ASSIGNMENT

Module Code : RST04

Module Name : Signalling Systems, Management and
Engineering

Course : Postgraduate diploma in railway signalling

and telecommunication

Department : Directorate of training and lifelong

learning
Faculty : Mr. RAGHURAJ .S. TAWARGERI

Name of the Student : Udit prajapati

Reg. No. : DTLL0110RST002

Batch : January 2019

Module Leader/Supervisor : Mr. Raghuraj . S. Tawargeri

Ramaiah University of Applied Sciences

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

i
 Declaration Sheet
Student Name UDIT PRAJAPATI
Reg. No DTLL0119RST002
Course PGDRST JANUARY Full-Time 2019
Module Code RST04
Module Title Signalling Principles
Module Date to
Module
Leader/ RAGHURAJ . S. TAWARGERI
Supervisor

Declaration

The assignment submitted herewith is a result of my own investigations and that I

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

Signature of the
Date
Student
Submission Date
Stamp
(by Examination & Assessment
Section)
Signature of the Module Leader and Date Signature of Reviewer and Date

ii
 Abstract
____________________________________________________________________________

The railway telecommunication domain is a complex critical infrastructure, linking

communication and number of control elements. Ensuring safety in railway signalling
system is always considered as a guarantee of intact operation of the railway. Current
Signaling system composes of centralized controllers.
The Indian Railways (IR) uses Panel Interlocking (PI), Route Relay Interlocking (RRI),
and Solid State Interlocking (SSI) or Electronic Interlocking (EI) for signalling safety,
Where Basic signaling is very important to operate the things accordingly. Designing of
signal layout is a core of signaling system however, permitting the safety and
movement of the trains lies in the hands of a human. The main challenge is to combine
multiple sources of data and define a system which can intensify the functionality of
the system. For modelling, IR standard single line station layout is considered and
graphical model-based design techniques are implied. For analysis consider the track
sections as nodes, signals as the start point and the end point linked to specific routes
and assessing the developed model for various operating scenarios keeping a strict
check on completeness and consistency.
Implementation of proper signalling system in the railway network will not only provide
a comprehensive level of safety in railway transportation but also takes a step forward
towards safety, reliability, maintainability and availability.

SIGNALLING PRINCIPLES
iii
 Contents
____________________________________________________________________________

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

Abstract ............................................................................................................................. iii
Contents ............................................................................................................................ iv
List of Tables ......................................................................... Error! Bookmark not defined.
List of Figures ........................................................................ Error! Bookmark not defined.

CHAPTER CHAPTER NAME PAGE

No. No.
PART A

1. Draw a Signaling Plan for a 4 Road Double line station with 6

Emergency cross-overs

2. Draw a sketch of 4D Analog Axle counter & explain its working 7-11

3. Draw sketch & explain mounting of Rail contact for AzLM DAC 12-14

4. Explain PDC used in AzLM DAC 15

5. Draw a sketch for a diversion signal route having point & LC Gate & 16-17
prepare its circuit for Route locking

6. Explain track locking with sketch 18

7. Explain all components of Centre fed TI 21 AFTC with sketch 19-22

PART B

8. Prepare a study report of your site visit to Byappanahalli Station 23-27

regarding Indoor observations at station

9. Prepare a study report of your site visit to Byappanahalli Station 28-30

regarding Outdoor observations of yard

REFERENCES…………………………………………………………………………vii

iv
 List of Figures
___________________________________________________________________________

Figure No. Title of the Figure Pg.No.

Figure 2.1 4D AXLE COUNTER 7
Figure 2.2 4D AXLE COUNTER 7
Figure 2.3 RAILCONTACT CONNECTIONS TO EJB AND UAC EVALUATER 8
Figure 2.4 ALL CARDS OF EJB 9
Figure 3.1 DRILLING OF HOLES 11
Figure 3.2 DRILLED HOLES 12
Figure 3.3 FITTED AXLE COUNTER 12
Figure 3.4 TOP VIEW OF RAIL CONTACT 13
Figure 4.1 PDCU 14
Figure 5.1 TRACK CIRCUIT 15
Figure 6.1 TRACK LOCKING 17
Figure 7.1 TRANSMITTER 19
Figure 7.2 RECIEVER 20
Figure 7.3 TUNNING UNIT 21
Figure 7.4 POWER SUPPLY 22
Figure 7.5 AFTC OUTDOOR SET UP 22

SIGNALLING PRINCIPLES
5
 1. Signaling Plan for a 4 Road Double line station with Emergency cross-overs.

This answer is shown in A3 sheet attached next to this page.

SIGNALLING PRINCIPLES
6
 2. Draw a sketch of 4D Analog Axle counter & explain its working.

4D Axle Counter:

 There are four detection points in 4D system.

 The principle of working of this system is similar to 2-D system.
 This system is useful for providing track circuiting on branch lines, sidings and points
and crossing.

Figure no. 2.1 4D AXLE COUNTER

Figure no. 2.2 4D AXLE COUNTER

SIGNALLING PRINCIPLES
7
 Figure no. 2.3 RAILCONTACT CONNECTIONS TO EJB AND UAC EVALUATER

The above shown 4D System is used in multi entry system. This 4D System can be converted
into 2D and 3D System and Vice versa by Universal axle counter.
• Outdoor Trackside system: Rail contacts & Track-Side EJB
• Indoor Equipment: Axle Counter Evaluator (ACE)
• Communication Link

SIGNALLING PRINCIPLES
8
Outdoor Trackside system: Rail contacts & Track-Side EJB

CARD No.1: (Regulator/Oscillator Card) This generates 5 KHz ±20Hz sinusoidal signal,
which is fed to the transmitter coils in series. The output voltage is 60VAC ±10%, 5 KHz
±20Hz and current supplied is 420 ma ±10% in the coils in series.

CARD No.2: (Receiver Amplifier- 1 Card) This card rejects any noise over riding in the
signal by means of a two stage tuned amplifier. The output of the receiver coil (1) is fed to
the input of amplifier. The output of amplifier is connected to evaluator and voltage is more
than 1.2V AC. The signal received from the receiver coils of the track transducers are being
fed to a two stage tuned amplifier tuned to a frequency of 5 KHz with a 3db band width of
lower frequency 4100 Hz to 4500 Hz and higher frequency 5500 Hz to 5900 Hz. Any noise,
picked up by the transducers in RE areas, being of low frequency are suppressed in the
receiver amplifier and only 5 kHz signal is transmitted through the cable to the evaluator
equipment. The receiver amplifiers are designed to work from 21.6V to 28.8V dc without any
significant change in frequency or the amplitude at the output. An indicator of card OK is
provided with LED when input signal is present.

CARD No.3: (Receiver Amplifier-2 card) This card is exactly similar to card no.2 and is
used for receiver coil (2).

CARD No. 4: (4W/2W Converter Card) Optional card. Where 4 Wire working is not
feasible between EJB & Evaluator, a 4 th card is inserted in the EJB, which converts the
frequency of the 2nd channel signal to 3.5 KHz and combines it with 5 KHz signal of first
channel and sent on 2 wires to Evaluator.

Figure no. 2.4 ALL CARDS OF EJB

SIGNALLING PRINCIPLES
9
Indoor Equipment: Universal Axle Counter Evaluator (UAC E.)

MULTI ENTRY AXLE COUNTER

Merging of Single entry and Multi entry axle counter, a new axle counter is developed known
as universal axle counter. A Single unit of universal axle counter can be used to detect up to
maximum-4 detection points. 3-D system can be converted in to 4-D system and vice versa
by changing jumpers in the card.
Evaluator cards
Card No.-1 Attenuator/Amplifier/ Rectifier-Reads for A B C D Channel used in 3D and 4D
system.
Card No.-2 Attenuator/Amplifier/ Rectifier-Reads for E F G H Channel used in 3D and 4D
system.
Card No.-3 Pulse Shaper
Card No.-4 Pulse Shaper
Card No.-5 Logic No.-1 - used for 3D and 4D system.
Card No.-6 Logic No.-2
Card No.-7 Counter Comparator
Card No.-8 General Supervision.
Card No.-9 Relay Driver.
Card No.-10 Relay Driver EVR Relay connected here
Card No.-11 DC-DC Converter SUPR Relay connected here.

SIGNALLING PRINCIPLES
10
 3. Draw sketch & explain mounting of Rail contact for AzLM DAC.

Installation of Rail Contacts (SK 30H):

• Selection of location for installing Rail Contact on the rail web between two sleepers as
per approved signaling plan.
• Any embossments on the rail web must be removed else another location for the rail
contact has to be selected.
• Tx heads are mounted on the outside and the Rx heads on the inside of the rail.
• These are fixed on the rail with the help of three M12 bolts which must be tightened by
means of an adjustable torque wrench supplied only with the Tool Kit ETU001.
• Recommended distance from rail joint (fish-plated or welded or insulating joint) - not less
than 1 metre, in normal conditions. - not less than 2 metre, if the condition of the track is
poor.
• Mandatory distance from rail contact of same type (Sk30, Sk30H) of a neighbouring
detection - not less than 2 metre.
Drilling of Mounting Holes

Figure no. 3.1 DRILLING OF HOLES

SIGNALLING PRINCIPLES
11
Height of mounting hole for different rail profiles is given below:
Rail Profile 90 lb - 56mm
52 Kg - 63mm
60 Kg - 68 mm

SK30H installation

 Identification of detection point location where 3 holes are to be drilled.

Concurrently identify location for mounting trackside electronic unit within around 4
meters of the rail contact.
 Cleaning the area, marking , punching and running a pilot drill of 6 mm diameter if
required.
 Three 13 mm holes are drilled accurately
 Cleaning and deburring the drilled hole

Figure no. 3.2 DRILLED HOLES

 Fitting of Tx heads on the outside and Rx heads on the inside of the rail Protecting
tube should be mounted on brackets with integral cable as per specified bends and
clamping.

Figure no. 3.3 FITTED AXLE COUNTER

SIGNALLING PRINCIPLES
12
Important instructions to be followed during installation of Rail Contacts (SK30H):

• The teeth and grooves of aluminium casting and the Tx head should be correctly
lined-up.
• After tightening the nuts, the bolts should protrude a minimum of 2mm..
• The transmitter head must not touch the rail-head.
• The brackets for the protective hose must be insulated from the rail. By inserting
nylon bushes into the holes of the bracket.
• Mark the rail contact integral cables, before putting them inside the protective
hose, as Sk1 / Sk2 according to reference count direction so that correct cables can
be identified after taking out at the other end.
• The protective hose must be cut to the correct length before the cable is inserted.
The hose must be made watertight with a rubber seal on the rail contact side and
the hose clamp on the side of the EAK.
• Exposed integral cables at the Tx & Rx side should have adequate radius of
curvature to avoid stress and contact with the ballast.
• The integral cables of rail contacts must be laid directly from the track to the
electronic unit avoiding loops/coils. The integral cables are available in three
different lengths 4m, 5.5m and 8m. Right length of integral cable should be chosen
before installation. The cable should not be shortened.

Figure no.3.4 TOP VIEW OF RAIL CONTACT

SIGNALLING PRINCIPLES
13
4. Explain PDC used in AzLM DAC

Connection of PDCU
 Power data coupling unit.
 PDCU is the interface between outdoor equipment (Detection Point) and indoor
equipment (ACE).
 It has a superimposing circuit for using same conductor for power and data.
 One PDCU is used for one detection point only. Where local power supply is used to
feed the EAK) the superimposed power and data is not used. In that case, the PDCU
is used for isolation of communication line and only connector no. 4, 5 and 14,15 are
used.
 LED indication RED LED glowing- 315 ma fuse inside PDCU blown off & no power at
detection point.

Figure no. 4.1 PDCU

SIGNALLING PRINCIPLES
14
 5. Draw a sketch for a diversion signal route having point & LC Gate & prepare its circuit
for Route locking.

Figure no. 5.1 TRACK CIRCUIT

When the signal is displaying yellow without any route, it indicates that the train is being
received on the straight route and when it displays yellow with route indicator it indicates that
the train is signalled over a turnout and the driver has to reduce the speed as necessary. When
the signal could be cleared for the turnout without the route lamps burning, it will misguide the

SIGNALLING PRINCIPLES
15
driver that he is being received on the straight route. As such, he may not reduce the speed as
necessary to n when approach track circuit is provided negotiate the crossover and may cause
an accident when he negotiates the turnout with a higher speed. To avoid this unsafe feature,
circuit arrangements are so made that the signal cannot assume ‘off’ aspect when the train is
signalled over a turnout unless the route indicator lamps are burning. This feature is not
considered so essential with other type of route indicators as they exhibit indication for the
straight route also.

In junction type indicators, the above objective is achieved by the provision of a route
lamp checking relay (UECR). The route lamp checking relay is energised when the lamp in the
indicators lit. For each route other than straight route, a route initiation / control relay
(UR/UHR) will be energised. Through this relay, the lamps in the particular route will be lit.

SIGNALLING PRINCIPLES
16
6. Explain track locking with sketch.

Track Locking:

“An electric lock on a point mechanism and/or on its connections, effective when a train
occupies a given track circuit, to prevent manipulation of points which would endanger
the train whilst on the track circuit”.

Purpose: -

 Prevent operation of point while train is still on point zone section. Either
individual or Route operation point.

 Track locking is provided on point lever such that the lever cannot be operated
either from N to R or from R to N when the point track circuit is occupied by train.
This locking performs the function of a lock bar

Application: - In mechanical interlocking, track locking is effective on:

(i) Point Lever, controlling point machine OR point lever

(ii) Lock lever

(In relay interlocking track locking is achieved at point initiation OR point control OR point
operation level.)

Figure no. 6.1 TRACK LOCKING

SIGNALLING PRINCIPLES
17
7. Explain all components of Centre fed TI 21 AFTC with sketch

AFTC TI 21:
 This system is non-coded type and operates on Frequency Shift Principle.
 Carrier frequency is shifted between two frequencies close to each other at the rate
of modulating frequency (4.8 Hz). The carrier frequency is shifted by + 17 Hz into two
frequencies at the rate of 4.8 Hz.
 There are eight nominal frequencies (A to H) in the range of 1.5 KHz to 2.6 KHz.
 The allocation of frequencies is done as under:
o A&B – paired frequencies for first line
o C&D – paired frequencies for second line
o E&F – paired frequencies for third line
o G&H – paired frequencies for fourth line
 Track Circuit length
(a) End fed
 Low mode 50-250 meters
 Normal mode 200-650 meters
(b) Centre fed
 450-1200 meters
COMPONENTS USED IN AFTC:
1. TRANSMITTER
2. RECIEVER
3. TUNNING UNIT
4. END TERMINATION UNIT
5. POWER SUPPLY
6. OUTPUT RELAY
Transmitter (Tx):
 Transmitter generates and modulates audio frequency according to a scheme
planned along with the receiver.
 It load the 55 VA capacity
 Normal power mode is connected terminal 4& 5 TU for long track circuits of more
than 250 M

SIGNALLING PRINCIPLES
18
  Low power mode is connected to terminal 1 & 2 TU for short track circuits of 50 to
250 M

Figure no. 7.1 TRANSMITTER

Receiver (Rx):
 The receiver receives the signal via its tuning unit and recognizes it in quality
(modulation or bit pattern) and in quantity (level or amplitude) and operates the
output relay accordingly.
 More than one receiver may be required for point zone track circuit and Center feed
track circuit.
 It loads 15 VA.
 Rx is connected to terminal 1 & 2 to TU
 It has an arrangement for gain adjustment.

Figure no. 7.2 RECIEVER

SIGNALLING PRINCIPLES
19
Tuning unit(TU):
 It is placed near the track. (same as the place of TLJB)
 The electrical separation of adjacent track circuits is obtained by tuning a short
length of track (about 20 metres) using tuning units.
 Each tuning unit offers low impedance to the frequency of adjacent track circuit and
prevents its influence.
 The two units separated 20 mtrs from tuned zone at extremities of track circuit.
 On TU the Receiver is always connected to the terminal 1and 2, and the Transmitter
is connected to the terminal 4 and 5. Terminal 3 must be earthed.

Figure no.7.3 TUNNING UNIT

End Termination Unit (ETU):
 In centre fed TC and at the start & end of a section provided with AFTC.
 It is used at the start and the end of section provided with AFTC.
 It is also used in place of TTU for Centre fed arrangement or when the adjacent track
circuit is of other type or of different manufacturer.
 An insulated rail joint is normally provided beyond the ETU within one metre.
Power supply unit (PSU):-
 A common power supply unit generally feeds Transmitter and Receiver of two
adjacent AF Track Circuits.
 Input 230V/110V (nominal) 50 Hz ± 2.5 Hz Single-phase AC and gives output of 24 V
DC.

SIGNALLING PRINCIPLES
20
 Figure no. 7.4 POWER SUPPLY

Figure no. 7.5 AFTC OUTDOOR SET UP

SIGNALLING PRINCIPLES
21
 1. Prepare a study report of your site visit to Byappanahalli Station regarding Indoor
observations at station.

SITE VISIT REPORT:-

LOCATION:-Byappanahalli railway station
Date:-29/05/2019

We seen in Byappanahalli station indoor observations are control panel room , relay room
store room, station master room

Control panel room

CLS POWER PANEL :

 Supply for the cls panel is taken from OHE of UP as well as DN Line separatly via
Auxillary potential transformer 25000/440V OR 25000/220V
 The monitoring panel shall be as wall mount type
 The Automatic Supply Changeover Panels for CLS provides continuous power supply
to the signalling system from the three available power sources.
 Normally the load remains on the Main supply and only when it is not available it
automatically changes to the Stand by 1 or Stand by 2 supplies, in that sequence.
 An alarm buzzer sounds whenever any of the supply fails or Main supply is restored.
Manual selection of the supplies is also possible with the help of a rotary switch so
that supply can be made available to the signalling system.
 during the maintenance of the automatic systems or its failure. The normal
operating range of Automatic Supply Changeover Panels is from 165V to 270V AC.
 The whole power supply for colour light signal and station needs is going from here
only 





Figure no. 1.1 CLS POWER SUPPLY

SIGNALLING PRINCIPLES
22
 RELAY ROOM

 The distance between the two racks will be minimum 80cm more than will be safe and it
can go upto 1.25m
 Cable termination board minimum distance between cable termination rack and wall is
min 1.5m

 And from the first relay row to the cable termination minimum 1m

 From this cable termination only All cables will goes to the yard
 The distance between cable termination and first row will be min 1m

 The distance between the subsequent relay row is minimum 80cm
 The rack should be isolated both from the flour as well as from the wall using insulated
material here they are using wood but generally using rubber
 These are 1squaremm from relays to cable termination rack and from there it will be o.6 

TIMER RELAY:

 This relay works on 110v +/- 10% .it has a time range of 60, 30 , 120 this time of operation
can be adjusted on the relay. its resetting automatically

NETWOK DATA LOGGER:

 Its consists of digital inputs and analog inputs
 The status of various Railway Signal Control and interlocking relays are essentially to be
logged in order to verify, diagnose its operation, maintenance and faults. Data logger logs
the change of status of every relay connected to it.
 Logged data transmitted upon to the central place to generate various exceptions,
reports and other information by application software.
 Digital inputs are supply from relay contacts
 Analog inputs are supply for monitoring points
 Then it can be connected to the network where it is in head quatars

CONTROL PANEL ROOM:-

OPERATING PANEL IN SM CABIN :-
 The SM shall see that all signals, points, gates of level crossings and the whole

machinery of his station. Maintained from this operating panel.

 The Byappanahalli SM control panel is domino typeand this station having 4 roads.


SIGNALLING PRINCIPLES
23
  The yard layout should be in the top surface of the panel, referred to as face plate,
inaccordance to its geographical position.

 The detailed layout must show tracks, points, signals ,level crossing gates, sand humps,
platforms,station master cabin along with panel operations position

 The panel is made up of rectangular plates small these are called domino.

 A green colour switch is there for Lc gate operation

 Switches for point operation with two position having 12 black colour switches

 A single station master key switch is available for authorized operation.

 Switches are for signal operation is used 14 red colour switches are in panel

 For shunt signal purpose 12 yellow switches are in panel

 there are route setting operation 12 white colour buttons and 15 light red colour

 A single black colour button for route setting operation

 In thus panel 05 white buttons are for crank handle grouping of points

 1B,2B and there are calling on signals are in panel

 1D,2D and these are the distant signals

 F and F1 indications are used for siding

 Route cancellation signal counter 1,2, 3,4,5 are there in this some are having 60sec and

some are 120sec

 In panel some adjacent track circuits are there they are different colour

 The top line safe siding line

 orange colour line is slip siding

 In store room all the equipment’s like



 Wires, key lock , crank handle locks ,signal indicators , track lead junction box

 Electrical key transmitter

 Rdso joint Fitting , nylon materials , plate insulation, streacher bar.


SIGNALLING PRINCIPLES
24

 S.M.’s Block panel

 SM’s control panel is shown in the diagram. It is provided with the following:
 Two lighted strips - One for Train Going To (TGT) and another for Train Coming
 From (TCF). Each strip shows:
 Yellow light for ‘Line Closed’ condition.
 Green light for TGT/TCF condition.
 Red light for ‘Train On Line’ (TOL) condition.

Figure no.

Four LED indications for the following:

 TGT line free - Green

 TCF line free - Green

 TGT line occupied or block forward/back - Red.

 TCF line occupied or block forward/back - Red.

 A Red colored ‘Train Going To’ push button .

 An SM’s Key for controlling SM’s panel keeping control over operations. Two
acknowledgment push buttons with yellow light indication.

 ‘TGT’ “Line occupied / Line free” acknowledgment.

 ‘TCF’ “Line occupied / Line free” acknowledgment

 A “Line Clear” Blocking Key (LCB)-meant for withdrawing the Line Clear already
taken.


SIGNALLING PRINCIPLES
25
  A bell push button for calling other end SM’s attention and to be pressed along
with ‘TGT’ button to take line clear or with Reset key out to withdraw line clear
already
 A Reset Cooperation Push Button and Reset Key - To be operated during failure of
the block system.

 Telephone- For conversation with other end SM.

 LSS indication - Last stop signal aspects proving indications i.e. ON & OFF aspects are
given.

Axle counter rack:-
 The axle counter rack (contains the evaluator, SUPR, EVR etc.) is installed in relay
room.

 The axle counter receives the track side signals through a quad cable from
advance starter and home signal locations.

 The evaluators for each direction of block working are kept at the receiving station
and the axle counter monitors the complete portion of track between the last stop
signal (LSS) at

 Train Sending station and block overlap (180 Mts.) in advance of the home signal at
Train receiving station.

SIGNALLING PRINCIPLES
26
2. Prepare a study report of your site visit to Byappanahalli Station regarding Outdoor
observations of yard.

LOCATION:-BYAPPANAHALLI RAILWAY STATION

DATE:-25/09/2019

POINT:-

A point is a pair if tongue rails and stock rails the train diverting from the main line track will
negotiate these points first A pair of tongue rail with their stock rails is termed as point.
(1) Gauge plate
(2) Extended sleeper
(3) Cable termination box
(4) William streacher bar 3 nos
(5) Sealing of ballast near point machine

POINT OPERATING REUIREMENTS:-

DETECTION CONTACT:

 For detecting the point switches is normal and reverse position these contacts are
provided

 They are placed on the detection and control contact assembly at inner side.
CONTROL CONTACT:
 This provides normal control contact and reverses control contact.

 Normal contact opens only when point is set and locked in normal position.

 Reverse contact opens only when point is set and locked in reverse position.

 In all other condition these contact are in made condition.

 These are provided on the outer side.
Two LOCK RODS:-
 It has one short and wide notch.

 These are used for closing and opening of control contact.
TWO DETECTOR ROD:-
 It has one short notch and long notch.

 It used for closing and opening of detection contact.

CANK HANDLE OPERATON BOX:

SIGNALLING PRINCIPLES
27
  This arrangement is attached to motor itself and is used for operating the point
manually.

 It is used in case of any emergency. First unlock flop cover plate lock.

 Then open the cut out contact by a key.
 After this manual operation is possible by crank handle.
STRETCH BAR:-
 Rigidly fixed to tongue ails to maintain tongue rails at correct distance apart

 Electric point machine is which can perform the function of unlocking and
operations the point switches in the desired position & lock them 

 Railway signaling for quick operation and locking switches and plays an important
role in safe running of trains

 Failure of these machines affects the train movement severely and deficiency at the

time of installation can result in to unsafe conditions

SEQUENCE OF OPERATION IN POINT MACHINE:-

− Open the detection contacts

− Unlock the points

− Operation of point from ‘n’ to ‘R’ and ‘R’ to ‘N’

− Lock the points

− Close the detection contacts


CRANK HANDLE:-

 Which is used failure of point due to power supply for maintenance it will be used
manually operating through crank handle

 Contacts break/open with insertion and turning as crank handle key

 Makes when crank handle key is taken out

LEVEL CROSSING GATE:-

 Intersection of road with railway track at the same level crossing

 Lc gate means movable barrier , including a chain , capable of being closed for the
road traffic at the level crossing

 Lc gates are classified according to TVU train vehicle units

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  Lc gates within the stop signals of the station are under the control of SM are called
as traffic lc gates

 Lc gates outside stop signals of station are under control of PWI called as
engineering gates

 Lc gate interlocked with station signals or gate signals is called as interlocked gate

 Lc gate not interlocked with any signals is called N-I GATE
NON I/L GATE , OPEN FOR ROAD TRAFFIC & TELEPHONE PROVIDED:-

 Before granting line clear , SM advice gateman no. description and direction of train
and issue a PN

 Gateman closed L/C gate and issue a PN to SM

 SM will grant line clear

 SM at despatching end before obtaining line clear exchange PN with gateman

 Failure of telephone , SM issue a CO to LP’s to observe gate rules

 Incase of failure of lifting barriers message issued under exchange of PN

 SM issue CO to LPto observe gate rules

 Gate man fix a red flag before opening L/C gate at 5M on either side of gate

 Obstructuion at gate gate man inform SM and protect
INTERLOCKED GATE WORKING:-
 SM advice gateman

 Despatch end:-immediately after depature of train

 Receiving end:-after receiving train entering block section signal

 If running time less than 10 min, SM convey to gateman before obtaining /granting
line clear

 Gateman ensure to close in time, so that detention is minimum to road and train
traffic

Unable to contact after 2 to 3 attempts

 SM issue a caution to give intermittently long whistles and proceed cautiously while
approaching gate

 LP to pass gate cautiously on hand signals of gateman

 If no hand signal , LP stop befoe gate and ensure the gate is closed befoe gate
passing

SIGNALLING PRINCIPLES
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  RECEPTION END : advice other end SM to issue CO to LP to observe gate rules before
despatch of train

 Station master advice S & T staff

 Normal working resumed after S & T staff rectifies and issue reconnection
GATES INTERLOCKED WITH STATION SIGNALS:-
 SM will send the advice to gateman details of train

 The gate man should close the gate and transmit the key to SM to take off
reception/departure signals

 Sufficient time is not available sm issue written authority to LP to pass signal AT

“ON” position

 Lifting barriers/leaf gates get damaged or becomes out of order, gateman use spare
chain with disc and pad locks for securing gate

 If sliding boom arrangement is available, gateman use them for closing gate against
road traffic

 If interlocking is available for sliding booms, after closing gate , signals taken off

 Before using of sliding booms gateman make entry in gate timing register and
exchange PM S

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 REFERENCES

 Prof. Raghuraj tawergeri ramaiah university note

 IRISET NOTES S11,S26
 CAMTECH MAITENENCE BOOK ON AFTC AND axle counter
 SIP OF STAITIONS (INDIAN RAILWAYS)

THE END

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SIGNALLING PRINCIPLES
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