for the Drive.

3-Phase Point Machine is inherently immune to Induced Voltage in AC

Electrified Areas and, therefore, can be used for operating Point to any
length, subject to its own Operating Limitation. Range of Operation is also
more due to lesser Transmission Losses. The only disadvantage of 380 V
AC 3-Ph Machines is due to high Operating Voltage and as such extra
precautions are to be taken to safe guard against this problem.

(D) Depending upon the Field Winding, the Machines are classified as under:

(i) Single Field Winding.

 (ii) Split Field Winding.

In a single Field Point Machine, the Direction of Rotation of the Point

Motor is changed by changing the Direction of Current either in the Field
or in the Armature.

In a Split Field Point Machine, there are two Field Windings. One Winding
is used for working the Point from Normal to Reverse and the other for
working Reverse to Normal.

(E) There is an another Classification of the Point Machines, which caters for
some sort of special connectivity of the Drive Rod of the Machine with the
Point:

(i) Trailable Point Machine.

(ii) Non-trailable Point Machine.

Trailable Point Machines, as the Nomenclature indicates, are specially designed

to cater for no damage to the Point Machine and associated Point Mechanism,
when a Movement over incorrectly Set Trailing Points takes place. In these
Machines, the Point Mechanism gets disconnected from the Drive Rod of the
Point Machine, when the Stress / Pressure / Force applied by the Moving Train
over incorrectly Set Trailing Points exceeds the Retentive Force of the Machine.
In such a situation, the Clutch Assembly of the Point Machine becomes free and
the Drive Bar is released. The Point is now driven by the Force applied by the
Moving Train on the Switch Blades instead of being driven by the Point Machine
and the Train can trail through the Point without damage on the Point equipment.

As during Trailing, the Flanges of wheels shall be exerting very high pressure on
the Switch Blades, It is advisable to check for any damage on the Turnout before
authorizing new Train Movements.

Generally, Point Machines operate only one pair of Points and thus, for
Crossovers two Point Machines would be provided, one at either end. However,
where one of the ends is used only for Trailing Moves, the provision of Facing
Point Lock at this end is not necessary and Rodding connection may be
extended from the Throw Rod at the other end, thereby saving a Point Machine.

5.11 TYPICAL POINT CONTROL CIRCUIT:

A typical Point Control circuit for a High Voltage Machine (Operating Voltage usually 110
V for DC Machines) is shown in Figure 5.21. Photographs of such types of Point
Machines may be seen in Figure 5.22. Description of contacts NC, RC, NS & RS
provided in the circuit is as under:

NC: Contacts made when Points are in Reverse Position or Unlocked.

NC Contact is used for Normal Control of the Machine.

RC: Contacts made when Points are in Normal Position or Unlocked.

RC Contact is used for Reverse Control of the Machine.
 NS: Contacts made when Points are Normal & Locked. NS Contact is
used for Snubbing after Normal Position is reached.

RS: Contacts made when Points are Reverse & Locked. RS Contact is
used for Snubbing after Reverse Position is reached.

Assuming that the Points are initially lying in Normal Position, when Reverse Control is
established, the circuit for Snubbing Relay (SR) first gets completed through contacts
RC, NS & Back contact of SR. As the Back contact of this Relay breaks, current through
Reverse Field Coil and Armature is established.

A Pick up contact of Snubbing Relay (SR) then cuts part of the Relay coil, thus reducing
the Resistance in the Motor circuit. The Motor rotates in the Reverse Direction. As
Unlocking takes place, the Normal Control Contacts ‘NC’ are also made, to provide the
facility to stop and change the direction of rotation of the Point Machine during
Operation. This facility is important to allow for the Cabinman or the Panel Operator (in
the case of Individual Point Operation) changing his mind and also for enabling him to
bring back the Points to their original Setting, in case the other Setting can not be
reached due to obstruction or otherwise.

As the Points throw over to the Reverse Position and locking is completed, the Reverse
Control contacts are broken. This causes interruption in the Feed and the Snubbing
Relay de-energises. More or less simultaneously, the Reverse Snubbing contact is
made and this Contact (RS) in conjunction with the de-energised contact of Snubbing
Relay (SR) completes the necessary Snubbing circuit consisting of armature and the
Normal Field Coil.

As the Reverse Control Feed gets disconnected, the Flux produced by the Reverse Field
coil collapses but there would be some Residual Flux left in the System. This Residual
Flux interacting with the rotating Armature generates an e.m.f. The direction of this e.m.f.
is such that the current through the Normal Field helps in the build up of the Flux and
hence the continued generation of e.m.f. Thus, the excess Dynamic Energy of the Point
Motor gets converted into Electrical Energy which in turn is dissipated in the components
of Snubbing circuit and the Motor comes to stop smoothly. Such Snubbing arrangements
are generally provided only for High Voltage Machines and not for Low Voltage Point
Machines or Machines operated through Hand Generators.

A similar sequence of Operation takes place when the Points are in Reverse Position
and the Normalising Movement is initiated.

In an another method of Snubbing Control, Directional contacts ‘NSD’ & ‘RSD’ are used
for Snubbing. These contacts are made during the rotation of the Motor by using the
principle of Centrifugal Force. Depending upon the Direction of rotation, one of the two
contacts will be made, ‘RSD’ when the Point is commanded to be reversed and ‘NSD’
when the Point is commanded to be thrown to Normal. At the end of Operation, when
the Motor Feed is cut off, the Armature and Field are short circuited through Normal or
Reverse Snubbing contact and Normal or Reverse Snubbing Directional contact, which
causes a Braking on the Armature and stops it. When the Armature stops rotating, the
Directional contact breaks. Refer to Figure 5.23 for the Circuit details.
In the Figure 5.21, the details of Normal and Reverse Control are not shown. The details
depend upon the Mode of Operation whether by the Lever Frame or Relay Interlocking
Panel and the Distance of the Point Machine from the point of Operation.

When a Lever Frame is used, the relevant Point Lever bands ‘NA’ & ‘RE’ are included in
the Operating circuit. When Indication Locking is incorporated on the Point Levers, these
Bands are changed to ‘NB’ & ‘RD’. Indication Locking is the arrangement to prevent full
stroke of the Lever until the Apparatus controlled by that Lever has completed its
movement. Thus, when the Point Lever is taken from Normal to Reverse Position, the
Lever Movement is arrested in ‘D’ Position of the Lever and further travel of the Lever to
‘R’ Position would be possible only after proving that the Points have actually gone to the
Reverse Position. Hence the use of ‘RD’ band in the Reverse Control circuit and that of
‘NB’ in Normal Control circuit, Indication Locking in this case being effective in ‘B’
Position of the Lever.

When Points are operated from Relay Interlocking Panels, necessary Controlling Relay
contacts are used in the Point Control circuits.

Power Supply to the Points, which are far off from the Point of Operation, is generally
controlled through suitable Controlling Arrangement at the Point Location, like using of
Contactor Units. This is done to avoid the carrying of the larger currents required for
Point Operation through long length of Control wires. Instead, Power supply is made
available at Site.

Usually, the Heavy Duty Point Contactor Units are also used even for Points which are
quite close to the Location of the Operation. This is to avoid carrying of high currents
through the Lever Band contacts or Relay contacts, not designed for heavy duty
functioning.

5.11.1 Crank Handle Protection:

To enable Manual Operation of the Point during the situations of Failure of Power Supply
or that of the Controlling circuitry, facility of Cranking the Machine manually is necessary.
For this purpose, Crank Handles are provided. The Crank Handle is inserted in the Point
Machine and by rotating the Handle, the drive is imparted to the Machine. For ensuring
the Safety to Persons using the Handle against a sudden Operation of the Power, a
Protection is provided whereby the Crank Handle, whenever inserted in the Machine,
disconnects the Power supply to the Machine. The Contact to isolate the Power Supply
is known as Crank Handle Contact.

5.11.2 Overload Protection:

Two Methods are employed for the purpose:

The Point Motor and final Drive to the Points are not rigidly connected together and a
mechanically adjustable Friction Clutch is employed between them. Whenever the Load
on the Motor Shaft increases beyond the pre-adjusted limit, de-clutching takes place and
the Drive is not transmitted any more. Such a contingency arises when the Point has
completed changed over but the momentum of the Motor is still present even though the
Feed to the Motor is cut off. Again, when there is an Obstruction at the Point, the Motor
tries to overcome the Load, resulting in undue loading on the Motor, which is avoided by
the Clutch. The Load at which the Clutch should trip requires to be properly adjusted and
usually corresponds to a Motor current roughly double the Rated Working Current. Too
loose an adjustment of the Clutch would result in frequent slipping and too rigid an
adjustment would impose a heavy strain on the Motor whenever the Points get
obstructed.

In addition to the Friction Clutch, the Feed to the Point Machine is made to be
disconnected after a pre-determined Time, usually 10 seconds. Point Control circuitry is
suitably designed to take care of this aspect of Point Control. With this arrangement, the
Feed is connected to the Point Machine only for a stipulated time and if the Points do not
set within this time, the Point Setting Operation has to be initiated again and usually on
second time failure, it is presumed that either there is some Obstruction between Switch
& Stock Rail of the Point or the Point circuitry has failed.

5.11.3 Cross Protection:

Assuming that the Points are lying in the Normal Position, if Reverse Control wire gets
falsely energized, the Points would tend to go to towards Reverse position. The extent of
response would depend on the magnitude of the Cross Feed, the type of Controlling
circuit employed and the type of the Point Machine whether Split Field type or Single
Field type and so on. Inside the Cabin or the Point Machine, false Feed is not expected
but in between these locations, Cross Feed particularly due to Normal and Reverse
Control wires touching one another, may arise.

The Term ‘Cross Protection’ refers to the Modification made to the Circuit so as to
prevent False Operation of the Equipment caused by faulty conditions. Adoption of
Double Cutting Methodology by using Control contacts in both Positive and Negative
Control wires is a good Method to achieve Cross Protection. Figure 5.24 shows Cross
Protection Mechanism used in Point Operation through Point Controllers, NWR for
Normal Control and RWR for Reverse Control.

An effective Method used in Point Control circuit cuts off the Feed to the Point
Controller / Point Machine as soon as the Point Operation is completed. The Feed would
be made available again only when the next Operation of Points is initiated.

5.11.4 Track Locking:

The purpose of Track Locking is to prevent the Points being moved when a Train is over
them. With Point Machines, it is customary to provide Track circuits over the Points and
to use Point Track Relay energized contacts in circuits initiating Point Operation. It is to
be noted that Track Clearance is checked only when initiating the Point Operation and
not thereafter. The Intention is to allow the Points to change over and not get stuck in
mid-position, in case the Track circuit fails / gets occupied after the Points have started
moving. In Relay Interlocking Installations, a facility for by-passing the Track Locking by
using Emergency Release (Emergency Point Operation under Track failure conditions)
is also provided.

5.12 POINT DETECTION:

Detection contacts in the Points Machine are closed only after the Point is correctly Set
in position and Locked. This is achieved by Contact Operating Mechanism. After the
Detection Contacts are closed the respective Point Detection Relay is energized to
indicate the Normal or Reverse Setting & Locking of the Point.

Detection Relays used in the Point Detection circuit could be DC Neutral Polar Relay, 3-
Position AC Relay or DC Neutral Relays. Circuit using DC Neutral Polar Relay is shown
in Figure 5.24 (a). A similar circuit would be employed for 3-position AC Relay too,
excepting for the added requirement of Local Winding, fed separately.

Where Neutral Relays are employed for Detection, the circuit shown in Figure 5.25 (b)
would be used. It may be noted that this circuit uses two separate Neutral Relays NWKR
& RWKR for Normal & Reverse Detection. In AC Electrified Areas, such an arrangement
of two Neutral Relays is adopted and in addition the common wire is also avoided. The
circuit thus needs use of four wires.

The Electrical Point Detectors are generally provided with Cross Protection Contacts,
which are made only during the period of Points Operation. These Contacts are suitably
used in the Detection circuits to ensure against faulty Operation of the Detection Relays
due to Cross Feed.

On Crossovers provided with Detectors at either end, the Point Detection Feed is taken
through the two Detectors in series.

5.13 SUPERIMPOSED DETECTION:

Point Detection Mechanism in the Point Machine circuit of Siemens type is of the
‘Superimposed kind’. Normally, separate sets of wires are used for Points Control and
Detection circuits. Once the Point operation is completed, the control wires are free and
it is possible to superimpose the Detection circuits on these wires only, thereby effecting
economy in total number of wires required.

Relay W(R)R / W(N)R employed in Siemens Point Control circuit facilitates the
mechanism of Superimposed Detection. When Latched in Reverse, it connects the
Operating Feed of 110 V DC to the Motor and when Latched to Normal, it connects the
Detection Feed of 60 V, on the same wires, to the Detection circuit viz. WKR1 circuit.
This is done only when the Operation of the Point is completed. W(N)R latched in
Normal ensures that the Point position in the field is in correspondence with the Relay
positions in the Controlling Group.

5.14 OPERATION OF THE POINT MACHINE USING SIEMENS

CONTACTOR UNIT:

Siemens Contactor Unit can operate on 24 V DC or 60 V DC. This Contactor Unit

consists of following Relays:

(i) N/R Relay: This Relay has two Coils. One Coil picks up through XR Back
contact and ‘BD’ Band of Point Lever. Once N/R Relay picks up, it will
stick through its own Pick up contact and N/R Relay second Coil. For 10
seconds, this Relay will be in picked up condition through the
Capacitance Discharge.
(ii) W(N)R/W(R)R Relay: This is a K-50 Interlocked Relay. W(N)R picks up
through the Reverse contact of W(R)R Relay. Once W(N)R picks up,
W(R)R gets Normalised (Dropped). W(N)R Relay shall remain in
mechanically latched condition till the next operation is initiated. For
Reverse Operation, it shall be W(R)R, which will pick up.

(iii) XR Relay: This Relay will pick up through the Pick up contact of N/R
Relay and either W(N)R or W(R)R Back contact. XR is held in Picked up
condition through its own Pick up contact to prevent recyclic operation,
when the Point is in obstructed during Operation.

(iv) WCR: This is a Heavy Duty Contact Relay, which operates either on 24 V
or 60 V. For 24 V Relay, the Coil Resistance is 10 Ohms and Pick up
current is 2.5 Amp. For 60 V Relay, the Coil resistance is 600 Ohms and
Pick up current is 100 mA. This Relay will pick up through Picked up
contacts of XR & N/R and Back contact of WCR. Once it picks up, the
Relay current is reduced by means of 100 Ohms 25 W Resistance to
avoid Residual Magnetism in the Relay Coil. The Power Supply for the
Point Machine is connected through the Picked up contact of WCR.

Typical circuit for Siemens Contactor Unit is given in Figure 5.26. Circuit for Operation of
the Point Machine is in Figure 5.27 and for the Detection Relays in Figure 5.28.

Various contacts used in the Point Machine and the purpose for which they are provided,
are as under:

NC: Contacts made when Points are in Reverse Position or Unlocked.

NC Contact is used for Normal Control of the Machine.

RC: Contacts made when Points are in Normal Position or Unlocked. RC

Contact is used for Reverse Control of the Machine.

Crank Handle Contact: To enable Manual Operation of the Point during

the situations of Failure of Power Supply or that of the Controlling
circuitry, facility of Cranking the Machine manually is necessary. For this
purpose, Crank Handles are provided. The Crank Handle is inserted in
the Point Machine and by rotating the Handle, the drive is imparted to the
Machine.

Supply to the Point Machine is through a Crank Handle contact, which is

normally in the Make condition but gets Broken, disconnecting the Power
Supply to the Machine as soon as the Crank Handle is inserted in the
Point Machine. The Contact, thus, provides Safety to the Persons
deputed to use the Crank Handle and operate the Point against a sudden
Operation of the Power.

5.15 IMPORTANT PARAMETERS OF SIEMENS TYPE 3-PHASE &

DC MACHINES:

SN Parameters 3-Phase Machine DC Machine

 1. Type of Motor. 3-Phase Induction Split Field Series.
Motor.
2. Minimum Operating 380 V AC 3-Ph 50 60 V DC.
Voltage. Hz.
3. Normal Operating 1.1 Amp. 2.5 to 3.0 Amp.
Current.
4. Maximum 1.8 to 2.0 Amp. 4.0 to 5.0 Amp.
Operating Current.
5. Speed of the Motor. 1400 rpm. 1700 rpm.
6. Output of the 450 W. 440 W.
Motor.
7. Minimum Throw of 94 mm. 94 mm.
the Machine.
8. Maximum Throw of 143 mm. 143 mm.
the Machine.
9. Normal Operating 3.5 to 4.5 Seconds. 3.0 to 4.0 Seconds.
Time of a Point.
10. No. of Cable
Conductors
required:

(a) Between Point 4 4

Relay Group
and the First
Machine.

(b) Between the 8 5

First Machine
and the
Second
Machine.

5.16 POINT MACHINES ON DELHI METRO :

Point Machines provided on Delhi Metro – both Trailable as well as Non-trailable are
equipped with 3-Phase 380 V 50 Hz. Motor and cater for the following:

(i) 163 mm Opening of the Open Switch.

(ii) Locking of the Points in both Normal as well as in Reverse Positions.

(iii) Electrical Detection of the Switch Blades in both – Open & Closed
Positions of the Switches. Feed (24 V) to the Detection circuit is first
taken to the Open Switch Detection contact Mechanism and then
completed through the Closed Switch Detection contacts.

(iv) Handset (Crank Handle), which allows Manual Operation of the

Machine. A Power / Manual Selector Lever provides electrical Isolation
when Operation by Handset is necessary. It is not possible to even insert
 the Handset in the Machine without throwing the Selector Lever in the
requisite ‘Manual’ position required for the Manual Operation.

It is also not possible to remove the Handset until the cyclic Operation of
the Machine is complete in either direction.

In Trailable Point Machines also, the Point Mechanism locks the Points in either
positions – Normal or Reverse. The Machine is, however, automatically unlocked and
the Driving Bar disengaged from the Machine by the passage of the first set of Wheels
through the Points in trailing direction, thus preventing damage to the Mechanism and
connections. Once the Driving Bar is dis-engaged, Open Switch is forced Closed thus
allowing the Points to be trailed. Detection is broken providing an Indication that the
Points were trailed. Regular Operation of the Points will reset the Detection.

Non-trailable Machines, on the other hand, provide for the usual Switching and Locking
of the Points but inhibit the Machine from being trailed through.

Machines provided on Running Lines are of Non-trailable type and that in the Depots are
of Trailable type.

Clamp Locks for individual Locking of Open & Closed Switches are provided in all Point
Layouts. Clamp Locks are actuated by the same Drive as the switch Blades themselves.

5.16.1 Working Principle during Trail through:

When the Turnout is in one end position – Normal or Reverse, the Closed Switch Blade
is locked by the Clamp Lock and is disconnected from the Point Machine. The Open
Switch Blade, locked by the Clamp Lock, is retained by the Point Machine through the
connectivity to the Driving Bar.

When the Train is trailing through the Point:

(i) Flanges of Wheels shall push the Open Switch Blade.

(ii) Open Switch Blade shall bend and pull on the Locking Clip.

(iii) As the Locking Clip of the Open Switch Blade is mechanically

engaged with the Driving Bar through the Connecting Rod, the Trailing
Train shall apply Force on the Driving Bar.

(iv) When the strength of the applied Force exceeds the Retentive Force
of the Clutch Assembly of the Machine, it becomes free and the Driving
Bar of the Machine is released.

(v) The Connecting Rod begins a Normal traveling, but is driven by the
Open Switch Blade instead of being driven by the Point Machine. The
Train can now trail through the Point without any damage to the Point
Equipment.

Note: Though Trailable Point Machines are designed to be trailed through without
causing any damage on the Point Equipment, still keeping in view the application of very
high level of Pressure / Stress on the Open Switch Blade by the Flanges of Wheels
during trailing, it is recommended that after trailing, the Layout is closely examined for
any damage on the Turnout before authorizing new Train Movement over it.

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