EBI Track 200 TI21 Audio Frequency Track Circuit Technical Manual M125401A4 Scope: This manual covers non-electrified and double rail traction return applications. Single rail traction return applications are covered separately. Issue 4: October 2011
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EBI Track 200 TI21 Audio Frequency Track Circuit
Technical Manual
M125401A4
Scope: This manual covers non-electrified and double rail traction return applications. Single rail traction return applications
are covered separately.
Issue 4: October 2011
(ii) M125401A4
Issue 4: October 2011 Confidential and proprietary.
Amendment Record
Issue Date
From To Details 0p1 1 First release – ECR12490 July 2006
1 2 Digital Rx added. Ref to Single Rail Application Manual added. ECR6-1757 refers.
February 2008
2 3 Update to close issues arising from Digital Rx Safety Case. ECR6-
2606 refers.
October 2008
3 4 General update to reflect current practice. ECR6-26113. October 2011
Bombardier Transportation Estover Close Estover Plymouth PL6 7PU Tel : +44 1752 725000 Fax : +44 1752 725001 Email: [email protected] This document and its contents are the property of Bombardier Inc. or its subsidiaries. This document contains confidential proprietary information. The reproduction, distribution, utilisation or the communication of this document or any part thereof, without express authorisation is strictly prohibited. Offenders will be held liable for the payment of damages.
M125401A4 (iii) Issue 4: October 2011 Confidential and proprietary.
2011 Bombardier Inc. or its subsidiaries. All rights reserved.
(iv) M125401A4
Issue 4: October 2011 Confidential and proprietary.
FOREWORD
This manual describes the operation and application of the Bombardier EBI Track 200 TI21
Audio Frequency track circuit equipment. Companion reference documents are:
• Single Rail Manual M580000626A4.
• Application Notes
These are referenced in section 1.6.
SAFETY CONSIDERATIONS
If there is concern that the parameters specified in this handbook cannot be met for a particular
intended installation, please contact the manufacturer. It may still be possible to apply EBI
Track 200 by specifying alternative combinations of operating parameters by providing the
manufacturer with full information regarding the intended installation, who may be able to
specify modification to the parameters. Some extreme combinations may require additional
safety and monitoring measures, of which the manufacturer will advise. Note that any
deviations from this manual must be approved by the relevant rail authority before putting into
service.
If deviations from this manual are proposed, it is a condition that the manufacturer has a
representative in attendance (for which it reserves the right to make a call-out charge to the
operator).
In no other circumstances but those described above will the manufacturer accept liability for
any adverse consequences arising from the operation of the EBI Track 200 Track Circuit.
MODIFICATION STATES
The equipment label on each item of EBI Track 200 equipment contains a panel of numbers
that is used to indicate the modification status or MOD STRIKE number (1,2,3,etc.) of that
item of equipment. The modification panel, identified as M/S, for an unmodified piece of
equipment is depicted below:
All 10 numbers are unmarked which indicates that the unit has not been modified and is at
MOD STRIKE ZERO status.
An item of equipment which has been subject to modification number one, it has the number 1
'struck out', this may be done either by scratching/stamping a diagonal line across the number 1
square or by deleting the number one with a black permanent marker pen. At each additional
modification, the next number in sequence will be 'struck out', the last struck out number gives
the MOD STRIKE status, e.g. if numbers 1,2,3,4,5 and 6 are struck out, that item of equipment
would be at MOD STRIKE 6 status
1 2 3 4 5
6 7 8 9 10
1995
M/S:
Y/M
231197S/N
M125401A4 (v) Issue 4: October 2011 Confidential and proprietary.
1.3.3 Use Of End Termination Units ..................................................... 5
1.4 Traction Return Current And Equipotential Bonding .................... 6
1.5 ‘Single Rail’ Track Circuits Using Track Coupling Units ............... 6
1.6 Additional Reference Material ...................................................... 7
Section 1 Introduction
1-2 M125401A4 Issue 4: October 2011
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1. INTRODUCTION
1.1 SAFETY REQUIREMENTS
The EBI Track 200 TI21 Audio Frequency Track Circuit must be installed and operated within
the parameters specified in this handbook.
• Safety related applications conditions are given at the beginning of section 4.
• Specific Safety Requirements are given in:
o Section 2.6
o Section 4.1
o Section 4.3.4
o Section 4.3.7
o Section 5.2
o Section 5.3
o Section 5.4
o Section 5.6
o Section 6.1.4
o Section 6.3
o Section 6.6
1.1.1 Competence of Staff
Bombardier recommend that staff responsible for commissioning and maintenance of
EBI Track 200 track circuits are able to demonstrate their competence as follows:
• EBI Track 200 training course certificate
• Manual handling course certificate
• Staff working on operational LMUs must be competent to work on voltages higher
than 50V since voltages on LMU connections can reach 140V under fault conditions.
It is further recommended that access to set-up keys is restricted to trained personnel.
1.2 GENERAL
The TI Track Circuit Style 21 is of the jointless type designed for AC or DC electrified areas
where high levels of interference (arising principally from 50 Hz harmonics) may be present.
The equipment is classified as universal since it meets the onerous immunity requirements of
all traction systems and the needs of all known track circuits.
EBI Track 200 TI21 track circuits employ eight audio frequencies in the range of 1549 Hz to
2593 Hz, the nominal frequencies are usually referred to by letter, i.e. frequencies A, B, C, D,
E, F, G and H. The equipment for the eight nominal frequencies are used as four pairs - A/B,
C/D, E/F, and G/H. One pair is used per track and the frequencies are alternated, e.g.
'frequency A' track circuit, then 'frequency B' track circuit, then 'frequency A' track circuit, and
so on. Further details of frequency allocation are given in section 4.2.2.
A block diagram of a basic track circuit is shown in Figure 1.2.
TransmitterF1
PowerSupply24VDC
ReceiverF2
TuningUnitF1
TuningUnitF2
Track Relay110 / 220 VAC
TransmitterF2
ReceiverF1
TuningUnitF2
TuningUnitF1
Track Relay110 / 220 VAC
Track Circuit Frequency F2 Track Circuit
Frequency F1
Track Circuit
Frequency F1
PowerSupply24VDC
20m 20m
50m to 1100m
Section 1 Introduction
M125401A4 1-3 Issue 4: October 2011 Confidential and proprietary.
Basic Track Circuit (1435mm gauge) Fig. 1.2
Standard BR miniature line relays or their equivalent are directly operated by the receiver. It is
not necessary to use low powered, high percentage release relays with small contact stacks, or
AC immune relays.
The TI receiver has an inbuilt delayed pick-up response that obviates the need for "slow to
pick-up" relays. The transmitters and receivers are arranged for standard BR relay rack
mounting.
The track circuit may be configured so as to cater for all types of traction current return
systems.
1.3 TRACK CIRCUIT SEPARATION
1.3.1 General
The track circuit is of the 'jointless' type, electrical separation of adjacent track circuits is
accomplished by tuning the inductance of 20 metres of track, using two track tuning units.
The ideal properties of a separation joint are as follows:
(1) That it embodies a minimum crossover length where one circuit begins and another one
ends;
(2) That a minimum signal is fed in the reverse direction through the joint.
(3) That failure of any element of the joint is detected.
1.3.2 Track Circuit Electrical Separation Joint
The electrical properties of the separation joint will be discussed with reference to the circuit
diagram drawing (Figure 1.3.2a) which is a diagram of an electrical separation joint
comprising two tuning units.
Earth Screen
LA
C2A
C1A
1
23
5
T2
T1
4
To Receiver(or Transmitter if inLow Power Mode)
Earth Screen
To Transmitter (forNormal Power Mode)
LB
C2B
C1B
1
23
5
T2
T1
4
(Between 2m & 10m Depending on Ballast Conditions)
Overlap Shunting Zone
20 metres for
1435 (nominal) Track Gauge
CL
Track Circuit Frequency 'B'Track Circuit Frequency 'A'
TRBTRA
To Receiver(or Transmitter if inLow Power Mode)
To Transmitter (forNormal Power Mode)
Electrical Separation Joint Fig. 1.3.2a
Section 1 Introduction
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Each electrical separation joint is associated with two track circuit frequencies, the diagram
shows one 'A' frequency track circuit and one 'B' frequency track circuit. 'A' for transmission
to or from the left, 'B' for transmission to or from the right. Depending on application the joint
may be associated with (i) one transmitter and one receiver, (ii) two transmitters or (iii) two
receivers.
Each track tuning unit presents a low impedance to one of the frequencies present in the joint,
e.g. tuning unit frequency 'A' will present a low impedance, via LA and C
2A to the 'B' frequency
signal, whilst tuning unit frequency 'B' via LB and C
2B presents a low impedance to the 'A'
frequency signal, so the transmission of the frequencies is terminated at the low impedances.
The inductance of the rails between the two track tuning units is tuned to a high impedance for
both the frequencies present by means of the net capacitive reactances in the tuning units. The
track tuning unit frequency 'B' tunes the rails to 'B' frequency whilst the tuning unit frequency
'A' tunes the rails to 'A' frequency to give directional tuning, with consequent directional
transmission or reception. The following equivalent circuit diagrams (Figure 1.3.2b) show the
directional tuning effect.
Inductance providedby 20m of rail
Loss provided by20m of rail
Inductance providedby 20m of rail
Loss provided by20m of rail
Output Impedance
Signal providedby Transmitter
Track Tuning UnitFrequency 'A'
Track Tuning UnitFrequency 'B'
Track Tuning UnitFrequency 'A'
Track Tuning UnitFrequency 'B'
Output Impedance(approx. 1Ω)
Signal providedby Transmitter
Frequency 'A' Equivalent Electrical Circuit
Frequency 'B' Equivalent Electrical Circuit
(approx. 1Ω)
Equivalent Circuits Fig. 1.3.2b
The voltages appearing in the direction of transmission or reception depend in part upon the
losses in the tuned circuits, most of which will be in the rails themselves. The voltage
appearing across the low impedance, LA, C
2A or L
B, C
2B (Fig. 1.3.2a) will be determined by the
losses in these components alone. For a particular frequency, there is a ratio between the
voltage across the tuning unit of that frequency and the voltage across its companion tuning
unit; the ratios for each frequency and for various TX/RX arrangements are given in Table
6.1.2H.
The low impedance circuits in the tuning units also serve the very important function of
shorting the rail-to-rail traction harmonic voltages at the track circuit frequencies. Thus the
track circuit frequency component of rail-to-rail traction voltage is kept low enough to avoid
swamping the receiver as swamping the receiver can de-energise the relay when the track
circuit is clear.
The transmitter output and the receiver input provide a low impedance load to the track circuit
which is necessary for correct tuning of the tuned area. On the tuning unit, receivers are
always connected to terminals 1 and 2. For normal power mode (track circuit lengths of 200 to
1100 metres) the transmitter is connected to terminals 4 and 5, whilst for low power mode
(track circuits of 50 to 250 metres long) the transmitter is connected to terminals 1 and 2.
Within the tuned area there exists an overlap zone. This is a region where both track circuits
will be de-energised by a shunt. The specified shunt value will de-energise both track circuits
at the centre of the tuned area, and the shunt value required to drop each track circuit will
reduce to zero as the shunt position moves away from that track circuit’s pole tuning unit.
Section 1 Introduction
M125401A4 1-5 Issue 4: October 2011 Confidential and proprietary.
The length of the overlap zone will depend upon several factors including the drop shunt set
for each of the track circuits, ballast conditions and the shunt value. It will generally be
between 2m and 10m.
The typical variation in the shunt value required to drop the track circuit within the separation
joint is indicated in Figure 1.3.2c.
1.0 ΩΩΩΩ1.0 ΩΩΩΩ
0 5m 10m 15m 20m
0.3 ΩΩΩΩ
TC1
TC1TC2
TC2
Shunt
Value
Track
Circuit
TC1
Track
Circuit
TC2
The shunt resistance required in the tuned area falls as the shunt position is moved further into the separation joint from the circuit concerned. The graphs show the relative shunt value requiredcompared to 1Ω at the feed or receive tuning unit track terminations for a 1435mm gauge track.
0.3 ΩΩΩΩ
Shunt Value within Separation Joint Fig. 1.3.2c
NOTE: It has been found that the effect of the EBI Track 200 signal coupling into
concrete steel reinforcing or DC stray current gathering systems can have a
significant effect on overlaps.
The specific effect on any individual tuned area is dependant on positioning of
the tuned area with respect to the concrete decking, and overlaps may be biased
toward one end or the other of the tuned area. There will however always be an
overlap area where both track circuits are dropped by a zero ohm shunt, and the
overlap will normally include the centre of the tuned area.
1.3.3 Use Of End Termination Units
The End Termination Unit is a self-contained tuned circuit for applications where the track
circuit isolation using the electrical separation joint is not required. Such applications are:
(a) end feed, or end receive, adjacent to insulated rail joints or,
(b) centre feed arrangements.
The End Termination Unit employs the same housing as the standard tuning unit, and also the
same terminations:
Output to track on T1 and T2;
Input from transmitter on terminals 4 and 5 for normal power;
Output to receiver on terminals 1 and 2;
Terminal 3 is the earth screen.
For low power mode the transmitter output is connected to terminals 1 and 2.
A surge protected version of the ETU (SPETU) exists for use railways usinjg the DC 3rd
rail
system where high voltage transients can be generated by shorts between the 3rd
rail and the
running rail. This product, and its applications, are fully described in the Single Rail Manual,
M580000626A4.
Section 1 Introduction
1-6 M125401A4 Issue 4: October 2011
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1.4 TRACTION RETURN CURRENT AND EQUIPOTENTIAL BONDING
Traction bonding is the practice of connecting the running rails to the traction substation and to
each other to provide a return path for the traction current. It also includes the connection of
exposed metal structures that are part of the traction supply system to the running rail for
safety reasons.
The EBI Track 200 track circuit has been designed to give safe and reliable operation in both
AC and DC electrified territory, and with all known types of locomotive. EBI Track 200 can
be used in both single and multiple track territory with traction current return arrangements as
recommended below.
AC: EBI Track 200 can be used with either single or double rail traction return
arrangements, although double rail traction return is recommended to minimise the
effects of traction interference and optimise availability.
DC: Double rail traction return is preferred in DC electrified areas due to the higher
currents found in the lower voltage systems.
Examples of traction return bonding are given in Section. 4.
1.5 ‘SINGLE RAIL’ TRACK CIRCUITS USING TRACK COUPLING UNITS
In some areas, where the track layout is complicated and adjacent tracks are in close proximity,
it may not be physically possible to position TUs or ETUs at the trackside because of the
limited space available. Using the track circuit in ‘single rail’ mode may solve this problem.
This ‘single rail’ operation is achieved by using Track Coupling Units (TCUs) instead of
Tuning Units. The tuned area is replaced by an insulated block joint in one running rail.
The track circuit functions like the conventional AC track Circuit, i.e. you can have only one
Receiver per track circuit and since the traction bonding is done through transverse bonding,
the traction return current flows only through one rail and thus reducing the number of
Impedance Bonds required.
The TCUs are located in the apparatus cases or equipment room, and are connected to the
track using 2.5mm2 twisted pair cables. The total cable length between the track and the two
TCUs can be up to 200 metres (See section 4.2.4.2).
A typical single rail track circuit is depicted in Figure 1.5. Full details of the Single Rail
application are given in the Single Rail Manual, M580000626A4.
Section 1 Introduction
M125401A4 1-7 Issue 4: October 2011 Confidential and proprietary.
1 metremax.
Track CircuitFrequency F1
220 VAC
IRJ IRJ
1 metremax.
Track Circuit Frequency F2Track CircuitFrequency F1
TrackCouplingUnitF1
TrackCouplingUnitF2
TransmitterF1
ReceiverF2
Track Relay
PowerSupplyUnit24VDC
TrackCouplingUnitF2
TrackCouplingUnitF1
TransmitterF2
ReceiverF1
Track Relay
PowerSupplyUnit24VDC
220VAC
Basic Track Circuit with Track Coupling Units Fig. 1.5
1.6 ADDITIONAL REFERENCE MATERIAL
The following application notes are available to provide additional information on specialist
topics.
IS580001109A4 TI21 Track Circuits, Guidance Notes for Traction Bonding
4.2.3.4 Low Power Operation................................................................... 7
4.2.3.5 Minimum Separation Of Units Of The Same Frequency ............. 7
4.2.3.6 Adjoining Other Types Of Track Circuit Or Adjoining Non-Track Circuited Lines ........................................................... 8
4.2.4 Single Rail Track Circuits ............................................................. 10
4.2.4.1 Using End Termination Units ....................................................... 11
4.2.4.2 Using Track Coupling Units ......................................................... 11
4.2.4.3 Adjoining Other Types Of Track Circuit Or Adjoining Non-Track Circuited Lines ........................................................... 11
4.2.5 Changing Between Single And Double Rail Track Circuits In Electrified Areas ........................................................................... 12
4.2.6.1 Increasing The Tx-To-TU / ETU Distance By Using Line Matching Units ............................................................................. 13
4.2.6.2 Increasing The Tx-To-TU / ETU Distance By Using Cable With Larger Cross Sectional Area ................................................ 14
4.3.6 Lightning Protection (This does not apply to single rail circuits using TCUs) ..................................................................... 27
4.3.7 Power Supply Unit Considerations .............................................. 27
4.3.7.1 Power Supply Unit Loading Rules ............................................... 27
4.3.9 Fusing - TX, RX and PSU ............................................................ 28
4.3.9.1 TX and RX B24 ............................................................................ 28
4.3.9.2 Power Supply Input BX110 or BX220 Circuits: ............................ 29
4.3.10 Torque Settings for EBI Track 200 ............................................... 30
Section 4 Track Circuit Designer’s Guide
4-2 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
4 TRACK CIRCUIT DESIGNER’S GUIDE
4.1 SAFETY RELATED APPLICATION CONDITIONS
SAFETY REQUIREMENT The following requirements on design, installation and operation must be observed to guarantee safe operation of EBI Track 200 track circuits.
4.1.1 Design
The following design rules must be observed for applications of EBI Track 200 to be
adequately safe:
• The Track Circuit Layout Design section of this manual must be strictly observed.
• The track relay must be a BR930 style or other non-welding safety relay. AC
immune relays are not required provided the relay is housed in the same equipment
cabinet as its receiver.
• Abutting tracks must not be of the same frequency.
• Tuned Zone length must be in accordance with section 3.1.1.
• Relay contacts (for example in track circuit interrupters, treadles and cut sections)
must not be incorporated into the B24/N24 feeds to transmitters or receivers. This
rule ensures that the logging capabilities of the EBI Track 200 are maintained.
4.1.2 Installation And Operation
The following application rules must be observed for applications of EBI Track 200 to be
adequately safe:
• The Installation and Set Up and Maintenance sections of this manual must be strictly
observed.
• Any Insulated Rail Joints (not protected by the presence of a diagonal bond) must be
subject to regular maintenance checks to ensure their integrity (section 6.2.2 Test R).
• Rail insulation must be subject to regular maintenance to reduce the likelihood of
nuisance failures.
• EBI Track 200 equipment conforms to the European EMC directive. Other
equipment located in the vicinity should be checked for compatibility with EBI Track
200 equipment.
• If the track bed incorporates steelwork, an assessment of the impact of the steelwork
on the track circuit behaviour must be made, see section 4.2.9.4.
4.1.3 Preventative Measures against Bypass Paths
The following application rules are used to mitigate the risk of bypass paths arising between
transmitters and receivers.
• Transmitters and receivers of the same frequency must be fed from separate power
supplies, except where battery supplies are used to feed TCU circuits.
• All B24 and N24 lines must be earth-free.
• PSU, transmitter, receiver and LMU (Tx) cases must be earthed.
• Transmitter and receiver to trackside feed cables of the same frequency must be
separated as described in section 4.3.3.
• Surge arrestors used with TUs/ETUs must have their centre terminal earthed.
• Surge arrestors must be regularly tested to ensure that they have not become short
circuit to earth (see test Q in section 6.2.2).
Section 4 Track Circuit Designer’s Guide
M125401A4 4-3 Issue 4: Otober 2011 Confidential and proprietary.
4.2 TRACK CIRCUIT LAYOUT DESIGN
4.2.1 Overview
In designing a complete track circuit scheme, the designer has to consider the following
issues:
• The most applicable and cost-effective track configurations. For example, the use of
double rail configuration through points and crossing should be considered as a more
efficient alternative to single rail.
• Suitable equipment location and signal feed arrangements.
• Frequency allocation.
• Points and crossings: shunting performance and traction bonding requirements.
• Interface to non-track circuited lines or other types of track circuit.
• Considerations where impedance bonds are sited.
• Site conditions and construction.
• The uncertainty in definition of the end of a track circuit using tuned zones must be
considered where position information is critical to signalling.
EBI Track 200 is designed and has been approved to operate within a set of environmental
and physical conditions which are defined in this manual. A number of options allow
considerable flexibility for the designer in parameters such as track length, signal cable lengths
and equipment positioning. Should either environmental conditions or the basic track circuit
limiting conditions required for a specific application be beyond those specified within this
manual, please contact Bombardier Transportation for further advice.
The following sections define the design issues and options in more detail, particularly where
there are interactive or conflicting requirements.
4.2.2 Frequency Allocation
Correct allocation of frequencies is critical in jointless applications as tuning units only
operate with the correct paired frequencies for which they were designed. Jointed applications
offer more flexibility to the designer when it comes to frequency allocation; however it is
recommended that the same rules are followed where possible in order to simplify the overall
application design.
There are eight nominal frequencies of equipment used as four pairs - A/B, C/D, E/F, and
G/H. One pair is used per track and the frequencies are alternated, e.g. 'A' track circuit, then
'B' track circuit, then again 'A' track circuit, and so on.
Normally, the two frequency pairs A/B and C/D are considered as the primary frequencies for
double track lines, while E/F and G/H are used only for situations where there are more than
two tracks. This approach results in the following rules to control the risk of induction into
parallel track circuits:
• Areas of multiple parallel lines, e.g. station areas, three lines should separate the use
of the same frequencies
• Where parallel lines are spaced vertically, frequencies must be chosen so that no two
track circuits of the same frequency are vertically adjacent for any distance exceeding
20m unless the separation is greater than 10m.
• Lateral separation of frequencies as shown in Table 4.2.2 and Fig 4.2.2 should be
used to ensure that no two track circuits of the same frequency are laterally adjacent.
Section 4 Track Circuit Designer’s Guide
4-4 M125401A4 Issue 4: Otober 2011
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Table 4.2.2
Track Frequency Letter
Nominal Frequency
Actual Frequency
1 A
B
1699 Hz
2296 Hz
1682 Hz to 1716 Hz
2279 Hz to 2313 Hz
2 C
D
1996 Hz
2593 Hz
1979 Hz to 2013 Hz
2576 Hz to 2610 Hz
3 E
F
1549 Hz
2146 Hz
1532 Hz to 1566 Hz
2129 Hz to 2163 Hz
4 G
H
1848 Hz
2445 Hz
1831 Hz to 1865 Hz
2428 Hz to 2462 Hz
fA fA fA fA fAfB fB fB fB
fC fC fC fC fCfD fD fD fD
fE fE fE fE fEfF fF fF fF
fG fG fG fG fGfH fH fH fH
indicates limit of track circuit
fA fA fA fA fAfB fB fB fB
Frequency Allocation Example Figure 4.2.2
4.2.3 Double Rail Track Circuits
EBI Track 200 is primarily intended for operation as a double rail track circuit, allowing
balanced double rail traction current return in either AC or DC electrified areas. Under these
conditions all traction return current paths, and any equipotential bonds for safety reasons, are
connected to the rails via the centre tap of an impedance bond.
In normal plain line track the use of tuned areas means that continuously welded rail is
possible. In non-electrified territory EBI Track 200 is often used specifically to allow the use
of continuously welded rail.
Double rail configuration should also be considered as the most efficient method of track
circuiting points and crossings.
Sections 4.2.3.1 to 4.2.3.6 describe the equipment configurations required for basic double rail
track circuit operation. Maximum and minimum track circuit lengths are given in Table 3.1.2.
A low power option is available for short track circuits, see section 4.2.3.4. Typical points and
crossings arrangements are discussed in section 4.2.7.
4.2.3.1 End Fed Arrangement
The standard configuration for double rail EBI Track 200 applications uses tuned areas for
track circuit separation and Tuning Units for coupling the Transmitter and Receiver to the
track. This basic configuration is termed ‘End Fed’. A typical end fed arrangement is shown
in Figure 4.2.3.1
Section 4 Track Circuit Designer’s Guide
M125401A4 4-5 Issue 4: Otober 2011 Confidential and proprietary.
TuningUnitF2
TransmitterF1
ReceiverF1
Track Relay
20m 20m
F1 Track Circuit
PowerSupply
PowerSupply
Lineside Cubicle Lineside Cubicle
TuningUnitF1
TuningUnitF1
TuningUnitF2
Standard End Fed Track Configuration (1435mm gauge) Figure 4.2.3.1
For transmitters operating in normal power mode, ensure that no receiver of an identical
frequency is closer than 200 metres (see section 4.2.3.5).
4.2.3.2 Centre Fed Arrangement
In order to economise on equipment on long plain track runs, a ‘Centre Fed’ configuration is
available. This uses an ETU to transmit the signal into the rails in both directions, and tuned
areas (or ETUs) with receivers of the same frequency at either extremity.
The two halves of the track circuit function completely independently and may be used as two
separate track circuits providing the coarse overlap (see Fig. 4.2.3.2b) does not cause any
problem. If both halves are required to work as one track circuit then an extra line circuit must
be provided to link the two track relays.
It is not necessary for the two sections to be the same length which can be an advantage when
planning trackside equipment case locations.
Fig. 4.2.3.2a .shows s typical centre fed track circuit arrangement.
TuningUnitF2
TransmitterF1
ReceiverF1
ReceiverF1
F1b
Track Relay
F1a
Track Relay
F1a F1b
20m 20m
F1 Track Circuit
PowerSupply
Lineside Cubicle Lineside CubicleLineside Cubicle
TuningUnitF1
TuningUnitF1
TuningUnitF2
EndTermination
UnitF1
PowerSupply
PowerSupply
Centre Fed Track Configuration (1435mm gauge) Figure 4.2.3.2a
Section 4 Track Circuit Designer’s Guide
4-6 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
End
Termination
Unit
30m30m
5m5m
Track Circuit F1bTrack Circuit F1a
F1b may be shunted
F1a may be shuntedF1a always shunted
F1b always shuntedF1b never shunted
F1a never shunted
Overlap Zone at Centre Fed Position (1435mm gauge) Figure 4.2.3.2b
4.2.3.3 Jointed Double Rail Operation
There are various situations where it is not convenient to terminate a double rail track circuit
with a tuned area, either at one or both ends. These situations include locations where:
• The 20m length of a tuned area will not fit into the signalling requirements.
• Precise definition of the track circuit boundary is required.
• EBI Track 200 abuts a track circuit of a different type.
• Two EBI Track 200 track circuits of non-paired frequencies abut.
In these circumstances Insulated Rail Joints are normally used to provide track circuit
separation. End Termination Units are used to feed and/or terminate the track circuit at one or
both ends, depending on requirements.
Double rail traction current continuity is provided by the use of B3 impedance bonds (for EBI
Track 200 track circuits) fitted either side of the block joints, their centre taps being
connected. When EBI Track 200 track circuits adjoin those of a different kind, then an
impedance bond suitable for the adjoining track should be used.
Figure 4.2.3.3 shows a typical arrangement for jointed double rail operation.
EndTermination
UnitF1
EndTermination
UnitF2
TransmitterF1
ReceiverF1
Track Relay
F1 Track Circuit
PowerSupply
PowerSupply
Lineside Cubicle Lineside Cubicle
EndTermination
UnitF2
EndTermination
UnitF1
B3BOND
B3BOND
B3BOND
B3BOND
Insulated Rail Joint
Jointed Double Rail Operation Figure 4.2.3.3
ETU / B3 Bond Connections
Where ETUs are installed close to B3 Bonds, it is recommended that the ETU to track
connection is made to the capacitor connection stud on the B3 Bond. This has the advantage
of providing detection of loss of a B3 Bond sidelead connection.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-7 Issue 4: Otober 2011 Confidential and proprietary.
ETU / IRJ Position ETU rail connections must be placed within 3m of the IRJ defining the end of the track circuit.
In the event of staggered joints, this distance refers to the joint nearest the ETU. Note that
some rail authorities may have more restrictive conditions.
IRJ Stagger
Rail authorities may control the amount of permissible stagger in order to avoid an excessive
length of dead section.
4.2.3.4 Low Power Operation
Low power operation is used on short track circuits in the range of 50 to 250 metres long, and
facilitates easy adjustment of the receiver by the use of reduced rail voltages. Normal Power
circuits are permitted for track circuits in the range over 200 metres long In design, it is
recommended that track circuits below 250m are specified as Low Power and the overlap
between the lengths for low and normal power of 200m – 250m is used to deal with specific
site conditions during commissioning.
Low power operation is available simply by driving a transmitter into tuning unit terminals 1
and 2 (normally the receiver terminals) instead of terminals 4 and 5. This connection gives a
track drive voltage of approximately 25% of the normal without any other significant
alteration to the functional performance of the track circuit.
For transmitters operating in low power mode, ensure that no receiver of an identical
frequency is closer than 50 metres (see section 4.2.3.5).
A special engraved insulated label is available for fitting to terminals 4 and 5 of the transmitter
and receiver tuning units as a reminder that the track circuit is connected in low power mode
(see section 7 for the part number of this label). It is recommended that track circuit identity
labelling in the equipment cabinet or equipment room should include the legend ‘Low Power’.
Low Power Label: 510/5222DA4 Figure 4.2.3.4
.
4.2.3.5 Minimum Separation Of Units Of The Same Frequency
For transmitters operating in normal power mode, ensure that NO receiver of an identical
frequency (of a different track circuit) is closer than 200 metres on the same track.
For transmitters operating in low power mode, ensure that NO receiver of an identical
frequency (of a different track circuit) is closer than 50 metres on the same track.
These minimum lengths are specified to ensure that, in the event that a tuning unit becomes
disconnected or open circuit, a transmitter cannot falsely feed another receiver on the same
line. They ensure that there is sufficient margin of safety provided by the impedance of the
intervening rails.
This precaution is in addition to the protection provided by the fact that the loss of a tuning
unit will be detected because the associated track circuit will de-energise.
The following sketches show typical layouts which can be used to maintain minimum
separation of units of the same frequency.
CABLES TO 1 & 2
CONNECT Tx
LOW POWER T.C.
WARNING
Section 4 Track Circuit Designer’s Guide
4-8 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
Normal Power
200m - 1100m
Low Power
50m min.
Normal Power
200m - 1100m
TC 1
fA
TC 2
fB
TC 3
fA
TC 5
fA
TC 4
fB
TX
NP
RX TX
NP
RX RX RXTX
LP
TX
NPAdjacent TC4 has TX & RX positions transposed so that TC4 RX is not within 200m of the same frequency normal
power TX of TC2
TX/RX transposition to prevent a RX being within 200m of same frequency normal power TX Figure 4.2.3.5a
Normal Power
200m - 1100m
Low Power
200m - 250m
Normal Power
200m - 1100m
TC 1
fA
TC 2
fB
TC 3
fA
TC 5
fA
TC 4
fB
TX
NP
RX TX
LP
RX TX
NP
RXTX
LP
RX
Adjacent TC2 has to be converted to low power because its TX is within 200m of same frequency
RX of TC4.
Low Power
50m min.
TC2 must also be at least 200m long to maintain
separation between normal power fA TX of TC1 & RX
of TC3
Use of second low power TX where transposition shown in Fig 4.2.3.5a is not possible Figure 4.2.3.5b
4.2.3.6 Adjoining Other Types Of Track Circuit Or Adjoining Non-Track Circuited Lines
Where double rail EBI Track 200 track circuits have to adjoin non track circuited line, the
easiest solution is to use a Tuning Unit and a cable strap as shown in Figure 4.2.3.6a. This
solution avoids having to insert insulated block joints and, in electrified areas, includes a low
cost traction bond across the rails. The spacing of the cable strap from the Tuning Unit
Track Circuitlength measuredfrom centre ofremote TunedArea to thisposition
EBI Track 200 adjoining non-track circuited areas without
the use of insulated block joints (1435mm gauge) Figure 4.2.3.6a
If two EBI Track 200 track circuits of non-paired frequencies have to be joined, and double
rail track circuit operation and traction return are to be maintained, then the arrangement
Section 4 Track Circuit Designer’s Guide
M125401A4 4-9 Issue 4: Otober 2011 Confidential and proprietary.
shown in Figure 4.2.3.6b should be adopted. Each bond is resonated to the frequency of the
track circuit it is in by means of the appropriate tuning module. Failure of either block joint
should be detected by the loads reflected across the impedance bonds by autotransformer
action in each direction. These should be sufficient to drop both track circuits.
Track CircuitFrequency F1
Rail connections to be within 3m of the IRJ
NOTE:
IRJ
Track CircuitFrequency F2
B3Bond
B3Bond
EndTermination
UnitFrequency F1
EndTermination
UnitFrequency F2
IRJ
Frequencies F1 and F2 can be any non-paired TI frequencies, but must not bethe same.
3m 3m
EBI Track 200 adjoining a non-paired frequency
Double rail track circuits and traction return Figure 4.2.3.6b
Where EBI Track 200 track circuits have to abut track circuits of a type other than EBI Track
200, care must be taken to confirm that there is no possibility of the EBI Track 200 carrier
signal energising the receiver of the adjoining track circuit, or vice versa, especially in the
presence of block joint failures if these are not detectable. Certain types of track circuit use
similar carrier frequencies and modulation schemes, so careful design of the interface is
essential.
There is also a danger that one EBI Track 200 track may feed through an intervening non-EBI
Track 200 track to falsely energise another EBI Track 200 track if there is a multiple failure of
IRJs. In many instances an EBI Track 200 impedance bond installed on the EBI Track 200
track close to the IRJs will detect their failure by shunting the adjacent non- EBI Track 200
track. Otherwise the type of non- EBI Track 200 track to be used must be chosen to avoid
this danger. Bombardier Transportation will be pleased to advise further on solutions to this
problem.
Figures 4.2.3.6c and d give suggested arrangements for double rail EBI Track 200 track
circuits adjoining both double and single rail track circuits of different types.
Track CircuitFrequency F1
Rail connections must be within 3m of the IRJ
IRJ
OtherDouble RailTrack Circuit
B3Bond
OtherT.C.Bond
EndTermination
UnitFrequency F1
OtherT.C.Tx / Rx
IRJ
EBI Track 200 adjoining a double rail track circuit
of a type other than EBI Track 200 Figure 4.2.3.6c
Section 4 Track Circuit Designer’s Guide
4-10 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
Track CircuitFrequency F1
Rail connections must be within 3m of the IRJ
IRJ
OtherSingle RailTrack Circuit
B3Bond
EndTermination
UnitFrequency F1
OtherT.C.Tx / Rx
IRJc
EBI Track 200 adjoining a single rail track circuit
of a type other than EBI Track 200 Figure 4.2.3.6d
4.2.4 Single Rail Track Circuits
Due to its traction current immunity, EBI Track 200 is also suitable for operation as a single
rail track circuit, allowing imbalanced traction current return in either AC or DC electrified
areas. Under these conditions all traction return current paths, and any equipotential bonds for
safety reasons, are connected to the rail allocated as the traction return or common rail. The
other rail is used solely for track circuiting purposes, and is periodically isolated with insulated
rail joints for this purpose. Impedance bonds are not used.
In many cases insulated rail joints are positioned in both rails, and the common rail is swapped
from one side to the other by means of a traction bond connected diagonally across the joints
(See Figure 4.2.4.1). In this way failure of an insulated block joint is always detected by the
bond presenting a dead short across one of the two track circuits associated with the joint.
It must be noted that broken rail detection cannot be guaranteed for the traction return (or
common) rail when EBI Track 200 is used in single rail mode, and that certain other
conditions apply in order to guarantee shunt detection under fault conditions (i.e. in the
presence of a broken rail). These conditions are given in the single rail manual
M580000626A4.
Sections 4.2.4.1 to 4.2.4.2 describe the equipment configurations required for basic single rail
track circuit operation.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-11 Issue 4: Otober 2011 Confidential and proprietary.
4.2.4.1 Using End Termination Units
The use of End Termination Units (ETUs) allows track circuits in an ‘End Fed’ configuration
with lengths of between 50m and 250m in low power mode, or 200m to 1100m in normal
power mode. There are restrictions to the number of traction return connections that can be
made within any single track circuit, and there are more restrictive length limits if overhead
line equipment gantries are connected directly to the rail (see section 4.2.8).
Only one traction return or track cross bond connection is allowed within any single track
circuit. This does not include the diagonal traction bond across double insulated block joints,
if used.
TransmitterF1
ReceiverF1
Track Relay
F1 Track Circuit
PowerSupply
PowerSupply
Lineside Cubicle Lineside Cubicle
EndTermination
UnitF2
EndTermination
UnitF1
EndTermination
UnitF1
EndTermination
UnitF2
Standard Single Rail End Fed Configuration Figure 4.2.4.1
4.2.4.2 Using Track Coupling Units
Track Coupling Units (TCUs) provide a lower cost method of implementing single rail track
circuits which has the advantage of not requiring equipment immediately beside the track. For
details, see Single Rail Applications Manual, M580000626A4.
4.2.4.3 Adjoining Other Types Of Track Circuit Or Adjoining Non-Track Circuited Lines
Where single rail EBI Track 200 track circuits have to adjoin non track circuited line insulated
block joints are normally used as shown in Figure 4.2.4.3a. The block joint avoids the EBI
Track 200 signal travelling in the wrong direction, into the non-track circuited area.
Track CircuitFrequency F1
Less than 3m
NOTE: If precautions are required to protect against the consequences of IRJ failure, thena possible solution would be to fit a bond as indicated by the dotted lines. Any bondfitted must be traction rated in electrified areas.
EndTermination
UnitFrequency F1
NoTrackCircuit
Equipment
IRJ
IRJ
OR
Single Rail EBI Track 200 Track Circuit Adjoining
Non Track Circuited Areas Figure 4.2.4.3a
Section 4 Track Circuit Designer’s Guide
4-12 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
If two single rail EBI Track 200 track circuits of non-paired frequencies have to be joined,
then the arrangement shown in Figure 4.2.4.3b should be adopted. Failure of either block joint
is detected by the diagonal bond presenting a short circuit across one of the track circuits.
Less than 3m
NOTE:
EndTermination
UnitFrequency F1
EndTermination
UnitFrequency F2
Track CircuitFrequency F1
Track CircuitFrequency F2
Less than 3m
Frequencies F1 and F2 can be any non-paired TI frequencies, but must not bethe same. Bond must be traction current rated in electrified areas.
IRJ
IRJ
EBI Track 200 Single Rail Track Circuit Adjoining
Non Paired Frequency EBI Track 200 Track Circuit Figure 4.2.4.3b
Where EBI Track 200 track circuits have to abut track circuits of a type other than EBI Track
200, care must be taken to confirm that there is no possibility of the EBI Track 200 carrier
signal energising the receiver of the adjoining track circuit, or vice versa, especially in the
presence of block joint failures if these are not detectable. Certain types of track circuit use
similar carrier frequencies and modulation schemes, so careful design of the interface is
essential.
There is also a danger that one EBI Track 200 track may feed through an intervening non- EBI
Track 200 track to falsely energise another EBI Track 200 track if there is a multiple failure of
IRJs. Normally a cable bond installed diagonally across the IRJs will detect their failure by
shunting either the EBI Track 200 or the adjacent non-EBI Track 200 track. Otherwise the
type of EBI Track 200 track to be used must be chosen to avoid this danger. Bombardier
Transportation will be pleased to advise further on solutions to this problem.
Figures 4.2.4.3c gives a suggested arrangement for single rail EBI Track 200 track circuits
adjoining single rail track circuits of a different type. Note that the second IRJ and
transposition bond may not be required for certain track circuit types; therefore it is
recommended that local railway authority rules are consulted.
Track CircuitFrequency F1
Less than 3m
NOTE:
IRJ
OtherSingle RailTrack Circuit
EndTermination
UnitFrequency F1
OtherT.C.Tx / Rx
IRJ
Bond must be traction current rated in electrified areas. EBI Track 200 Single Rail Track Circuit Adjoining
Single Rail Track Circuit Of Another Type Figure 4.2.4.3c
4.2.5 Changing Between Single And Double Rail Track Circuits In Electrified Areas
In some schemes there is a need to change between double and single rail track circuits. An
example of this is schemes where plain line tracks are double rail, but single rail track circuits
and traction return is used in points and crossings areas. In these circumstances it is important
that the transition between the two traction return styles is done correctly, otherwise
imbalanced traction currents in the double rail area can saturate impedance bonds and cause
track circuit unreliability.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-13 Issue 4: Otober 2011 Confidential and proprietary.
Figure 4.2.5 shows how an impedance bond is used to make the transition between single and
double rail track circuits without causing traction current imbalance.
Track CircuitFrequency F1
Rail connections to be within 3m of the IRJ
NOTE:
IRJ
Track CircuitFrequency F2
B3Bond
EndTermination
UnitFrequency F1
EndTermination
UnitFrequency F2
IRJ
Normally frequencies F1 and F2 would continue the paired sequence if thetransition is in the normal route in points, or be non-paired frequenciesif the transition is in the reverse route.
NOTE: If either turnout length is greater than 20m then that section must be terminated with an ETU and Receiver
B3 Bond
B3 Bond
Section 4 Track Circuit Designer’s Guide
4-18 M125401A4 Issue 4: Otober 2011
Confidential and proprietary.
Figure 4.2.7.2f shows a typical EBI Track 200 arrangement at a simple crossover,
where double rail traction return is used in the plain line sections, but single line
traction return is used in points and crossings. Impedance bonds are used to convert
from double to single rail return on entering the crossing area at all four positions. A
single cable bond between the common rails of the two crossing point tracks gives a
cross bonding connection.
TxF2
ETUFreq. 1
RxF1
TrackCircuit
Frequency 1
TrackCircuit
Frequency 2
TrackCircuit
Frequency 4
TrackCircuit
Frequency 1
TrackCircuit
Frequency 3
TrackCircuit
Frequency 3
RxF2
RxF3
RxF4
ETUFreq. 2
ETUFreq. 4
ETUFreq. 3
ETUFreq. 1
ETUFreq. 2
ETUFreq. 4
TxF1
TxF4
TxF3
B34000
ETUFreq. 3
B34000
B34000
B34000
NOTE: If either turnout length is greater than 20m then that section must be terminated with an ETU and Receiver
Single Rail GenericCrossover Arrangement Fig 4.2.7.2f
These applications are basically the same as the ‘less than 20 m’ application, longer
crossovers could employ the ‘longer than 20 m’ application using the arrangements
shown in Fig 4.2.7.2c or d.
IMPORTANT Where two receivers are used, the Tx to Rx paths for each route must be either greater than 250m (ie normal power) or less than 250m (ie low power). This is ensures that neither the longest path is run with insufficient current nor that the shortest path is run with too much.
4.2.8 Electrical Bonding Of Metallic Structures To The Rails
It is important that the electrical bonding of metallic structures, such as OHL gantries,
switchgear, bridge metalwork, metal fences, etc. is performed according to the requirements of
the electrification engineer of the railway authority. This will normally mean compliance with
a specification produced by that authority or with a national standard. In Europe the applicable
standard will be the national version of EN50122-1.
In DC traction systems the running rails are not generally connected to earth, this being to
avoid cathodic corrosion problems in buried metalwork near the track. This practice eases the
potential problem of run-round or false feed paths for the track circuit signals being formed
via earth connections, however traction current return bonding practices must be taken into
account when designing track layouts.
Due to the difficulty of providing a good earth at every gantry location, and the much reduced
degree of cathodic corrosion caused by AC systems, these systems tend to have the rails
closely coupled to earth, and often use them directly for equipotential bonding of gantries and
other metalwork close to the track. This practice can lead to the formation of run-round or
false feed paths for the track circuit signals.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-19 Issue 4: Otober 2011 Confidential and proprietary.
The preferred solution to this problem is the use of a ‘buried earth cable’ or ‘overhead earth
wire’ system. In this case an earth cable is either buried alongside the track or carried on the
catenary system. All metalwork which must be earthed is connected to this cable, and the
cable in turn is connected to the running rails via the centre taps of impedance bonds at
suitable regular intervals. In this way the track circuit signals remain balanced within the rails
of each track circuit, the rail potentials (at track circuit frequencies) remain equal and balanced
about ground, and no run-round or false feed paths are set up.
In order to safely implement this system a few application rules must be followed:
• The maximum distance between impedance bonds will normally be specified by the
traction engineer for the railway authority, a typical maximum distance is 1500m.
• There must not be more than one connection to the buried earth cable within any
single track circuit.
If traction return conductors are provided, but no booster transformers, then the return
conductor will normally provide the connections between the gantries and the rails (via
impedance bonds), and no earth cable or direct gantry to rail bond will be required. Where
booster transformers are fitted the voltage on the traction return cable will vary, and an earth
cable is again required.
Under the right conditions it is possible to use EBI Track 200 in areas where gantries are
directly connected to the rails. This will normally involve restrictions in the maximum length
of the track circuits, and possibly the loss of broken rail detection in the earthed rail. Please
consult Bombardier Transportation for advice on such applications.
A fuller discussion of traction bonding solutions is given in the Guidance Notes for Traction
Bonding, IS580001109A4.
4.2.9 Non Standard And Exceptional Situations
4.2.9.1 Track Circuit Interrupters and Treadles
Track circuit interrupters are provided so that if they are activated, for example at catch (or
trap) points when a train passes over the points whilst they are in the normal (trap) position,
the track circuit protecting the points is set to the occupied state. Treadles are often provided
at level crossings for strike in/out detection and in some locations for leaf fall protection.
In these cases the interrupter or treadle must be insulated from the rails on which it is mounted
and a repeat relay provided. The preferred solution is to use the repeat relay contacts to cut
the receiver output to the track relay. Note that because of restrictions on the cabling between
the receiver and the track relay, the repeat relay must be in the same cabinet as the receiver.
On electrified lines this repeat circuit must be designed so as to be immune from the
interference caused by the traction system. See Figure 4.2.9.1.
ET200Receiver
LocationPower Supplly
50V
INT. PR
ET200 RxOutput to Relay
Track CircuitInterrupter or Treadle
RL+
RL-
INT. PR
Equipment Cabinet
Track Circuit Interrupter or Treadle Figure 4.2.9.1
Section 4 Track Circuit Designer’s Guide
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4.2.9.2 Cut Sections
An alternative to a centre fed track circuit for obtaining a longer track circuit is to use one
track relay to cut the output of the next section’s transmitter. This can be done as many times
as required to meet the desired track circuit length. A typical cut section arrangement is
shown in Figure 4.2.9.2.
TUFrequency 1
T R A
Track CircuitFrequency F1
TxFreq. 1
Track CircuitFrequency F2
RxFreq. 2
TUFrequency 2
TUFrequency 2
T R BRxFreq. 1
TUFrequency 1
TUFrequency 2
TxFreq. 2
TUFrequency 1
T R A
Operates as single track circuit with TRB acting as track relay for complete section
Direction of Travel
Cut sectioned Track Circuit Figure 4.2.9.2
4.2.9.3 Inserting an Extra Track Circuit
There is sometimes a requirement to install an extra track circuit in an established signalling
system.
In jointless territory using tuned areas the alternating frequency arrangement of adjacent track
circuits must be maintained. In some circumstances the insertion of an extra track circuit can
simply be achieved by converting an end fed into a centre fed track circuit, or a centre fed into
two end fed tracks of the same frequency, separated by one of the paired frequency. If these
options are not available, then it may be possible to insert block joints and use a track circuit
from a different frequency pair, otherwise it may be necessary to change the frequencies of a
number of tracks to maintain the correct sequence.
In jointed areas, having inserted an additional pair of joints, the new track circuit should be
selected from a different frequency pair to that currently on the line. This avoids the risk of
false energisation of a track circuit in the event of an insulated rail joint failure.
4.2.9.4 Track Circuits with steelwork in the bed of the track
If the bed of the track incorporates ‘steelwork’ (e.g. steel reinforcing rods in concrete or metal
bridge components) it may have an effect on the length of track circuit or tuned area. It may
even preclude the use of tuned areas because of excessive loading of the tuned area rail
inductance. Application note IS580001448A4 provides further information on the types of
track construction to be avoided.
Please contact Bombardier Transportation for guidance, and please supply full details of the
intended installation.
Section 4 Track Circuit Designer’s Guide
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4.3 INSTALLATION REQUIREMENTS
4.3.1 Overview
This section provides the detailed information required to enable the correct installation of EBI
Track 200 track circuits.
WARNING The nominal voltage on the LMU terminals is 95V RMS. Under some circumstances this can be as high as 140V RMS, therefore before fitting or removing these units, power must be removed from the associated transmitter. personnel delegated to work on these units while in operation, must be suitably competent. In order to detect wiring errors in LMU circuits which could lead to overloading, commissioning tests shall be carried out as soon as practicable after power is switched on. Before handling heavy or bulky items, ensure that adequate lifting resources are available.
4.3.2 Transmitter and Receiver Mounting
It is important to ensure that no signal from a transmitter feed cable can couple into a receiver
feed cable where the receiver and transmitter are of the same frequency. This places
requirements on the wiring between the various track circuit components, but does not impact
the physical location of Transmitters and Receivers in equipment cabinets or control rooms.
Therefore, there are no restrictions on the mounting of transmitters, receivers and LMU(Tx).
Specifically, it is permitted to mount two receivers of the same, or different frequency on the
same mounting plate.
4.3.3 Rail Connections
4.3.3.1 Tuning Units (TUs) And End Termination Units (ETUs)
Units are normally mounted on a post or stake at the side of the track. If required, LMUs may
be used with this arrangement, which is referred to as stake-mounted. Details of this mounting
arrangement are shown in Figures 8.7 to 8.9 in Section 8.
Alternatively, Tuning Units and End Termination Units may be mounted between the rails on
standard sleepers or between sleepers where continental tie-bar sleepers are used. These are
referred to as track-mounted installations. Details of these mounting arrangements are shown
in Figures 8.10 to 8.12 in Section 8.
All electrical rail connections should be bonded to the rails using methods which ensure that
the high current and low impedance requirements of Section 3.1 are met.. Cembre or Glenair
Rail Bonds are recommended; details of these connections are shown in Figure 8.5 in
section 8
Track connection cables from stake-mounted TUs and ETUs as far as the nearest rail are to be
run in parallel and tied together. Ideally, cables from stake-mounted TUs/ETUs should be run
over the ballast in a protective tube; if a protective tube is not employed, the long cable to the
furthest rail should be tied to the nearest sleeper as shown in Figure 8.9a.
Section 4 Track Circuit Designer’s Guide
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Stake mountedTU / ETU
TU/ETU-to-rail cables tied together
Stake Mounted Unit With Cables Tied Figure 4.3.2.1a
IMPORTANT The length and size of the cables must be within the recommended values specified in table 4.3.3, as any variation may lead to degradation of system safety. The rail connections must be checked for security and that they do not exceed the resistance value given in sub-section 3.1.
With track-mounted units, the unit to track cables should be arranged to cross as shown in
Figure 4.3.2.1b.
SleepermountedTU / ETU
ETU-to-rail cables crossed and tied together
Track Mounted Unit With Cables Crossed Figure 4.3.2.1b
4.3.3.2 Track Coupling Units (TCUs)
For details see single Rail Applications Manual, M580000626A4.
4.3.4 Cables
Limitations on transmitter and receiver to TU/ETU feed lengths, and methods for increasing
them, are given in section 4.2.6.
SAFETY REQUIREMENT It is important to ensure that no signal from a transmitter feed cable can couple into a receiver feed cable where the receiver and transmitter are of the same frequency. To achieve this each circuit must use a separate single twisted pair cable of the recommended type. Extensive lengths (ie longer than 50m) in the same troughing, or cable run, are not permitted. Where cable hangers are used, the spacing between cable runs must be greater than 200mm. If screened twisted pair cable pairs are used, then the spacing requirements may be waived. Twisted pair cables must have a pitch not exceeding 75mm or 120mm for screened cables.
Section 4 Track Circuit Designer’s Guide
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In case of doubt, please contact Bombardier Transportation.
The recommended cables to be used on a EBI Track 200 track circuit installation are
summarised in Figure 4.3.3 and in Table 4.3.3:
TX
TU / ETU
RX
TU / ETU
Track Relay
24V Supply 24V Supply
Gain Straps0.75mm² copper(24/0.2mm)Single core
TU / ETU
35mm² copper(19/1.53mm)Single core.
0.75mm² copper(24/0.2mm)single core
0.75mm² copper(24/0.2mm)Single core
2.5mm² copper(50/0.25mm)Twisted pair
0.75mm² copper(24/0.2mm)single-core
2.5mm² copper(50/0.25mm)Twisted pair
With LMUs
TX End RX End
LMU(TX)
CableTerminationBlock
Junction Box
LMU(TU/ETU)
TX
(OPTIONAL)LMUs allowincreased
feed lengthbetween
TX & TU / ETUup to 500m.
2.5mm² copper (50/0.25mm) Twisted pair
2.5mm² copper(50/0.25mm)Twisted pair
2.5mm² copper(50/0.25mm)Twisted pair
2.5mm² copper(50/0.25mm)Twisted pair
2.5mm² copper(50/0.25mm)Twisted pair
35mm² copper(19/1.53mm)Single core.
CableTerminationBlock
CableTerminationBlock
Junction Box Junction Box
2.5mm² copper(50/0.25mm)Twisted pair
Cable Summary Figure 4.3.3
Notes:
• For clarity, earthing cables are not shown on this diagram, see Table 4.3.3.
• Trackside Junction Boxes are optional.
• For TCU arrangements, see Single Rail Applications Manual, M580000626A4.
Section 4 Track Circuit Designer’s Guide
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Confidential and proprietary.
Recommended Cable Types Table 4.3.3
Equipment Cable Details
Cross-sectional
area
Core material Construction Additional Information
PSU to RX
PSU to TX
PSU current strap
RX to Track Relay
RX Gain Strap
0.75 mm²
(minimum)
copper (24/0.2
or 7/0.37)
single core PSU must be located in the same
equipment cabinet as the Rx and Tx
that it feeds. Cables must be less
than 100m in length. Lengths over
10m must be run as twisted pairs
The track relay must located in the
same equipment cabinet as its Rx.
TX /RX to cable
termination block inside
location case
TX to LMU(TX)
LMU(TX) to cable
termination block inside
location case
2.5 mm²
(minimum)
copper (50/0.25) twisted pair If there are no units of the same
frequency in the equipment case or
REB, then single core cable may be
used since there is no risk of cross-
talk.
TX to TU/ETU or
LMU (Tx) to
LMU (TU)
LMU (TU) to TU/ETU
2.5 mm²
(minimum)
Copper
(50/0.25)
2-core twisted pair
(in areas prone to severe
electrical storms, eg tropical
countries, it may be desirable
to use 2-core with screen,
earthed at one end only)
No LMU: up to 30m
With LMU: up to 500m
If Tx and Rx cables carrying the
same frequencies are run together,
then 2-core twisted pair screened
cables must be used (see 4.3.4).
Screens shall be connected to earth
at the Tx or Rx end.
See Figures 8.1and 8.2 for earthing.
TU / ETU to RX 2.5 mm²
(minimum)
copper (50/0.25) 2-core twisted pair
(in areas prone to severe
electrical storms, eg tropical
countries, it may be desirable
to use 2-core twisted pair with
screen, earthed at one end
only)
Normally up to 500m
See Figures 8.1 and 8.2 for
earthing.
TU / ETU to Rail 35 mm² copper (19/1.53)
Alternatively
high flexibility
multistrand
cable may be
used.
single-core Stake Mounted
Long: 2.9±0.15m
Short: 1.65±0.15m
Sleeper Mounted
Both: 1.2±0.15m
Part numbers for cable sets are
given in section 7.
70 mm² copper
single-core
Longer cables used to place
TU/ETU in a position of safety
Stake Mounted TU/ETU
Long: 4.8 ±0.15m
Short: 3.0±0.15m
ETU cables may be up to 15m.
Continuity bonding cables
to suit traction
current
copper single-core 35mm2 minimum (traction)
2.5mm2 minimum (non-traction)
Includes check rail bonding.
TX/RX/PSU/LMU
earth terminals to earth
TU / ETU terminal 3 to
earth
TU / ETU terminal 3 to
LMU(TU) terminal E
Surge Arrestor
connection to earth
2.5 mm²
(minimum)
copper (50/0.25) single-core, green/yellow This is the minimum cross-sectional
area that should be used for earth
cables on a EBI Track 200 installation.
See Figures 8.1 and 8.2 for
earthing.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-25 Issue 4: Otober 2011 Confidential and proprietary.
4.3.5 Rail Bonding
4.3.5.1 Jointed Rail
Tuning units must be sited so that no catch points or expansion joints are located within the 20
metres between tuning units.
If the track circuit is installed on conventional jointed track then it is likely that there may be
rail joints within the track circuit boundary. It is important that good quality connections are
used in order to achieve reliable operation. Within the tuned area, 19/1.53 copper cable,and a
rail connection meeting the resistance requirement in Table 3.1.1 must be used . Cembre or
Glenair rail bonds are the recommended method of achieving rail connections.
4.3.5.2 Traction Return Current Bonding
Traction return current bonding is primarily the responsibility of the traction supply engineers,
but the requirements of EBI Track 200 must be considered. The bonding for traction return
current must be applied so it does not compromise the safe operation of the train detection
system, i.e. EBI Track 200. The full methodology of traction bonding is outside the scope of
this manual, but some typical bonding configurations, suitable for EBI Track 200 operation,
are shown in the following figure. Further information on traction bonding can be found in
Guidance Notes for Traction Bonding, IS580001109A4.
Negative Return
Impedance Bonds
e.g. Type B3
Track
Track
Negative Return
Track
Track
Cross Bond
Double Rail Traction Current Return Single Rail Traction Current Return
Return rail (common)
Return rail (common)
Note : Try to limit cross bonds to one per track
circuit if possible.
Rail break detection lost in common rail.
Impedance Bond
e.g. Type B3
Track
Double Rail to Single Rail
Traction Current Return
IRJs
Return rail
(common)
IRJs
Track
Single Rail to Single Rail
Traction Current Return
IRJs
Return rail
(common)
Return rail
(common)
Examples of Typical Traction Current Return Bonding Figure 4.3.5.2
Section 4 Track Circuit Designer’s Guide
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Confidential and proprietary.
4.3.5.3 Bonding For IRJ Failure Detection
Double Rail Boundaries At double rail track circuit boundaries, impedance bonds are used to carry the traction current
around the IRJs as shown in Figure 4.3.5.3a.
Figure 4.3.5.3a In order to provide IRJ failure detection, ETUs of frequency A, C, E or G must be paired with
an ETU from the group B, D, F, H. For example, a frequency A ETU can be used with a
frequency B, D, F or H ETU and still retain IRJ failure detection capability. Failure detection
is achieved because, when an IRJ fails, the combination of the load from the Bond and the
load from the zero in the paired ETU causes one, or both of the track circuits to drop.
Single to Double Rail Boundaries At single to double rail track circuit boundaries, impedance bonds are used to carry the
traction current around the IRJs as shown in Figure 4.3.5.3b.
Track CircuitFrequency F1
Rail connections must be within 3m of the IRJ
NOTE:
IRJ
Track CircuitFrequency F2
B3Bond
EndTermination
UnitFrequency F1
EndTermination
UnitFrequency F2
IRJ
Normally frequencies F1 and F2 would continue the paired sequence if thetransition is in the normal route in points, or be non-paired frequenciesif the transition is in the reverse route.
Figure 4.3.5.3b In the event of failure of the lower IRJ, the B3 Bond acts to present a low impedance across
both track circuits thus causing them to indicate occupied. In the event of failure of the upper
IRJ the combination of the load from the Bond and the load from the zero in the companion
ETU causes one, or both of the track circuits to drop. Detection is achieved for all
combinations of ETU frequencies, without restriction.
Non-Electrified Boundaries At non-electrified boundaries, no impedance bonds are required. This track arrangement
cannot detect the first block joint failure due to lack of bonding. Detection of failure of the
second IRJ can be assured if ETUs of frequency A, C, E or G are paired with an ETU from the
group B, D, F, H, except that the pairing of frequency C with frequency F must not be used.
Single Rail Boundaries Single rail boundaries are dealt with in the Single Rail Manual, M580000626A4.
4.3.5.4 Check Rails
Check rails must be bonded at both ends to the adjacent running rail. In addition, any joints
must be bonded out and long check rails must be bonded every 60m
Track CircuitFrequency F1
Rail connections must be within 3m of the IRJLess than 3m
NOTE:
IRJ
Track CircuitFrequency F2
B3Bond
B3Bond
EndTermination
UnitFrequency F1
EndTermination
UnitFrequency F2
IRJ
Frequencies F1 and F2 can be any non-paired TI frequencies, but must not bethe same.
Section 4 Track Circuit Designer’s Guide
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If check rails span an IRJ, then the check rail must also contain an IRJ to prevent a bypass
path.
4.3.6 Lightning Protection (This does not apply to single rail circuits using TCUs)
In temperate climates it may be permissible to omit the earth connection on the TU / ETU,
only judgement and experience of the local climatic conditions can be employed to make this
decision. However, under all conditions, it is recommended that surge arrestors are fitted
across the input terminals of the receiver and output terminals of the transmitter, or LMU(Tx).
In order to ensure correct by-passing of the surge current it is essential that the centre tap of
the arrestor is connected directly to a low impedance local earth. It should be noted that any
traction currents are effectively isolated from this earth system by the tuning unit. Surge
arrestor details are given on Figure 8.3 in Section 8.
The input transformer in the receiver, the output transformer in the transmitter and the power
supply transformer each include screens which are wired out to an earth terminal (E) on the
front of the unit and, when connected to earth, these provide valuable rejection of common
mode transients. The exposed metalwork of each unit is also connected to the E terminal. The
E terminal on all receivers, transmitters, power supply units and LMU (TX)’s must be
connected to a low impedance local earth. It should be noted that any traction currents are
effectively isolated from this earth system by the TU/ETU.
Where intermediate equipment cubicles or junction boxes are used, and the cable between
these intermediate locations and the Tx / Rx equipment location is protected from lightning, eg
by cable ducts or troughing, optimum protection of assets is achieved by placing the Surge
Arrestor in the intermediate cubicle closest to the rails as possible. For example if the Track
Circuit feed to the TU/ETU is wired from a Relocatable Building to a Location Case the Surge
Arrestor and Fuse must be fitted in the Location Case.
Typical circuits are shown in Figure 8.1 – 8.2. IS580014943A4 summarises the surge arrestor
arrangements for different circuit configurations.
Surge Arrestor Types One arrestor arrangement is generically approved for use with EBI Track 200 TU / ETU
installations:
• Littelfuse SL1026
For arrestors approved for single rail applications, see the Single Rail Manual, M58000626A4.
Recognition and installation information is illustrated in section 8, Figure 8.3 and part
numbers are given in section 7.
Users must check rail authority certification for approved types in their region.
4.3.7 Power Supply Unit Considerations
SAFETY REQUIREMENT The following requirements on power supply loading must be observed to
guarantee safe operation of EBI Track 200 track circuits.
4.3.7.1 Power Supply Unit Loading Rules
Prohibited:
• For safety reasons, one power supply unit shall not be arranged to feed a transmitter
and receiver of the same frequency.
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Permitted: Table 4.3.7.1 shows the permitted combinations of transmitters and receivers run from a single
supply.
No. of Receivers or Low Power Tx
No. of Normal Power Transmitters
0 1 2
0 X
1 X
2 X
3 X
4 X
5 X
6 X X
7 X X
8 X X
Table 4.3.7.1: Permitted Combinations of Transmitters and Receivers
Notes:
• No transmitter and receiver may be of the same frequency.
• If more than 2 track circuits are driven from one PSU, then the overall arrangement
must be shown by the not to have a negative impact on scheme reliability.
A strap adjustment is provided to ensure adequate regulation for two ranges of load:
(1) 0.25 to 2.2 amps
(2) 2.2 amps to 4.4 amps
4.3.7.2 24V Battery Supplies
Where battery supplies are used in conjunction with rail authority approved charging systems,
the maximum current available will be limited by the charger’s output current rating. This
rating should not be less than 4A.
Combinations of transmitters and receivers may be used provided:
• The total current requirement is less than 70% of the nominal current output raying of
the charger.
• No transmitter and receiver may be of the same frequency2.
4.3.7.3 Power Supply Location
Power supplies (including battery supplies) must be located within the same Relay Room,
REB or Location Case as the transmitters and/or receivers that they feed. The power cables to
Tx and/or Rx must not exceed 100m and lengths longer than 10m must be run as twisted pairs.
4.3.8 EMC Compliance
EBI Track 200 Track Circuits comply with European Directive 2004/108/EC. However, to
achieve compliance, the E terminal on the TX, RX and PSU must be connected to earth.
4.3.9 Fusing - TX, RX and PSU
4.3.9.1 TX and RX B24
The transmitter current consumption of 2.2A stated in Section 3.2 is a typical maximum value
for transmitters operating in normal power mode, obtained when measured with a multimeter
on the DC range. This is the DC average value of the current, and is valid for commissioning
and maintenance tests and records.
2 The only exception to this rule requires the use of TCUs. TCU applications are covered in the single rail manual, M580000626A4.
Section 4 Track Circuit Designer’s Guide
M125401A4 4-29 Issue 4: Otober 2011 Confidential and proprietary.
The actual supply current drawn by a transmitter also contains an AC component, which can
be up to 2.0A. This component can only be accurately measured using a true RMS multimeter
with a frequency response high enough to cover the EBI Track 200 operating frequency range
(up to 2600Hz) on the AC range. In this mode, the meter will only measure the AC
component. The total RMS value of the current, combining the AC and DC components, can
approach 3.0ARMS.
This being the case, it is important to fit fuses that are rated for continuous operation at
3.0ARMS rather than rated to rupture at this level.
It is recommended that the following fuse type is used for fusing of EBI Track 200
Transmitter B24 and Receiver B24 :
• 3A anti-surge fuse such as a Cooper Bussmann MDA-3-R, Bombardier part number 520026437. This fuse is also recommended for Power Supply fusing, see section 4.3.9.2..
An alternative fuse type for the Transmitter and Receiver is:
• 3A Joint Services Fuse to DEF Standard 59-96 (NATO Reference System).
available from Cooper Bussmann under their part number 059-0111, the Bombardier
part number 113508
Either fuse is compatible with the Entrelec M10/13TSF fuseholder (Entrelec part no.199-095,
13),
IMPORTANT: If it is not possible to obtain these fuse types, always use a fuse that is rated
for continuous operation at 3.0ARMS.
Note that suitably rated circuit breakers can be used instead of fuses.
4.3.9.2 Power Supply Input BX110 or BX220 Circuits:
A 3A anti-surge fuse is used to prevent nuisance blowing due to inrush current at switch on.
A suitable fuse type is a Cooper Bussmann MDA-3-R, Bombardier part number 520026437.
The latest power supply, part number L520019357, must be use this fuse.
Note that suitably rated circuit breakers can be used instead of fuses.
Section 4 Track Circuit Designer’s Guide
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4.3.10 Torque Settings for EBI Track 200
This sub-section outlines the torque settings to be used when making connections to EBI
Track 200 equipment:
Equipment REFERENCE FIXING SIZE TORQUE Nm
Impedance Bond (see Figs 8.13, 8.14)
Side leads connection at Bond (copper crimp)
M16 110
Side leads connection at Bond (aluminium
crimp)
M16 90
Bond centre tap to cable (copper crimp)
M16 110
Bond centre tap to cable (aluminium
crimp)
M16 90
Bond centre tap to Aluminium, plate
M16 90
Capacitor Module to bond housing
M6 7
Capacitor Module terminations to Bond
M10 40
Aluminium plate to Rail Lead connection
(Copper or Aluminium crimp)
M16 90
Aluminium plate to Rail Lead connection
(Copper or Aluminium crimp)
M12 72
Side leads or Rail Leads to Cembre or Glenair rail bonds
M12 72
Bond cover fixing M10 Tighten manually using best judgement
Bond to concrete sleeper
M16 expanding stud
110 to fix insert, 80 to secure Bond
Bond to timber sleeper M16 or 5/8 inch coach
screw with gimlet point 60
Bond to steel sleeper M12 blind bolt Jam nut
Phillidas nut
17 50
TU / ETU
T1 & T2 M10 (see Fig 8.6)
40
Cembre or Glenair Rail Bonds
M6 (see Fig 8.5)
10
Terminal block 2BA (as supplied) (see Fig 8.6)
4.5
Section 4 Track Circuit Designer’s Guide
M125401A4 4-31 Issue 4: Otober 2011 Confidential and proprietary.
Equipment REFERENCE FIXING SIZE TORQUE Nm
TU/ETU to adapter plate/ or to stake
M8 (as supplied) (see Figs 8.7, 8.8)
24
Adapter plate to concrete sleeper
(if used)
M16 safety stud anchor
(see Fig 8.10 – 8.12)
80
Adapter plate to wooden sleeper
(if used)
5/8” Coach Screw (see Fig 8.10 – 8.12)
60
Adapter plate to steel sleeper (if used)
M20 Blind Bolt Jam nut
Phillidas nut (see Fig 8.10 – 8.12)
35 110
TU protective cover (if used)
M8 (see Fig 8.10 – 8.12)
24
TX / RX / PSU / LMU(TX)
Mounting 2BA/M5 (as supplied)
6
Terminals 4BA/M3.5 (as supplied)
1.5
Earth stud (where provided)
M6 6
LMU(TU) Terminals 2BA 4.5
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Section 5 Setting-up and Commissioning Procedure
M125401A4 5-1 Issue 4: October 2011
Confidential and proprietary.
Contents
5. SETTING-UP AND COMMISSIONING PROCEDURE ............... 2
5.1.4 Pre-requisites For Setting-up ....................................................... 3
5.2 Limitations On Setting Up Conditions .......................................... 4
5.2.1 Limitations On Ambient Temperature .......................................... 4
5.2.2 Limitations On Ballast Conductance ............................................ 4
5.3 Track Circuits With TUs Or ETUs and EBI Track 200 Receivers ..................................................................................... 5
5.3.1 Standard Procedure: Track Circuits with One Receiver .............. 5
5.3.2 Track Circuits With Two Or Three Receivers .............................. 8
5.5.1 Nominal Track Circuit Lengths For Each Receiver Sensitivity Setting ......................................................................... 11
5.5.2 Receiver Input Wiring and Pick-Up Current for Each Sensitivity Setting ......................................................................... 12
WARNING High voltages may be present at EBI Track 200 rail connections. Setting-up, maintenance and repair of an EBI Track 200 track circuit must be undertaken only by qualified and authorised personnel. Before setting-up, maintenance or repair is attempted, the effect of such actions on the operation of the system must be determined and the necessary authority obtained. If the track relay function is to be tested by imposing an external voltage on the relay coil then, to avoid damage to the receiver output circuit, the receiver’s 9-way connector shall be disconnected.
The nominal voltage on the LMU terminals is 95V RMS. Under some circumstances this can be as high as 140V RMS, therefore before fitting or removing these units, power must be removed from the associated transmitter. Personnel delegated to work on these units while in operation, shall be suitably competent. In order to detect wiring errors in LMU circuits which could lead to overloading, commissioning tests shall be carried out as soon as practicable after power is switched on. Observe all Safety Procedures that are in force for track possession, and for working on or near the track. Before handling heavy or bulky items, ensure that adequate lifting resources
are available.
No facilities are provided on the transmitter for adjustments. The receiver input signal will
vary with track length and ballast condition.
EBI Track 200 digital receivers have a readout of receiver input current provided on the
receiver’s display so that use of a current-measuring meter, or shunt, is not required. A 1Ω
resistor is provided internally and wired to the front panel terminals, so that checking of the
current measurement is possible.
It is recommended that a record of track circuit characteristics is taken for future reference, as
an aid to fault finding and as part of a routine maintenance programme. If such a record is
required, then an appropriate selection of the tests listed in Section 6 may be carried out, as
shown on the equipment record card in section 9. It is recommended that the tests are carried
out during commissioning, setting-up and/or after any subsequent equipment changes.
The prescribed settings ensure that the track will not drop when there is not a train present if
the ballast conductance increases to its specified maximum value of 0.5 Siemens / km, nor will
the drop shunt ever decrease below 0.5 ohms, if ballast conductance reduces.
5.1.2 Summary Of Setting-up And Commissioning Procedure
• Power up transmitter and receiver.
• Set a 1Ω drop shunt across the rails at the receiver TU or ETU rail connections.
Replace the frequency key with a set-up key and perform the auto-set operation at the
receiver. The auto-set operation locks the receiver current threshold into the receiver.
After set-up, receiver currents above the threshold cause the receiver to indicate
‘track clear’, while currents below the threshold cause an indication of ‘track
occupied’.
Section 5 Setting-up and Commissioning Procedure
M125401A4 5-3 Issue 4: October 2011
Confidential and proprietary.
• Replace the set-up key with the frequency key and verify that the track drops with
0.7Ω drop shunt.
• Set-up any additional receivers in the track circuit, re-checking each when all have
been set up.
• Set up each half of a centre-fed track as if it were a single track circuit.
• Carry out any additional commissioning tests required (see section 5.6).
• Record the track settings and measurements.
5.1.3 Equipment Required
• Bombardier TI21 Track Meter (TTM).
• Bombardier Shunt Box.
5.1.4 Pre-requisites For Setting-up
The following track circuit information is required before a track circuit can be set-up:
• Track circuit identification.
• Track circuit length and boundaries.
• Track circuit frequency.
• Quantity of receivers in track circuit.
Before setting-up a track circuit. Ensure that the following conditions have been met:
• The EBI Track 200 equipment has been correctly installed with the correct frequency
allocation.
• Required rail and traction bonding is correctly installed.
• The correct frequency key, and a set-up key, are available for the receiver.
• The equipment wiring has been verified as correct.
• There should be 2-way communications between the staff setting-up the track circuit.
• The correct test instruments are available and test leads.
• A Track Circuit Record Sheet is available.
• Currently installed rail and traction bonding meets requirements.
Section 5 Setting-up Procedure
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5.2 LIMITATIONS ON SETTING UP CONDITIONS
SAFETY REQUIREMENT The following limitations on setting-up procedures must be observed to avoid erosion of the track circuit safety margin.
5.2.1 Limitations On Ambient Temperature
In order to optimise availability whilst maintaining the highest levels of safety, EBI Track 200
track circuits should be set up at a time when the ambient temperature in which the trackside
equipment (TUs and ETUs) are operating is within the range +10°C to +30°C. This ensures
the optimum set up for operation over the ambient temperature range given in Section 3.
If a track circuit has to be set-up when the trackside ambient temperature is outside the setting-
up temperature range, the following guidelines must be observed:
Ambient temperature below +10°C
If the temperature is below +10°C at the time that the track circuit is set-up, then it is possible
that a large increase in ambient temperature at the trackside equipment could cause the
receiver current to fall below the receiver threshold setting. As a result, the track circuit will
show occupied.
If this situation should occur, the problem will be rectified by repeating the setting-up
procedure for the track circuit when the trackside ambient temperature has risen above +10°C.
Ambient temperature above +30°C
If the temperature is above +30°C at the time that the track circuit is set up, then it is possible
that a large decrease in ambient temperature could significantly erode the track circuit safety
margin. To avoid this possibility, any track circuit that is being set up when the trackside
ambient temperature is above +30°C should be set up temporarily to have a drop shunt
between 1.3 Ω and 1.7Ω. When the temperature has fallen below 30°C, the track circuit must
be set up with the normal drop shunt limits of 0.8Ω to 1.2Ω
Note: If the trackside ambient temperature is outside the +10°C to +30°C range during
setting up, then record the actual temperature in the remarks column on the Track
Circuit Record Card.
5.2.2 Limitations On Ballast Conductance
There is an upper limit to the ballast conductance above which it becomes impossible to set up
the track circuit without lowering the RX threshold to an unacceptable level. This effect is
most noticeable for track circuit lengths of 800m and above.
Section 5 Setting-up and Commissioning Procedure
M125401A4 5-5 Issue 4: October 2011
Confidential and proprietary.
5.3 TRACK CIRCUITS WITH TUS OR ETUS AND EBI TRACK 200 RECEIVERS
SAFETY REQUIREMENT The following setting up procedures must be completed before the track circuit is used in traffic, both after initial installation and after alterations to the track or equipment.
IMPORTANT If connections to the test points on the 9-way WAGO connectors are required, then the 2mm test lead adaptors supplied with the set-up key must be used to prevent damage to the connector. If the track relay function is to be tested by imposing an external voltage on the relay coil then, to avoid damage to the receiver output circuit, the receiver’s 9-way connector must be disconnected.
5.3.1 Standard Procedure: Track Circuits with One Receiver
WARNING The correct frequency key must be used in the receiver
High voltages may be present at EBI Track 200 rail connections. Observe all Safety Procedures that are in force for track possession and for working on or near the track.
(1) At both the transmitter and receiver ends:
(a) measure the actual value of the incoming 110VAC (or 220VAC) supply using a
TTM or suitable multimeter. Connect the incoming supply to the Power Supply
Unit via the appropriate taps to match the measured input supply voltage (see
section 3.6),
(b) set the output current strap on the power supply unit to match the current drain.
For a current drain of 0.25A to 2.2A, link terminals 0.25-2.2A and TAP COM.
For a current drain between 2.2A to 4.4A, link terminals 2.2-4.4A and TAP
COM.
(c) Check that the power supply is giving out 24 - 26V DC. Adjust the input
incoming supply taps if necessary.
(2) Power up the transmitter. Power up the Receiver. The display will respond with
‘KEY’. Fit the correct frequency configuration key for the track circuit under test. The
display will echo back the frequency and then display the relay state (‘PICK’ or
‘drop’).
(3a) Using a TTM, or the condition monitoring display, confirm that Rx has a supply
voltage within the range 22.5V to 30.5V.
(3b) Confirm the track circuit has a Sideband imbalance ratio less than 1.6:1 for TU/ETU as
follows. On the receiver:
• Press OK then ‘NEXT’ until ‘INOW’
• Press OK then Next Until ‘USB’
• Press OK and note the value.
• Press ‘BACK’ then ‘NEXT’ until ‘LSB’
• Press OK and note the value
Calculate and record sideband imbalance by dividing the larger value by the smaller
value.
(3c) Confirm that the clear track current is within the expected range for the length of the
track circuit (see Table 5.3.1). If the clear track current is more than 20% below the
expected level, this indicates that the track circuit is losing current. In this case the
Section 5 Setting-up Procedure
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cause of the current loss must be determined and rectified otherwise the safety margin
of the circuit can be eroded.
Note: If the transmit circuit uses LMUs then losses in the LMUs reduce the expected
clear track current by 10%.
Table 5.3.1.
DISTANCE (metres)
Clear Track Current
Normal Power Low Power
mA Min Max Min Max
390
196
130 200 240 20 90
98 240 300 50 90
78 300 360 90 110
66 360 415 110 140
56 415 475 140 170
48 475 535 170 200
44 535 595 200 230
40 595 655 230 250
36 655 710
32 710 770
30 770 1100
(4) Connect a shunt box across the rails at the receiver TU or ETU track connections. Fix
the drop shunt at either 1.0Ω for a normal power track or 1.5Ω for a low power track.
Check that clear track current is 40-60% less than the value without the shunt box
connected.
(5) Replace the frequency key with the set-up key. The display will respond with ‘SET?’
Press the ‘OK’ button to begin the automatic set-up process
WARNING If the set up key left in place for more than 1 minute, then the set up function will time out and the threshold will be set to zero.
(6) The condition monitoring display will show the legend ‘WAIT’, followed by ‘PASS’
or ‘FAIL’.
‘PASS’ indicates that set-up has been successful, and the new gain settings have been
locked into the unit.
‘FAIL’ indicates that set-up was unsuccessful because, for example, the wrong
frequency key has been used, or the track current is too low. In this case, ‘FAIL’ will
cycle with the reason for failure shown as a code. The track circuit must be
investigated, and faults corrected before set-up is attempted again.
WARNING If the set up fails, then the threshold will be set to zero.
The automatic set-up failure code consists of 4 letters which are designed to focus the
fault investigation:
• M indicates that the modulation rate is in error, eg mod pin stuck on high
sideband.
• S indicates that the sideband imbalance is too great (exceeds 100%)
suggesting a TU fault.
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• H indicates that the input signal is too high suggesting the track should be
moved to ‘Low power’.
• L indicates that the input signal is too low suggesting open circuits / poor
connections.
Typical examples of fault codes are given in Table 5.3.2.
L Input signal low. Over-long TC. Poorly set-up tuned
area. Loose connections.
H Input signal high TC too short.
HL Input signal high and low Internal RX fault.
S Sideband imbalance high Failed TU.
SL Sideband imbalance high and
signal low
Unlikely to occur
SH Sideband imbalance high and
signal high
Unlikely to occur
SHL Sideband imbalance high,
signal high and low
Internal RX fault.
M Mod rate incorrect Faulty TX.
ML Mod rate incorrect and signal
low
Open circuit in TC. Wrong
frequency TX or RX key.
MH Mod rate incorrect and signal
high
Unlikely to occur
MHL Mod rate incorrect and signal
high and low
Internal RX fault.
MS Mod rate incorrect and
sideband imbalance high
MOD pin tied on TX or TX MOD
fault.
MSL Mod rate incorrect, sideband
imbalance high and signal low
Incorrect frequency key used.
MSH Mod rate incorrect, sideband
imbalance high and signal high
Unlikely to occur
MSHL All signals incorrect Internal RX fault.
Thld
Tol
A-B mismatch between
thresholds.
High level traction interference
signal present.
Time Out - ‘OK’ not pressed within 60
seconds.
Key Wrte - Faulty key or process corrupted.
WRNG - Set up key inserted before
frequency key or incorrect
frequency key inserted to finish the
process.
(7) Replace the set-up key with the frequency key. Check that clear track current is still
40-60% less than the value without the shunt box connected. Remove the shunt box
and check that the current recovers to the value noted at the beginning of step 3.
(8) Connect a shunt box, set to 0.7 ohms, across the rails at the transmit end TU / ETU
track connections and check that the track circuit drops.
(9) Record the clear track current and the threshold level on the track circuit record card.
Note 1: See section 5.3.4 for advice on using data from the Condition Monitoring
display for use on the record sheet.
Note 2: Where low power tracks are used, ‘Low Power’ labels must be fixed to the
Tx, Rx and TUs / ETUs
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5.3.2 Track Circuits With Two Or Three Receivers
When setting up a track circuit which has two or three receivers being driven from the same
transmitter, the following procedure should be adopted:
(a) Carry out step (1) above.
(b) Ensure that all receivers in the track circuit are connected.
(c) Carry out step (2) and (3) for all receivers in the track circuit.
(d) Set-up each receiver in turn as detailed in steps (4) to (6) above.
(e) Finally, Connect a shunt box, set to 0.7 ohms, across the rails at the transmit end TU /
ETU track connections and check that all Rx drop.
5.3.3 Track Circuit Records
Track circuit record cards have traditionally recorded the sensitivity, or gain, setting of the
analogue Receiver. It is important to note that, with Digital Receiver, this parameter is
replaced by the threshold value read from the Condition Monitoring display using the ‘Ith’
command. Similarly, the I/P signal for track clear can be read from the Condition Monitoring
display using the ‘Inow’ and then ‘Av’ commands. All other recorded values are unchanged.
Full details of the operation of the Condition Monitoring display are given in section 6.1.
5.3.4 Checking the Accuracy of the Condition Monitoring Display
The measurements displayed by the Condition Monitoring Display are made by high integrity,
duplicated circuitry. However, if there is difficulty in reading the display, eg if some of the
LED segments have failed, measurement of key values can be made independently of the
Condition Monitoring display using a calibrated TTM in the following way.
PSU Voltage Measure the voltage across B24 and N24 using a TTM on the DC range.
Sensitivity Setting A 1Ω resistor is included in the input circuit between IP1 and TP1. The sensitivity setting locked into the unit at set-up can be checked by measuring the voltage across TP1 and IP1 (using a TTM set to the correct frequency) while the automatic set-up is in progress.
I/P Signal Track Clear Again, use the 1Ω resistor by measuring the voltage across TP1 and IP 1 using a TTM, when the track is clear.
Relay O/P Voltage Measure the voltage across RL+ and RL- using a TTM on the DC range.
Note: The 1Ω resistor has a protection circuit in series with it and TP1, thus any
attempt to check the value of the 1Ω will return a resistance value much larger
than 1Ω.
Section 5 Setting-up and Commissioning Procedure
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5.3.5 Emergency Set-up Procedure
This procedure may be used when it is necessary to replace a failed receiver and there is no
opportunity to take possession of the track to perform the drop shunt test.
IMPORTANT: A full set-up in accordance with section 5.3.1 or 5.3.2 should be carried out as soon as practicable.
(1) Note the threshold current value recorded on the track circuit record card.
(2) Remove the failed receiver and replace with the new one.
(3) Insert the original frequency key. Press the Next Key to display Inow, then the OK key
to display AV, then OK again to display the value of average track current.
(4) Using the 2mm test lead adaptors, attach a shunt box across the IPC and IP1 terminals,
or at the equivalent point on the surge arrestor terminals. Then adjust the shunt so that
the average track current reads the same as the threshold current value recorded on the
test record card.
(5) Leaving the shunt box in place, remove the frequency key and replace it with the set-up
key. Press OK to carry out the automatic set-up process as described in 5.3.1 steps (5)
and (6).
(6) On successful completion of the automatic set-up, replace the set-up key with the
frequency key. Record the clear track current on the record card. The receiver is now
operational.
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5.4 TRACK CIRCUITS WITH TUS OR ETUS AND ANALOGUE RECEIVERS
SAFETY REQUIREMENT The following setting up procedures must be completed before the track circuit is used in traffic, both after initial installation and after alterations to the track or equipment.
5.4.1 Standard Procedure: Track Circuits with One Receiver
WARNING High voltages may be present at EBI Track 200 rail connections. Observe all Safety Procedures that are in force for track possession and for
working on or near the track.
(1) At both the transmitter and receiver ends:
(a) measure the actual value of the incoming 110VAC (or 220VAC) supply using a
TTM or suitable multimeter. Connect the incoming supply to the Power Supply
Unit Style 11 via the appropriate taps to match the measured input supply
voltage (see sub-section 3.6),
and
(b) set the output current strap on the power supply unit to match the current drain.
For a current drain of 0.25A to 2.2A, link terminals 0.25-2.2A and TAP COM.
For a current drain between 2.2A to 4.4A, link terminals 2.2-4.4A and TAP
COM.
(2) Set the receiver sensitivity to the value given in Table 5.5.1.1, according to the track
length and operating mode (normal or low power).
(3) Connect a shunt box across the rails at the receiver TU or ETU track connections.
(4) Adjust the sensitivity so that the track drops with a shunt of:
(i) between 0.8Ω and 1.2Ω for a normal power track,
(ii) between 1.3Ω to 1.7Ω for low power.
Note 1: To lower the drop shunt, raise the sensitivity setting (eg 9 to 10)
To raise the drop shunt, lower the sensitivity setting. (eg 12 to 11)
Note 2: If the sensitivity setting has to be raised by more than 2 steps then this
indicates that the track circuit is losing current. In this case the cause of the
current loss must be determined and rectified otherwise the safety margin of
the circuit can be eroded. (If the transmit circuit uses LMUs then this does
not apply due to losses in the cable)
Note 3: Where low power tracks are used, ‘Low Power’ labels must be fixed to the
Tx, Rx and TUs / ETUs.
(5) Connect a shunt box, set to 0.7 ohms, across the rails at the transmit end TU / ETU
track connections and check that the track circuit drops.
5.4.2 Track Circuits With Two Or Three Receivers
When setting up a track circuit which has two or three receivers being driven from the same
transmitter, the following procedure should be adopted:
(a) Carry out step (1) above.
(b) Ensure that all receivers in the track circuit are connected.
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(c) Set-up each receiver in turn as detailed in steps (2) to (4) above.
(d) Return to the first receiver and check that the drop shunt is still correct; if not, then re-
adjust the receiver sensitivity as detailed in step (4) above.
(e) Repeat step (d) for each of the other receivers in turn until a drop shunt within the
specified range is achieved for each receiver in the track circuit.
CAUTION If the sensitivity setting for any receiver in a multi-receiver track circuit has to be adjusted, then the drop shunt for each of the other receivers in the track circuit must be checked, and re-set if necessary.
5.5 ANALOGUE RECEIVER SETTINGS
5.5.1 Nominal Track Circuit Lengths For Each Receiver Sensitivity Setting
IMPORTANT The figures given in this sub-section apply only to standard gauge: 1435 mm
5.5.1.1 End Fed Track Circuits
Table 5.5.1.1 is intended as a guide that can be used to set the initial RX sensitivity setting for
various track circuit lengths; they have been calculated to give a 0.5 ohm shunt at both
transmitter and receiver track connections with a worst case ballast condition of 0.5 mho/km.
IMPORTANT: The actual sensitivity setting necessary for any track must be determined from practical shunting tests achieving a shunt value at the receiver tuning unit in
the range 0.8ΩΩΩΩ to 1.2ΩΩΩΩ for normal power, and 1.3ΩΩΩΩ to 1.7ΩΩΩΩ for low power. These values allow for a reduction of ballast impedance due to, for example, a rain
shower.
Table 5.5.1.1
DISTANCE (metres)
Sensitivity Normal Power Low Power Step Min Max Min Max
1
2
3 200 240
4 240 300 50 90
5 300 360 90 110
6 360 415 110 140
7 415 475 140 170
8 475 535 170 200
9 535 595 200 230
10 595 655 230 250
11 655 710
12 710 770
13 770 1100
Example: A 680 metre end fed track circuit should have its receiver initially set to
sensitivity step 11.
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Note: If a track circuit contains any impedance bonds then the sensitivity may need to be
higher than that indicated.
Before the track is cleared for traffic, a rail to rail shunt test must be made by the receiver TU /
ETU rail connections. The sensitivity setting should be adjusted if necessary to give a shunt
of 0.8Ω to 1.2Ω (normal power), or 1.3Ω to 1.7Ω (low power).
5.5.1.2 Centre Fed Track Circuits
Centre fed track circuits should be treated as two independent track circuits. Because of the
extra loading effect of the second circuit, the sensivity setting may need to be increased by one
step.
Example: A centre fed track with receivers 500m and 700m from the transmitter should
have the two receivers set initially to sensitivity steps 9 and 12 respectively.
Before the track is cleared for traffic, a rail to rail shunt test must be made by the receiver
tuning unit rail connections for each receiver. The sensitivity setting should be adjusted if
necessary to give a shunt of 0.8Ω to 1.2Ω.
5.5.2 Receiver Input Wiring and Pick-Up Current for Each Sensitivity Setting
Receiver sensitivity is set by adjustment of the turns ratio of the input transformer. This is
achieved by connecting the input signal through one or more of the three primary windings of
the transformer, and arranging the relative phases of the windings (if more than one is
required) to either add or subtract their effect. This section describes the receiver input wiring
arrangements required to obtain the desired pick-up current.
The polarity of the signal from the TU is not important, therefore the terms ‘Input 1’ and
‘Input 2’ are interchangeable. In all cases one input (Input 2 in Table 5.5.2 and Figure 5.5.2a)
from the TU / ETU is terminated to one end of the 1Ω resistor in the receiver. A link from the
other end of this resistor is taken to the required end of the appropriate input transformer
winding, and other links (if required) and the other input from the TU / ETU are connected
such that the required gain is selected.
Table 5.5.2 contains the required connections for up to 3 straps and the other TU / ETU input
Input 2 is connected to the lower end of the 1Ω resistor.
Strap 1 is taken from the upper end of the 1Ω resistor to the position shown above. Inputs 1 & 2 are interchangeable. I.e. TU / ETU outputs are not polarity sensitive.
Section 5 Setting-up and Commissioning Procedure
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1H
1L
3H
3L
9H
9L
1ΩΩΩΩ
From TU / ETUto Input 1
STRAP 1 asshown inTable 5.5.2
From ETU toInput 2
Receiver Input Connections Figure 5.5.2a
Notes: (1) STRAP 1 is always taken from top of 1Ω resistor and
one output from the TU / ETU is always connected to bottom of 1Ω
resistor.
(2) INPUT 1 (the other output from TU / ETU ), STRAP 2 & STRAP 3 are
connected to achieve the required sensitivity.
(3) For convenience, INPUT 2 is usually connected to terminal 2 on TU /
ETU & INPUT 1 connected to terminal 1 on TU / ETU - but it does not
matter if these two connections are reversed.
(4) Measuring the voltage across 1Ω resistor in mV gives same value as Rx
input current in mA.
The following sketch (Figure 5.5.2b) shows the strapping for three example sensitivities:
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1H
1L
3H
3L
9H
9L
1 ΩΩΩΩ
INPUT 1from TUor ETU
STRAP 1from resistor
INPUT 2
from
ETU
STRAP 3
STRAP 2
Sensitivity Setting
9 + 3 + 1 = 13
1H
1L
3H
3L
9H
9L
1 ΩΩΩΩ
STRAP 3
STRAP 2
Sensitivity Setting
9 + 1 - 3 = 7
1H
1L
3H
3L
9H
9L
1 ΩΩΩΩ
STRAP 2
Sensitivity Setting
3 - 1 = 2
(series
aiding)
(series
aiding)
(series
aiding)
(series
opposing)
(series
aiding)
(series
aiding)
(series
aiding)
(series
opposing)
INPUT 2
from
ETU
INPUT 2
from
ETU
INPUT 1from TUor ETU
INPUT 1from TUor ETU
STRAP 1from resistor
STRAP 1from resistor
Figure 5.5.2b Example Sensitivity Settings
Section 5 Setting-up and Commissioning Procedure
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5.6 ADDITIONAL COMMISSIONING TESTS
SAFETY REQUIREMENT It is a safety requirement that the tests defined in 5.6.1 to 5.6.3 are carried out.
5.6.1 Crosstalk and Feed-through Checks
Carry out Test P in section 6.2.2 to confirm that crosstalk and feed-through interference are
controlled. Record the result of the test on the record card.
5.6.2 IRJ Confirmation Checks
If the track circuit is bounded by insulated block joints, then carry out inspection and testing as
detailed in section 6.2.2, Test R, to confirm that the IRJs are providing adequate insulation
between sections. Record the result of the IRJ test on the record card.
5.6.3 Earth Connection Confirmation Checks
Carry out earth continuity confirmation tests as detailed in Test Q in section 6.2.2.
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Section 6 Condition Monitoring, Maintenance and Disposal
M125401A4 6-1 Issue 4: October 2011 Confidential and proprietary.
Contents
6. CONDITION MONITORING, MAINTENANCE AND DISPOSAL. 2
6.1.1 Powering Up and Key Operations ................................................ 2
6.1.2 Operation of Display and Control Buttons .................................... 3
6.1.3 Operation of Display and Control buttons Under Error Conditions .................................................................................... 3
Section 6 Condition Monitoring, Maintenance and Disposal
6-2 M125401A4
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6. CONDITION MONITORING, MAINTENANCE AND DISPOSAL
6.1 CONDITION MONITORING
The EBI Track 200 TI21 Receiver incorporates three forms of condition monitoring to help
the maintenance team achieve high reliability.
• For routine testing, a four character display can be used to show key track crcuit
values.
• For fault investigation work, key track circuit values leading up to the most recent
‘Track occupied’ indication are stored on the Configuration Key. These values can
be read back via a PC to reveal track circuit activity.
• Continuous, remote monitoring is enabled via the Condition Monitoring Interface
Connector.
Further details of these three interfaces are given in the following sections.
EBI Track 200 Front Panel Figure 6.1.1
6.1.1 Powering Up and Key Operations
After power up, and during normal operation, the following displays may appear:
• ‘Key?’
There is no frequency, or set-up key, inserted in the Receiver. A frequency key
must be inserted so that the Receiver can configure its frequency.
• ‘200freq’ followed by ‘PICK’ or ‘drop’ where ‘freq’ is the EBI Track frequency A –H.
This is the normal sequence after inserting a frequency key or powering up with a
previously-set-up key in place: it indicates that the Receiver has configured its
frequency and the unit is now displaying the track relay state.
EBI Track 200
TI21 Receiver
Next
OK
Back
IP 2
IP 1
TP1
E
IP C
N24
B24
RL
RL
Condition Monitoring Display
Control Buttons
Frequency Key
Main Connector
Condition Monitoring Interface
Latch
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• ‘WRNG’
A set-up key has been inserted before a frequency key. The set-up key must be
removed and a frequency key inserted, so that the Receiver can configure its
frequency. An incorrect frequency key has been inserted to finish the process.
• ‘BadK’
The key is corrupted and must be replaced.
• ‘200freq’ followed by ‘NewK’ where ‘freq’ is the EBI Track frequency A –H.
A frequency key has been inserted for which the Rx does not have
threshold data. A fresh auto-set procedure must be carried out (seee section 5.3).
6.1.2 Operation of Display and Control Buttons
The condition monitoring and the associated control buttons provide a simple user interface
with the Digital Receiver. There are two operating modes:
• With the set up key in place, the receiver is in Set-up mode:
o Pressing the ‘OK’ button will initiate the set-up sequence as described in
section 5.3.
• With the Frequency Key in place, the receiver is in Condition Monitoring mode.
o In this mode, the control buttons are used to cycle through the condition
monitoring displays, as explained below.
o No alterations to operating characteristics can be made in this mode.
In condition monitoring mode, The display allows the following parameters to be interrogated
via the menu structure shown in Figure 6.1.2:
• Receiver output relay state (‘PICK’ or ‘drop’).
• Instantaneous track current (‘I now’) readout in mA to three significant figures1.
• Receiver threshold value2 locked into the Receiver during the set up process (‘I th’) readout
in mA to three significant figures.
• Power supply voltage (‘Vout’) readout in Volts
• Output drive voltage to the track relay (‘Vout’) readout in Volts
• Output drive power to the relay (‘Pout’) readout in Watts
• Internal temperature (‘Temp’) readout in °C.
• Receiver Status ‘Stat’
• Unit configuration data (‘CFG’):
o Unit frequency
o Unit modification state
o Unit serial number
6.1.3 Operation of Display and Control buttons Under Error Conditions
When the Receiver detects an error, the default Relay state display changes to cycle between
‘ERR’ and ‘KEY?’ if no key is inserted, ‘ERR’ and ‘NEWK?’ if a new, unregistered key is
inserted, or ‘ERR’ and ‘PICK’ or ‘drop’ if an operational error has occurred In this last case,
pressing ‘OK’ will route the display to the quantity causing the error. From this point, the
standard menu navigation key presses apply so the user can check for disturbance of other
parameters.
Figure 6.1.2 illustrates the complete menu navigation structure.
1 During measurement of track current, it is important to know that the display has not frozen. For this reason, the decimal point alternates between “.” and “,”.. If the point does not alternate, then the display has frozen and the unit should be replaced. Mod Strike 1 and earlier receivers had lower resolution, and used an alternating “A” and “B” prefix for this task. 2 After set-up, receiver currents above the threshold value will cause the receiver to indicate ‘track clear’, while currents below the threshold will cause an indication of ‘track occupied’.
Section 6 Condition Monitoring, Maintenance and Disposal
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CM Display Menu Structure Figure 6.1.2
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6.1.4 Remote Monitoring
Remote monitoring can be accomplished using the Condition Monitoring interface connector
and the serial link protocol described in the following paragrapghs.
Pin Function Comments
1 RS485 or RS232 select Linked to pin 9 for RS485
2 RS232 Tx or RS485 Z
3 RS232 Rx
4 Relay Common Fault Relay contact 220V/1A: open = fault.
5 Isolated 0V
6 RS485 Y
7 Do not connect
8 Normally Open relay contact Fault Relay contact 220V/1A: open = fault.
13 Relay Power Incorrect relay type used. Fault in relay wiring (eg two relays in parallel).
Correct wiring.
- Corrupt Key Corrupted key. Replace key
Recommended Action for Error Codes Table 6.1.5.1
6.1.6 Applications of Monitored Parameters
Table 6.1.2 illustrates the uses of the various parameters that the Receiver provides data for.
Monitored
Parameters
Application of Monitored Parameters
Routine Track
Circuit Monitoring
Track Circuit Fault
Diagnosis
Unit Fault
Diagnosis
Modification
Control Data
Relay State √ √
Instantaneous Track Current
√ √3
Threshold Values √ √ √
PSU Voltage √ √
Relay Voltage √ √
Relay Power √ √
Internal Temperature √
Configuration Data √
Application of Monitored Parameters Table 6.1.6
3 In particular, track current can be used to give advance warning of degrading track circuit performance before complete failure occurs.
Section 6 Condition Monitoring, Maintenance and Disposal
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6.2 TRACK CIRCUIT TESTS
6.2.1 General
WARNING High voltages may be present at the EBI Track 200 Receiver output terminals
and at rail connections.
The nominal voltage on the LMU terminals is 95V RMS. Under some
circumstances this can be as high as 140V RMS, therefore before fitting or
removing these units, power must be removed from the associated transmitter.
Personnel delegated to work on these units while in operation, must be suitably
competent.
Observe all Safety Procedures that are in force for track possession, and for
working on or near the track.
IMPORTANT It is important that, before disconnecting any tuning unit rail connections, both track circuits adjacent to the affected track are switched off. This is because the disconnected TU may have formed the short circuit that prevented energy from one adjacent track feeding through to the other. There is a danger of false feeding a track circuit and causing a wrong side failure if this precaution is not observed and another tuning unit were to become disconnected.
Beware, also, that short circuiting connections to a TU or disconnecting a Transmitter or Receiver from a TU may cause a right side failure by dropping the companion track circuit.
Measurements of voltage and current of the TI frequency signal for a track may be corrupted by signals from the companion track and other AC sources. To overcome this problem, a TI21 Test Meter (TTM), set to the frequency of the track circuit under test, should be used for all readings. If a TTM is not available, to reduce the problem, the Transmitter of the companion track should be switched off as follows:
(1) Always switch off the companion Transmitter if it shares the tuned area being tested. Switch off by removing a power supply fuse - do not disconnect the Transmitter from the Tuning Unit as this will upset the "pole" tuning.
(2) When signal levels less than or equal to receive end rail voltages are being measured, switch off the companion Transmitter even if it is remote from the tuned area being tested, i.e. Tests E (except normal transmit end rail voltage), F (as E), G and K.
Unless a TTM is used, there is always a danger that interference from other tracks or 50 Hz mains may reduce the accuracy of measurements. In electrified areas measurements should not be made when a train is nearby on any line lest harmonics in the traction current at TI frequencies corrupt the readings. A TTM will not satisfactorily filter out other signals within 30 Hz of that selected for measurement.
Note that the TTM could be influenced by strong magnetic fields. Consequently it is
advisable that a TTM is not placed directly onto traction current carrying components, such as running rails, impedance bonds, traction return cables, etc. Also, on some schemes with concrete track beds there is the possibility of stray currents flowing in concrete reinforcements of the track bed.
(1) A selection of the following tests may be used to compile a track record card, monitor
the operation of the track as part of a routine maintenance programme and to find faults
on a defective track circuit. Each half of a centre fed track circuit and each portion of a
cut sectioned track must be treated separately.
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(2) A 'companion' track is that which shares the tuned area being tested with the track that
is under investigation.
6.2.2 Tests – Track Circuits with TUs / ETUs
Use of the Transmitter and Receiver Health Monitoring Displays
The Transmitter’s Health Monitor LEDs can help to identify fault conditions. The
meaning of the indications is as follows.
Power LED
A Red indication means that the supply is outside the range 22.5V to 30.5V.
A Green indication means that the supply is within specification.
If the Power LED shows a Red indication check that the power supply to the unit
is within specification and free from excessive noise & ripple.
Internal LED
A Red indication means that the internal logic has failed, the output stage is short
circuit or the load is short circuit. If either the output stage, or the load, is short
circuit, then the load LED will also be red.
A Green indication means that the internal logic and output stage are fully
functional.
If the Internal LED alone shows a Red indication then replace the unit.
If the Internal LED and the Load LED are red, then follow the procedure indicated
under Load LED below.
Load LED
A Green indication means that the load current is within normal operating limits.
A Red indication means that the external load is short circuit or the transmitter
output stage is short circuit.
If the Load LED shows a Red indication, check first for a short circuit output stage
by disconnecting O/P 1 or 2 and checking that the load LED remains Red. In this
case, replace the transmitter.
If the Load LED extinguishes, then the fault is a short circuit in the transmitter
output wiring, eg a surge arrestor failure, which must be corrected.
The Reciever’s LED display also helps to identify fault conditions:
If the display indicates ‘PICK’ or ‘drop’ alone, then all parameters are within their
normal operating range.
If the display indicates ‘PICK’ or ‘drop’ alternating with ‘ERR’, then an error
condition is present and pressing ‘OK’, as described in section 6.1.3, allows the
operator to interrogate the Receiver to find out which parameter is out of range.
Interpretation of the output is given below.
‘Vpsu’ indicates thast the B24/N24 supply voltage must be adjusted back within
operating limits (prefersably 24V-26V).
‘Vout’ indicates that the Reciever is not producing sufficient voltage to drive the
track relay. The receiver should be replaced.
‘Pout’ indicates that the track relay is drawing too much current. The wiring to
the relay should be checked for incorrect loading, eg two relays..
‘Temp’ indicates that the temperature local to the receiver needs to be reduced .to
within specification. As a temporary measure, this could be achieved by opening
the location case doors. Longer term measures may include removing any high
dissipation equipment from the vicinity.
‘Stat’ can be further broken down:
‘Int’ indicates an internal fault in the receiver which should be replaced.
‘Mod’ indicates that the modulation rate is incorrect – this may be
caused by the ‘Mod pin’ on the transmitter having become shorted to B24
or N24, since this forces the transmitter to output only one sideband.
Otherwise, it indicates a fault with the transmitter.
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‘SB’ indicates that there is too much difference between the sidebands,
this ls likely to be due to a TU/ETU problem, see following track circuit
tests.
‘OVR’ indicates that the receiver is getting too much signal, most likely
caused by a low power track being operated on normal power.
‘SIGZ’ indicates that there is no track current at the receiver. Check
wiring for open circuits and TU/ETU operation.
‘THR’ indicates internal faults with the receiver, which should be
replaced.
‘TRIP’ indicates that the track relay is drawing too much current. The
wiring to the relay should be checked for short circuits.
‘FPGA’ indicates an FPGA fault in the receiver, which should be
replaced.
Further investigation of the source of the fault can be achieved by use of the track circuit tests
next described.
The following sketch summarises the tests that are described in this sub-section:
TUF1
LineMatchingUnit
(if fitted)
TUF2
TXF1
RXF1
TrackRelay
Track Circuit F1
FH
G
E
D3
C
D1
A, B A, B
M, N, P
K
L
F
J
H
M
Tuned AreaTuned Area
D2
D4
LineMatchingUnit
(if fitted)
TUF1
TUF2
Summary of Tests for track Circuits with TUs / ETUs Fig 6.2.2
Note: For Test A use a digital multimeter set to the appropriate DC current range
(maximum 2.2A at a Tx and 0.5 A at an RX).
For Tests B & L use a TTM, or digital multimeter set to measure DC voltage
(maximum voltage 30.5 V for B and 60V for L).
For Tests, D3 / D4 use a digital multimeter that is suitable for measuring true
r.m.s. AC voltages at frequencies up to 3 kHz.
For Tests C, D1 / D2, E, F, G, H, J, K, N and P use a TTM set to the
appropriate voltage range and to the frequency of the track circuit being tested.
(If a TTM is not available, use a digital multimeter that is suitable for
measuring true r.m.s. AC voltages at frequencies up to 3 kHz.)
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A. Transmitter / Receiver B24 Power Supply Input Current
The supply input current is most easily measured across the appropriate B24 fuse
holder with the fuse removed. The reading should be:
Transmitter Normal power transmitter 1.3ADC to 2.2ADC
Low power transmitter 0.2ADC to 0.4ADC
Receiver relay down (de-energised) approximately 50 mADC
relay up (energised) 0.2ADC to 0.5ADC
B. Transmitter / Receiver B24 Power Supply Input Voltage
Measure this voltage across the B24 and N24 terminals of the unit under investigation.
In all cases it should be between 22.5VDC and 30.5VDC (preferably 24V-26V). For EBI
Track 200 Receivers, the voltage may be read directly from the CM display by
accessing the quantity ‘PWR’.
C. Transmitter Output Voltage
NOTE: In order to obtain consistent results for this test, it is important that a TTM
switched to the frequency of the Transmitter being checked is used, and that
the Transmitter is connected to its TU / ETU.
Measure the voltage across the outgoing links from the location case; this also checks
the Transmitter to link wiring. If LMUs are used, then measure the voltage at the
Transmitter output terminals.
In normal power mode, the voltage level should be within the range 8.5VRMS to
12.5VRMS for all carrier frequencies. In low power mode, the output voltage may be up
to 5VRMS higher.
D. If Line Matching Units are fitted:
D1 Measure the input to the LMU(Tx) across the ‘TX’ terminals. It should be the
same value as that obtained in Test C.
D2 Measure the output from the LMU(TU) across the terminals marked ‘TU’, the
value can be up to 2.5V, approximately, less than the result of Tests C & D1.
WARNING Do not use a TTM to measure the output from the LMU(Tx) and the input to an
LMU(TU).
Take care when measuring the output from the LMU(Tx) and the input to an
LMU(TU) as it exceeds 100V at TI frequencies and may be as high as 700V peak-
to-peak if the output from either LMU is not on load or the track circuit is
operating in low power mode.
This voltage is high enough to endanger life; before fitting or removing these
units, power must be removed from the associated EBI Track 200 Transmitter.
Note: Tests D3 & D4 are not necessary unless the result obtained in Test D2 is
incorrect
D3 Using a digital multimeter, measure the output from the LMU(Tx) across the TU
terminals, the output should be between 80VRMS and 120VRMS.
D4 Measure the input to the LMU(TU). The value should be within 10VRMS of that
measured in D3 above.
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E. Transmitter Tuning Unit Input Voltage
This voltage is measured at the input terminals to the tuning units - terminals 4 and 5 for
normal power operation, terminals 1 and 2 for low power. Allowing for cable losses
(and LMU transformer losses, if fitted), the reading obtained in this test can be up to
2.5V, approximately, less than the result of Test C.
F. Transmitter / Receiver End Rail-to-rail Voltage
These voltages are measured between the appropriate TU / ETU rail connections.
Depending on track length and ballast conditions, they will approximate the values
shown in the following Table 6.2.2F. To measure receive end voltage, the Tuning Unit
output on terminals 1 and 2 must be connected to the Receiver or short circuited - do
Note: Unless compiling a Track Record Card, it may not be necessary to carry out
Test G unless the results obtained in Test F were incorrect.
To check the integrity of the track to tuning unit cable, measure the tuning unit output
voltage across terminals T1 and T2. The voltage reading should be about 5% to 10%
higher than the reading obtained in Test F.
H. Transmitter / Receiver Rail Voltage at Companion Tuning Unit
The voltage measured across the rail connections of the companion, or ‘Zero’, Tuning
Unit should be lower than that across the ‘Pole’ Tuning Unit of a tuned area. Table
6.2.2H lists the minimum acceptable ratios for the Pole / Zero voltage ratio for tuned
areas of the various frequencies and equipment configurations.
Section 6 Condition Monitoring, Maintenance and Disposal
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Table 6.2.2H
Tuned Area
Pole Frequency Zero Frequency Ratio
TX ACG RX BDH 12:1
TX ACG TX BDH 11:1
RX ACG TX BDH 12:1
RX ACG RX BDH 12:1
TX BDFH RX ACEG 18:1
TX BDFH TX ACEG 15:1
RX BDFH TX ACEG 18:1
RX BDFH RX ACEG 18:1
TX E RX F 9:1
TX E TX F 8:1
RX E TX F 9:1
RX E RX F 9:1
IMPORTANT Ratio figures are calculated with voltages measured at the frequency of the POLE tuning unit, using a TI21 Test Meter (TTM).
J. Receiver Tuning Unit Input Voltage
To check the integrity of the track to tuning unit cable, measure the tuning unit input
voltage across T1 and T2. The voltage reading should be within 5% of the values given
in Table 6.2.2F.
K. Receiver Tuning Unit Output Voltage
Measure the tuning unit output voltage across terminals 1 and 2. The voltage reading
should be lower than the reading obtained in Test J, typically in the range 30 to
200mV.
L. Receiver Output Voltage to Relay
WARNING Take care when measuring the output from the Receiver as the output may
exceed 50 VDC. This voltage is high enough to endanger life
The Receiver output voltage should be between 40 VDC and 44 VDC (EBI Track 200
Receivers) or 40VDC and 75VDC(Analogue Rx), but may rise to approximately 70VPEAK
(EBI Track 200 Receivers) or 120VPEAK (analogue Receivers) if the relay is not
connected.
M. Drop Shunt Test at Receive End
The drop shunt level of the track circuit should be measured at the receive end Tuning
Unit rail connections. This should be between 0.8Ω to 1.2Ω for normal power
operation, or 1.3Ω to 1.7Ω for low power operation.
CAUTION Under no circumstances must the track be left with a drop shunt of under 0.5ΩΩΩΩ.
The prescribed settings ensure that the track will not drop when there is not a train
present if the ballast resistance falls to its specified minimum value of 2Ω·km
Section 6 Condition Monitoring, Maintenance and Disposal
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(conductance of 0.5mho/km), nor will the drop shunt ever decrease below 0.5Ω, if
ballast resistance increases.
Note that the drop and pick-up shunts are virtually identical on an EBI Track 200 track
circuit.
N. Receiver Input Current
The value of Receiver input current can be established by measuring the voltage, using
a TTM, across the 1Ω resistor which is connected in series with the input within the
Receiver. The voltage represents 1mA/mV. For EBI Track 200 TI21 Receivers, this
value may be read directly from the display by accessing the quantity ‘Inow’ and then
‘Av’.
The minimum value necessary for an analogue Receiver to pick up the track relay at
each gain setting is shown in Table 5.4.2. It can be calculated as (195/Gain)mA. For
EBI Track 200 TI21 Receivers, this value may be read directly from the display by
accessing the quantity ‘Ith’since this is the threshold value locked into the receiver
during the automatic set-up process.
P. Cross Talk / Feed Through Tests
Ensure that all track circuits which may cause interference to the track circuit being
tested are operational, including:
(a) the next track circuits of the same frequency,
(b) track circuits connected to the track circuit under test by cross bonding.
Switch off the Transmitter associated with the tack circuit under test, and ensure that the
track relay de-energises.
For analogue Receivers, use a TTM, set to the frequency of the track circuit being
tested and to the 30 mV range. Measure the voltage across the 1Ω resistor of the
Receiver - it should be less than 8 mV (the voltage represents 1mA/mV). For EBI
Track 200 TI21 Receivers, the current may be read directly from the display by
accessing the quantity ‘Inow’. A curent higher than 8mA must be investigated, look for
disconnected cable screens, tuning unit failure, etc.
Q. Earth Connection Confirmation Checks
Confirm by continuity tests that the TX, RX and PSU cases and lightning protection
surge arrestor earth terminals are connected to the local earth.
Also confirm that no lightning protection surge arrestors have become short circuit to
earth.
R. IRJ Insulation Check
IMPORTANT It is not intended that the procedures given in this sub-section should replace
or supersede any inspection procedures, or inspection periods, detailed by rail
authority instructions / codes of practice, but rather be used as a supplement to
any such procedure.
R1 Visual inspection
Check that the insulated rail joint has been correctly assembled, and that all insulation
pieces are fitted, and are undamaged.
Check that there is no metal swarf, rust or debris bridging the insulation post between
the rail ends or the fishplate insulation pieces. Any swarf or debris must be removed
with a stiff wire brush. Also remove excessive grease which may retain conductive
debris.
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Check that there is at least 5mm clearance between the rail ends. As the rails wear, the
clearance will be reduced, increasing the risk of the insulation being bridged. Excessive
burring of the rail ends can be removed by grinding. The insulation should be replaced
as required. Wider insulation posts are available.
Check that the bolts are correctly tightened. If the bolts are loose then the joint may
close during the passage of trains.
Check that the IRJ to SPETU or TCU rail connections spacing does not exceed 3m.
Following the cleaning and adjustment of insulated rail joints, the drop shunts of
affected track circuits should be checked. In accordance with section 5.
R2 Electrical Test
This procedure measures leakage current, and needs the track circuit signal to be
powered. If the joint is in good condition there should be no or very little current
passing through the joint.
IMPORTANT The following test may drop the track circuits. Agreement must be reached
with the Signaller before proceeding.
Figure 6.2.2.R: IRJ Test Diagram
The track circuits either side of the IRJ must be powered up with all normal track
connections fitted.
Referring to Figure 6.2.2R, attach a Rocoil Rail Current Transducer set to 1.0V/1.0A,
and a TTM set to the frequency of the track on the same side of the IRJ (F1). The TTM
should read less than 5mA. Check the operation of the Rocoil / TTM by connecting a
shorting strap between points E and G. The TTM reading should increase by over 100
times and the track circuit will drop. Move the shorting strap from point E to point F.
The track circuit should pick and the TTM should read less than 5mA (I1).
In order to detect partial failure within the IBJ assembly, connect a second shorting
strap between:
• The rail in F1 and the upper fishplate (points A and B).
• The rail in F1 and the lower fishplate (points A and D).
• The rail in F2 and the upper fishplate (points C and B).
• The rail in F2 and the lower fishplate (points C and D).
All TTM readings except the initial check reading should remain below 5mA. If the
reading increases above 5mA, or the track circuit indicates occupied, then the IRJ is
defective and must be replaced.
Any other type of
track circuit
F2
ETU
Track Circuit F1
Rail
Current
Sensor
TTM
IRJ
Fishplate
A
B
C
D
IRJ Under
Test
F
G
E
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Where IRJs are used in both rails (as illustrated), the tests must be repeated for the
second IRJ.
6.2.3 Tests - Track Circuits with TCUs
For test details see Single Rail Applications Manual, M580000626A4.
Section 6 Condition Monitoring, Maintenance and Disposal
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6.3 ROUTINE MAINTENANCE
It is a functional requirement that routine maintenance shall be carried out on an EBI Track
200 track circuit every six months. Such periodic attention can often be of value.
Insulated rail joints, while not part of the EBI Track 200 equipment, can be the cause of track
circuit failures due to breakdown or bridging of the insulation.
SAFETY REQUIREMENT Insulated rail joints must be maintained in good condition in order to
guarantee safe operation of EBI Track 200 track circuits.
It is recommended that the inspection and tests specified in Test R of section 6.2.2 are
normally carried out at twelve-monthly intervals. If joint failure is very frequent then more
regular inspections must be made. Where there is a recurring problem then the underlying
causes should be investigated. These may include the presence of metallic swarf from rail
drilling operations, excessive rail wear due to mis-aligned rails, etc. The results should be
recorded on a IRJ Test Record Card, a suitable format is given in Section 9. This should be
done when the track is commissioned and whenever any alterations or adjustments are made to
it.
The tests required for a track circuit with TUs/ETUs (see sub-section 6.2.2) are:
Transmitter End: A, B, C and F (include tests D2/D2/D3/D4 if LMUs are fitted)
Receiver End: A, B, F, K, M and N
General: P, Q and R
The tests required for a track circuit with TCUs are covered in the Single Rail Applications
Manual, M580000626A4.
Section 6 Condition Monitoring, Maintenance and Disposal
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6.4 FAULT FINDING
6.4.1 Track Circuits with TUs / ETUs
6.4.1.1 General
If adjacent track circuits fail together, then items common to them - power supplies, tuning
units or interconnections - should be checked first.
The most vulnerable parts of the track circuit are the TU / ETU-to-rail and impedance bond-to-
rail connections. It is prudent to check the integrity of these before beginning a systematic test
through the circuit from the transmit end. It is also advisable to check that there is no fault in
the wiring between the Receiver output, track relay and the panel indication before proceeding
to the trackside
Full details of the tests are given in Section 6.2.2. It is important not to simply overcome a
fault by adjusting the Receiver gain; the reason for a change in drop shunt value should be
ascertained by performing the tests given in this section. The results of each test can be
compared with the measurements taken at the last test / commissioning / setting-up that were
logged on the Record card; any major differences may be a guide to the possible fault area.
Although the tests are presented to start from the transmit end of the track circuit, sometimes it
may be more convenient to start from the receive end.
6.4.1.2 Transmitter End
(1) Check that the Transmitter and Tuning Unit / End Termination Unit are making their
usual 'singing' noise, and that all 3 Transmitter monitoring LEDs are green (unless the
Transmitter is in low power mode, when the ‘Load’ LED may be yellow).
If the ‘Power’ LED is red then proceed to (3) test B. Until the power supply is correctly
adjusted, all indications and measurements are likely to be misleading.
If the Transmitter is not ‘singing’ or the ‘Internal’ LED alone is red, then the
Transmitter is faulty and should be changed.
If the ‘Internal’ and ‘Load’ LEDs are red, then proceed to (2).
(2) Check for a short circuit transmitter output stage by disconnecting O/P 1 or 2 and
checking that the load LED remains Red. In this case, replace the transmitter to correct
the fault.
If the ‘Internal’ and ‘Load’ LEDs extinguished, then the fault is a short circuit in the
transmitter output wiring. On correction of the short circuit, check that all Transmitter
LEDs are green then check the rail-to-rail voltage at the transmit end tuning unit (Test
F). If this is correct, then a 1.0Ω shunt across the Transmitter TU rail connections will
reduce the rail-to-rail voltage by approximately half if the transmit end is working
properly and the remainder of the Transmitter tests need not then be carried out.
(3) Test the B24 power supply voltage and current to the Transmitter (Tests A and B), and
the Transmitter output voltage (Test C). Results from these tests outside the normal
range show that the power supply unit, Transmitter or Tuning Unit / End Termination
Unit may be faulty. Further tests will help to indicate which has failed but only
replacement of the most suspect unit may finally establish which is faulty.
(4) Tuning Unit input and output voltages (Tests E and G) will show whether the
interconnections are OK.
(5) If LMUs are fitted, the results of TEST D will indicate whether the inter-wiring
between Tx/LMU(Tx) and LMU(Tx)/LMU(TU) is serviceable.
Section 6 Condition Monitoring, Maintenance and Disposal
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WARNING Do not use a TTM to measure the output from the LMU(Tx) or the input to an
LMU(TU).
Take care when measuring the output from the LMU(Tx) and the input to an
LMU(TU) as it exceeds 100v at TI frequencies and may be as high as 700v peak-
to-peak if the output from either LMU is not on load or the track circuit is
operating in low power mode.
This voltage is high enough to endanger life; before fitting or removing these
units, power must be removed from the associated EBI Track 200 Transmitter.
(6) If the rail-to-rail voltage (Test F, step 2 above) is wrong, then either of the TUs, or the
rail connections may be faulty.
The companion TU voltage should be tested (Test H). If incorrect, then the companion
TU may be faulty. The companion TU will be confirmed as faulty if the rail-to-rail
voltage at the TU of the failed track becomes correct when terminal T1 is shorted to
terminal T2 on the companion TU.
If the transmit end appears to work normally, walk through the track checking bonds
and insulation pads, and looking for any metal debris that may be shorting it out.
The rail-to-rail voltage should fall in an approximately linear manner between the
Transmitter and Receiver ends as shown in Figure 6.4.1.2 below. During the walk
through, it should be checked every 50m or 100m and the difference between any two
consecutive readings should be about the same. Any irregularities in the pattern of rail-
to-rail voltages indicate a problem with the track itself. The place where the irregularity
occurs can be used as a guide to the location of the track fault.
See section 6.4.1.4 & 5 for further information on track faults if required.
200 4000
0
1
2
3
4
5
6
≈ 1.1V
Rail to rail voltage (V)
Slope
≈ 1.2V / 100m
Typical 400m Track Circuit
00
1
2
3
4
5
6
Rail to rail voltage (V)
200 400 600 800 1000
Slope
≈ 0.6V / 100m
Typical 1000m Track Circuit
≈ 0.4V
The rail to rail voltage along a track circuit falls approximately linearly from Tx end to Rx end.The rate of fall is dependent on the track circuit length.
Typical Rail-to-Rail Voltage Distribution Graphs Figure 6.4.1.2
Section 6 Condition Monitoring, Maintenance and Disposal
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6.4.1.3 Receiver End
(1) Check that the Receiver LED display is showing ‘PICK’ or ‘drop’ and is not alternating
with ‘ERR’. If ‘ERR’is showing, then an error condition is present and pressing ‘OK’,
as described in section 6.1.3, allows the operator to interrogate the Receiver to find out
which parameter is out of range.
If no faults are displayed, then proceed to step 2 below.
(2) Check the voltage at the tuning unit rail connections (Test F). A low reading indicates
that either TU may be faulty or that a connection has failed.
(3) The voltage at the companion TU should be tested (Test H). If incorrect, then the
companion TU may be faulty. The companion TU will be confirmed as faulty if the
rail-to-rail voltage at the TU of the failed track becomes correct when terminal T1 is
shorted to terminal T2 on the companion TU.
(4) Measure the Receiver input current (Test N). If this is too low for the Receiver to
operate, i.e. under 15 mA, the Receiver TU is faulty. If it is adequate but there is
insufficient relay supply voltage (Test L) with a satisfactory power supply (Tests A and
B), then change the Receiver.
(5) Check the connections to the relay, and that the voltage is available on the coil
terminals. Change the relay if necessary.
Caution Always switch off the power supply to the Receiver before removing the relay; if the relay is removed for a long period with the Receiver powered then the Receiver output could become stressed / damaged.
6.4.1.4 Track-Related Problems
If all the standard tests detailed in sections 6.4.1.1 to 6.4.1.3 do not reveal a fault and
problems persist, then the fault is probably due to excessive leakage of track circuit
signal current. The causes of leakage fall into three main groups:
Individual sleeper leakage
paths
Chair bolts touching reinforcing in concrete sleeper and either
no or failed insulation system (pads & biscuits between rail
and chairs).
Localised. leakage paths Track running through a ‘wet bed’ or over a road crossing
where contamination has occurred (e.g. lorries carrying coal
or minerals).
General ‘background’
leakage
Old track on wooden sleepers without insulation system
between rails and chairs
In the case of localised leakage and individual sleeper problems, the most effective
means of identifying the problem area is by use of a TI21 Rail Current Transducer and
TI21 Track Meter (TTM) using the following method.
The Rail Current Transducer is connected to the TTM and the meter switched to the
correct frequency for the track circuit under investigation. Current flowing onto the
track circuit from the End Termination Unit should first be measured.
Rail current is typically 1A on normal power or 0.5A on low power. The current level
in each rail should be the same; this should be checked since a difference of more than
about 5% should be investigated. Differences in current between the two rails indicate
that there is a third path through which some of the feed or return current is flowing.
This could be a path through the ground (or ballast), but is more likely to be via traction
bonding or other rails or tracks. Such paths should be eliminated as far as possible since
they can only reduce the sensitivity of the track circuit to train shunts by providing
alternative paths that are not shunted.
Section 6 Condition Monitoring, Maintenance and Disposal
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Areas where current can be significantly different in each rail are in points and
crossings. It is sometimes the case that one rail splits to form two parallel paths, e.g. via
the diamond of a crossing. In this case about half of the track circuit current will flow in
each path, and it will not be possible to change this.
In areas of plain line, assuming the current in both rails is the same, it is not normally
necessary to continue measuring in both rails. The current in the rail should be
measured at convenient intervals, say 20m to 50m, until a larger than normal decrease is
noted. The poor ballast area or shorting sleeper will be within this area. Further
readings may now be taken to narrow down the precise area of leakage, or the shorting
sleeper.
6.4.1.5 Track Voltage and Current Profiles
A better understanding of the condition of the track circuit can be obtained by plotting
the voltage and current profiles along the track. Three examples of profiles are given
below which show the effects of:
Figure 6.4.1.5a: An ideal track with low leakage
Figure 6.4.1.5b: A track with two areas of high leakage.
Figure 6.4.1.5c: A track with generally poor ballast (0.5 Siemens/ km)
0 100 200 300 400 500 600 700 800 900 1000 11000
1
2
3
4
5
6
Rail to rail voltage
Rail current
Distance from Transmit end (m)
(V o
r A
)
Track with Very Low Leakage Figure 6.4.1.5a
0 100 200 300 400 500 600 700 800 900 1000 11000
1
2
3
4
5
Rail to rail voltage
Rail current
Distance from Transmit end (m)
(V o
r A
)
Track with Two areas of High Leakage Figure 6.4.1.5b. .
Section 6 Condition Monitoring, Maintenance and Disposal
6-24 M125401A4
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0 100 200 300 400 500 600 700 800 900 1000 11000
1
2
3
4
5
Rail to rail voltage
Rail current
Distance from Transmit end (m)
(V o
r A
)
Track with Generally Poor Ballast Figure 6.4.1.5c
Section 6 Condition Monitoring, Maintenance and Disposal
M125401A4 6-25 Issue 4: October 2011 Confidential and proprietary.
6.4.2 Track Circuits with TCUs
For details see Single Rail Applications Manual, M580000626A4.
6.5 AFTER FAULT CLEARANCE
After a fault has been cleared, the setting-up procedure (Section 5) must be carried out to
ensure that the track is operating correctly before it is returned to traffic.
6.6 DISPOSAL
SAFETY REQUIREMENT Units which have reached the end of their working life should be disposed of in accordance with national legislation
Section 6 Condition Monitoring, Maintenance and Disposal
6-26 M125401A4
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Section 7 Equipment Ordering Information
M125401A4 7-1 Issue 4 : October 2011 Confidential and proprietary.
Contents
7. EQUIPMENT ORDERING INFORMATION ................................. 2
7.1 List of Part Nuimbers.................................................................... 2
EBI Track 200 Receiver Frequency A Key 1682/1716 Hz L520002422
EBI Track 200 Receiver Frequency B Key 2279/2313 Hz L520002423
EBI Track 200 Receiver Frequency C Key 1979/2013 Hz L520002424
EBI Track 200 Receiver Frequency D Key 2576/2610 Hz L520002425
EBI Track 200 Receiver Frequency E Key 1532/1566 Hz L520002426
EBI Track 200 Receiver Frequency F Key 2129/2163 Hz L520002427
EBI Track 200 Receiver Frequency G Key 1831/1865 Hz L520002428
EBI Track 200 Receiver Frequency H Key 2428/2462 Hz L520002429
EBI Track 200 Receiver Set-up Key1 L520002500
EBI Track 200 Receiver Mounting Plate L520002329
EBI Track 200 Receiver Rear Connector
Mounting Plate
L520008862
Receiver Installation Kit L520024504
Receiver Rear Connector Mounting Installation
Kit
L520044840
Line Matching Unit (Tx) L520021547
Line Matching Unit (TU) 6/5/5213/11GA2L
Tuning Unit Frequency A 1682/1716 Hz 6/5/5021/100GXL
Tuning Unit Frequency B 2279/2313 Hz 6/5/5021/101GXL
Tuning Unit Frequency C 1979/2013 Hz 6/5/5021/102GXL
Tuning Unit Frequency D 2576/2610 Hz 6/5/5021/103GXL
Tuning Unit Frequency E 1532/1566 Hz 6/5/5021/104GXL
Tuning Unit Frequency F 2129/2163 Hz 6/5/5021/105GXL
Tuning Unit Frequency G 1831/1865 Hz 6/5/5021/106GXL
Tuning Unit Frequency H 2428/2462 Hz 6/5/5021/107GXL
End Termination Unit Frequency A 1682/1716Hz 6/5/5021/108GXL
End Termination Unit Frequency B 2279/2313 Hz 6/5/5021/109GXL
End Termination Unit Frequency C 1979/2013 Hz 6/5/5021/110GXL
End Termination Unit Frequency D 2576/2610 Hz 6/5/5021/111GXL
1 2mm test leads are supplied with the set-up key. These test leads fit the test sockets in the 9-way WAGO connector thus providing a good connection for the Bombardier TTM.
Section 7 Equipment Ordering Information
M125401A4 7-3 Issue 4 : October 2011 Confidential and proprietary.
Description Bombardier Part No.
End Termination Unit Frequency E 1532/1566 Hz 6/5/5021/112GXL
End Termination Unit Frequency F 2129/2163 Hz 6/5/5021/113GXL
End Termination Unit Frequency G 1831/1865 Hz 6/5/5021/114GXL
End Termination Unit Frequency H 2428/2462 Hz 6/5/5021/115GXL
SPETU Frequency A 1682/1716Hz L520008836
SPETU Frequency B 2279/2313 Hz L520008837
SPETU Frequency C 1979/2013 Hz L520008838
SPETU Frequency D 2576/2610 Hz L520008839
SPETU Frequency E 1532/1566 Hz L520008840
SPETU Frequency F 2129/2163 Hz L520008841
SPETU Frequency G 1831/1865 Hz L520008842
SPETU Frequency H 2428/2462 Hz L520008843
Power Supply Unit
4.4A @ 24v, Input 110 VAC 50/60Hz
L520019357
Power Supply Unit
4.4A @ 24v, Input 220v, 50/60 Hz
L520020519
24V PSU Plug Kit L520025401
B3 4000A Impedance Bond 6/5/5021/290GA0L
B3 3000A Impedance Bond (UK market only) 6/5/5021/309GA0L
B3 4000 B3 3000
Capacitor Box Frequency A (308µF) 1682/1716 Hz 6/5/5021/291GXL 6/5/5021/362GXL
Capacitor Box Frequency B (167µF) 2279/2313 Hz 6/5/5021/292GXL 6/5/5021/363GXL
Capacitor Box Frequency C (222µF) 1979/2013 Hz 6/5/5021/293GXL 6/5/5021/364GXL
Capacitor Box Frequency D (131µF) 2576/2610 Hz 6/5/5021/294GXL 6/5/5021/365GXL
Capacitor Box Frequency E (373µF) 1532/1566 Hz 6/5/5021/295GXL 6/5/5021/366GXL
Capacitor Box Frequency F (192µF) 2129/2163 Hz 6/5/5021/296GXL 6/5/5021/367GXL
Capacitor Box Frequency G (260µF) 1831/1865 Hz 6/5/5021/297GXL 6/5/5021/368GXL
Capacitor Box Frequency H (147µF) 2428/2462 Hz 6/5/5021/298GXL 6/5/5021/369GXL
Bond Installation:
Wood Sleeper kit 6/5/5021/333GXL Note: must order
Bond Cover kit as
well unless Bond is
mounted in the cess.
Concrete Sleeper kit 6/5/5021/324GXL
Steel Sleeper kit L520038644
Steel Sleeper conversion fixing kit L520040652
Bond Cover kit L520035873
TU/ETU Accessories2
Muffler for TU / ETU 933/5077DA2
Label for Tuning Units When Used in Low Power
Mode
510/5222DA4
Mounting Stake for Stake-mounted TUs/ETUs 920/1DA1
Installation kits for sleeper mounting
Wood sleepers L520038646
Concrete sleepers L520038645
Steel sleepers L520038647
Tail Cables
1.20m for Track-mounted Tuning Unit
(two required)
520037289
1.65m / 2.9m, 35mm2 for Stake-mounted TU /
ETU to Rail
520019792
520019793
3.0m / 4.8m, 70mm2 Stake-mounted TU / ETU to
Rail
520019794
520019795
10m / 11.8m, 70mm2 Stake-mounted ETU to Rail 520053067
520053121
Only permitted for
use with ETUs
2 Please note that accessoriesaccessories are not supplied with TUs/ETUs, and that these items will have to be ordered separately.
Section 7 Equipment Ordering Information
7-4 M125401A4
Issue 4 : October 2011 Confidential and proprietary.
Description Bombardier Part No.
Connectors
Tx/Rx/TCU/PSU/LMU(Tx) Plug coupler –
(Female)
9-way Female Straight 520001222
9-way Female Straight with Strain Relief 520001223
9-way Female Right-angle 520001224
9-way Female Right-angle with Strain Relief 520001225
PSU Plug coupler – (Female)
8-way Mating Connector (straight) 520017429
8-way Mating Connector (right-angle) 520018222
Transmitter Mating Connector with adaptor for
Fanning Termination or fork terminals
L520021233
Receiver Mating Connector with adaptor for
Fanning Termination or fork terminals
L520002282
Test Equipment
TI21 Track Circuit Meter (TTM) 6/6/118365GXL (NR Cat
No.094/013002)
Rocoil Rail Current Transducer 119044
Rocoil Rail Current Transducer for Tram Rail 125767
Sleeper Insulation Tester 6/6/121873GA3L
Shunt Box 6/6/5021GA1L
USB to serial adaptor
(Receiver serial port to Laptop)
520031483
Receiver serial port extension cable (3m) 520008907
PC application SW580015046
Surge Arrestor Parts
Surge Arrestor SL1026 (275V) 115260
Surge Arrestor Base (no airgap) 118852
Mounting Plate for five Surge Arrestors 910/5231DA3
On Concrete Bed 8.12 Trackside Detail – TU / ETU Track Mounted - Continental Sleepers
On Ballast 8.13 Trackside Detail – B3 Impedance Bond – Typical Installation 8.14 Trackside Detail – B3 Impedance Bond – Miscellaneous Details
Section 8 Miscellaneous Information & Drawings
M125401A4 8-2 Issue 4: October 2011 Confidential and proprietary.
Figure 8.1 – Typical Wiring Schematic for Installations without LMUs
Section 8 Miscellaneous Information & Drawings
M125401A4 8-3 Issue 4: October 2011 Confidential and proprietary.
Figure 8.2 – Typical Wiring Schematic for Installations with LMUs
Section 8 Miscellaneous Information & Drawings
M125401A4 8-4 Issue 4: October 2011 Confidential and proprietary.
Littelfuse Surge Arrestor
Holder:
Littelfuse Type 1053 without spark gap (Bombardier Part Number: 118852)
Gas Discharge Tube:
Littelfuse Type 1026 (Bombardier Part Number L520003405)
Body markings: Black and yellow bands
Figure 8.3 – Recognition Information -Surge Arrestors For TU/ETU Circuits
Section 8 Miscellaneous Information & Drawings
M125401A4 8-5 Issue 4: October 2011 Confidential and proprietary.
4 x 5.5 DiaMounting Holes
Mounting Plate
Arrestor Mount
Arrestor
5mm Dia HoleFor Earthing Crimp
Electrical Characteristics Type SL1026 - 275
DC Sparkover (V)Impulse Sparkover (max) (V)Alternating Discharge Current (A)Impulse Discharge Current (kA)Insulation Resistance (Ω)Capacitance (max) pFHoldover (V)Gap to Gap Transfer Time (ns)
M125401A4 8-6 Issue 4: October 2011 Confidential and proprietary.
Prysmian Cable - see Section 7 for P/No's
Neutral Axis
View on D-D
D
D
Section thro fixing
FLEXO
FLEXO
Glenair connectionCembre connectionM6 signal bond P/N 81927
(2 kits are required when using the FLEXO termination)nut to be torgued to 10N-m
Rail Web Electrical connection system AR69DE (2 kits are required when using the FLEXO termination)
M6 nut torgued to 13N-m
NOTE: The Cembre connections shown are suitable for rail web thicknesses of 14.0 -16.5mm. The manufacturer's advice must be taken for other rail web thicknesses
M6 signal bond P/N 81927(2 kits are required when using the FLEXO termination)
nut to be torgued to 10N-m
Figure 8.5 – Trackside Detail – TU / ETU Rail Connections Using Rail Bonds
Section 8 Miscellaneous Information & Drawings
M125401A4 8-7 Issue 4: October 2011 Confidential and proprietary.
M10 Full Nut (Brass - Nickel Plated)Torgue to 25Nm
M10 Plain Washer (Brass - Nickel Plated)
M10 Bolt (Brass - Nickel Plated)
TU Internal Connection Crimp
2BA Washer (Brass - Nickel Plated)
2BA Full Nut (Brass- Nickel Plated)Torgue to 2.9Nm
2BA Ring Tag Crimp(Equipment Cupboard)
2BA Ring Tag Crimp(TU Internal Connection)
2BA Terminal Block To BRS SE37
View of TU / ETU Terminal BlockAnd Recommended Fastening Arrangement
For Tx, Rx And Earth Connections
View Of TU / ETU Main T1 / T2 Terminals ShowingRecommended Nut And Washer Arrangements
For Track Connections
When completing external connections it is important to check the nuts holding the internal connections are tightned to the torgue levels specified.
NOTE:
M5 Stainless steel spring washerM5 Stainless steel spring washer
2BA Ring Tag Crimp(Equipment Cupboard)
2BA Ring Tag Crimp(TU Internal Connection)
2BA Full Nut (Brass- Nickel Plated)Torgue to 2.9Nm
Track Connection CrimpM10 Stainless steel spring washer
M10 Plain Washer (Brass - Nickel Plated)
Navel Brass tapped spacer
Figure 8.6 – Trackside Detail – TU / ETU Terminal Blocks And Connection Arrangement
Section 8 Miscellaneous Information & Drawings
M125401A4 8-8 Issue 4: October 2011 Confidential and proprietary.
140
Distance To Inner Edge Of Nearest Running Rail 850mmBallast Level
114 405
525
335
M8 Fixing Bolts With Nuts and Lock Nuts
M8 Bolt To Seal Fixing Hole Required For Sleeper Mounting
M125401A4 8-9 Issue 4: October 2011 Confidential and proprietary.
Padlock
140
Distance To Inner Edge Of Nearest Running Rail 850mm
Ballast Level
405
740
335
M8 Fixing Bolts With Nuts and Lock Nuts
114M8 Bolt To Seal Fixing Hole Required For Sleeper Mounting
Line Matching Unit (LMU(TU))
Z Z
View On Z-Z
Cut Out To Clear Cable Gland
Note: LMU Protective Cover Is Slipped Over LMU So That Input Cable Gland Fits In Slot And Cover Is Secured By Shackle
Figure 8.8 – Trackside Detail – TU / ETU With LMU Stake Mounting Arrangement
Section 8 Miscellaneous Information & Drawings
M125401A4 8-10 Issue 4: October 2011 Confidential and proprietary.
Cable Ties
Rail Cable Termination Details Shown in Fig 8.5Terminations can be on either side of rail depending on rail authority requirements
Cables cleated to sleeper (see note)
Ensure distance from running edge to ETU meets the requirements ofstructure guage and kinematic
envelope of vehicles
Pass cables under rail
Cable to pass through Pandrol Rail Clip unless otherwise specified by rail authority
Cable to pass through Pandrol Rail Clip
Rail Cable Termination Details Shown in Fig 8.6
Note:In order to keep the cables as close together as possible,see detail below:Clip one cable to the sleeper.Secure the other cable to it using cable tie.
M125401A4 8-11 Issue 4: October 2011 Confidential and proprietary.
Figure 8.9b – Trackside Detail – ETU Stake Mounted with B3 Bond – Typical Installation
Section 8 Miscellaneous Information & Drawings
M125401A4 8-12 Issue 4: October 2011 Confidential and proprietary.
Rail Cable Termination Details Shown On Fig 8.8
B
BAA
Removable 6mm Cover ForAccess To Tuning Unit WithoutRemoval Of Tuning Unit From Sleeper Use rail authority approved
cleats and fixings
Cables Crossed To MatchImpedance Of Stake Mounted TU
SECTION A-A (Steel sleeper shown )
Sleeper Level
Mounting Plate
Protective Cover
Secure Mounting Plate with appropriate nuts and washersin accordance with sleeper type. For concrete sleepers use Hilti HSA M16 x 100.For wooden sleepers use 5/8" x 6" Long Square Head Coach Screw (Bombardier Part No. 103543) For Steel sleeper use Blind Bolt M20 x 110.See appropriate manufacturers' data sheets for installation procedure.
After TU is mounted and connections completed. Position Protective Cover and secure with 4 off M8 nyloc nuts and washers.
Tuning unit base plateSee Section A-A for fixing arrangements
527 CTRS
SECTION C-C
Sleeper LevelMounting Plate
Protective Cover
M8 x 30 stud weldedto mounting platein 4 positions
Secure using M8plain washer andNyloc nut
CC
TU CoverTU Moulding
8mm Stud Welded ToMounting Bracket
Mounting Bracket
SECTION B-B
Secure using M8 Plain Flat Washerand Nyloc Nut (3 Positions)
Place a flat washerbetween TU case and Mounting bracket when LMU is fitted.
A-8 M125401A4 Issue 4: October 2011 Confidential and proprietary.
A.4 LINE MATCHING UNIT (LMU)
A.4.1 TX Line Matching Unit ( LMU[TX] )
LMU(Tx) variants:
TI21-3 (Obsolete) Front panel has screw connectors
TI21-4 (Obsolete) Front panel has a plug-in connector
EBI Track 200 TI21-3 LMU(Tx) Outline
2BA RIVET BUSHES.MAXIMUM PROJECTION OF SCREW INTERNALLY
10mm
M6 EARTHTERMINAL(CHASSIS)
TX
TU
57.15 CRS
28.57 CRS
68
57.15 CRS
114.3 CRS
142
11.27
140
117.45 CRS
208
181
EBI Track 200 TI21-4 LMU(Tx) Outline:
M6 EARTHTERMINAL(CHASSIS)
114.3 CRS
142
57.15 CRS
57.15 CRS
28.57 CRS
140
117.45 CRS
11.27
68
M5 RIVET BUSHES.MAXIMUM PROJECTION OF SCREW INTERNALLY
15mm
TX
TU
208
181
Appendix A Technical Data for Superseded Parts
M125401A4 A-9 Issue 4: October 2011 Confidential and proprietary.
A.5 Part Numbers Of Obsolete Equipment
Description Bombardier Part No.
TI21-1 (Screw Terminal)
TI21-4 (Plug-in Connector)
Transmitter Frequency A 1682/1716 Hz 6/5/124410GXL 6/5/125081GXL Transmitter Frequency B 2279/2313 Hz 6/5/124411GXL 6/5/125082GXL Transmitter Frequency C 1979/2013 Hz 6/5/124412GXL 6/5/125083GXL Transmitter Frequency D 2576/2610 Hz 6/5/124413GXL 6/5/125084GXL Transmitter Frequency E 1532/1566 Hz 6/5/124414GXL 6/5/125085GXL Transmitter Frequency F 2129/2163 Hz 6/5/124415GXL 6/5/125086GXL Transmitter Frequency G 1831/1865 Hz 6/5/124416GXL 6/5/125087GXL Transmitter Frequency H 2428/2462 Hz 6/5/124417GXL 6/5/125088GXL Analogue Receivers TI21
(Screw Terminal) TI21-4
(Plug-in Connector) Analogue Receiver Frequency A 1682/1716 Hz 6/5/5021/11GXL 6/5/5214/93GXL Analogue Receiver Frequency B 2279/2313 Hz 6/5/5021/12GXL 6/5/5214/94GXL Analogue Receiver Frequency C 1979/2013 Hz 6/5/5021/13GXL 6/5/5214/95GXL Analogue Receiver Frequency D 2576/2610 Hz 6/5/5021/14GXL 6/5/5214/96GXL Analogue Receiver Frequency E 1532/1566 Hz 6/5/5021/74GXL 6/5/5214/97GXL Analogue Receiver Frequency F 2129/2163 Hz 6/5/5021/75GXL 6/5/5214/98GXL Analogue Receiver Frequency G 1831/1865 Hz 6/5/5021/76GXL 6/5/5214/99GXL Analogue Receiver Frequency H 2428/2462 Hz 6/5/5021/77GXL 6/5/5214/100GXL TI21-3
(Screw Terminal) TI21-4
(Plug-in Connector) Line Matching Unit (TX) 6/5/5213/10GA1L 6/5/5412/92GA1L Power Supply Unit Style 11 (110 V version) 4.4A @ 24v, Input 220v, 50/60 Hz
19/2/5011GA0L
Power Supply Unit Style 11 (220 V version) 4.4A @ 24v, Input 220v, 50/60 Hz
19/2/5026GA0L
Appendix A Technical Data for Superseded Parts
A-10 M125401A4 Issue 4: October 2011 Confidential and proprietary.
A.6 OBSOLETE EQUIPMENT DRAWINGS
This section contains information and drawings of obsolete equipment which are not suitable
for inclusion in the main body of the appendix.
Contents
Figure No. Title
A6.1 Cubicle Detail – TI21-4 Front Panel Connector Coding
Appendix A Technical Data for Superseded Parts
M125401A4 A-11 Issue 4: October 2011 Confidential and proprietary.
Figure A6.1 –Cubicle Detail – TI21-4 Front Panel Connector Coding
R/H CONNECTORL/H CONNECTOR
L2
L3
L4
L5
L6
L7
L8
L9 R2
R3
R4
R5
R6
R7
R8
R9
FRONT VIEW OF UNIT
RXA 6/5/5506SXL
6/5/5214/93GXL UNIT
LEAD
RXB
6/5/5214/94GXL
6/5/5507SXL
UNIT
LEAD
RXC
6/5/5214/95GXL
6/5/5508SXL
UNIT
LEAD
RXD
6/5/5214/96GXL
6/5/5509SXL
UNIT
LEAD
RXE
6/5/5214/97GXL
6/5/5510SXL
UNIT
LEAD
RXF
6/5/5214/98GXL
6/5/5511SXL
UNIT
LEAD
RXG
6/5/5214/99GXL
6/5/5512SXL
UNIT
LEAD
RXH
6/5/5214/100GXL
6/5/5513SXL
UNIT
LEAD
L9L2 L3 L4 L5 L6 L7 L8TI21-4 TI21-4 DIGITAL
CODING POSITION
UNIT
LEAD
6/5/5214/92GA1LLMU
6/5/5577SXL
TXA 6/5/5569SXL6/5/5569SXL
6/5/5214/83GXL 6/5/125081GXL UNIT
LEAD
TXB 6/5/5570SXL
6/5/5214/84GXL 6/5/125082GXL UNIT
LEAD
TXC 6/5/5571SXL
6/5/5214/85GXL 6/5/125083GXL UNIT
LEAD
TXD 6/5/5572SXL
6/5/5214/86GXL 6/5/125084GXL UNIT
LEAD
TXE 6/5/5573SXL
6/5/5214/87GXL 6/5/125085GXL UNIT
LEAD
TXF 6/5/5574SXL
6/5/5214/88GXL 6/5/125086GXL UNIT
LEAD
TXG 6/5/5575SXL
6/5/5214/89GXL 6/5/125087GXL UNIT
LEAD
TXH 6/5/5576SXL
6/5/5214/90GXL 6/5/125088GXL UNIT
LEAD
RXA 6/5/5578SXL
6/5/5214/93GXL UNIT
LEAD
6/5/5576SXL
6/5/5575SXL
6/5/5574SXL
6/5/5573SXL
6/5/5572SXL
6/5/5571SXL
6/5/5570SXL
RXB
6/5/5214/94GXL
6/5/5579SXL
UNIT
LEAD
RXC
6/5/5214/95GXL
6/5/5580SXL
UNIT
LEAD
RXD
6/5/5214/96GXL
6/5/5581SXL
UNIT
LEAD
RXE
6/5/5214/97GXL
6/5/5582SXL
UNIT
LEAD
RXF
6/5/5214/98GXL
6/5/5583SXL
UNIT
LEAD
RXG
6/5/5214/99GXL
6/5/5584SXL
UNIT
LEAD
RXH
6/5/5214/100GXL
6/5/5585SXL
UNIT
LEAD
R9R2 R3 R4 R5 R6 R7 R8TI21-4 TI21-4 DIGITAL
CODING POSITION
NOTES:
1.
2.
3.
4.
One Coding Element Part No. 113121 to be positioned in each location indicated with a tick in the relevant table entry for the assembly being coded.
The LMU and TX only have R/H Connectors. Ignore the L/H Connector table.
Positions 1 and 10 on each connector do not have coding element slots.
When correctly coded, each part of the two-part connector must contain four coding elements.
Appendix A Technical Data for Superseded Parts
A-12 M125401A4 Issue 4: October 2011 Confidential and proprietary.
This page intentionally left blank.
Appendix B Manual Change History
M125401A4 3-1 Issue 4: October 2011 Confidential and proprietary.
Contents
B. Manual change History ................................................................. 2
B.5 Setting Up and Commissioning Procedure .................................. 5
B.6 Condition Monitoring, Maintenance and Disposal ........................ 6
B.7 Equipment Odering Information ................................................... 7
B.8 Miscellaeneous Information and Drawings .................................. 7
B.9 EBI Track 200 Tx/Rx Equipment Record Sheet........................... 7
B. A Technichal Data for Superseded PArts ........................................ 8
.
Appendix B Customer-Specific Recommendations
3-2 M125401A4 Issue 4: October 2011
Confidential and proprietary.
B. MANUAL CHANGE HISTORY
This appendix contains a brief description of the changes in each section for the most recent
update.
B.0 PRELIMINARIES
• Foreword simplified, pointer to section 1.6 for reference documents added.
• Safety considerations section reduced in scope. References to safety related application
conditions moved to section 1.1.
• Abbreviations updated.
B.1 INTRODUCTION
• 1.1 Safety Requirements - new section.
• 1.1.1 Competence of Staff – new section.
• Subsequent sections renumbered
• 1.3.3 SPETU introduced and reader pointed to the Single Rail Manual for its application.
• 1.6 Additional Reference Material – new section containing references to application notes
and other reference documents.
B.2 EQUIPMENT
• 2.3 SPETU added and reader pointed to the Single Rail Manual for its application.
• 2.4 Reader pointed to the Single Rail Manual for TCU application.
• 2.6 New 24V PSU circuit diagram replaces original.
Requirement to use 3A anti-surge fuse added.
Reference to battery supplies deleted since this is discussed in 4.3.7.
Note about Green LED added.
• 2.8.2 Rocoil Current Transducer – new section.
• 2.8.3 was 2.8.2
• 2.8.4 Sleeper Insulation Tester – new section.
B.3 EBI TRACK 200 TECHNICAL DATA
• Table 3.1.1 updated as follows:
ETU/IRJ position data added.
IRJ Stagger data added.
Track feed voltage updated.
• Table 3.1.2 updated as follows
Normal power track lengths have minor increases in length.
ETUs added to Single Rail section
Notes reordered following deletion of old Note 2. Old Note 2 referred to a method of
increasing Tx feed lengths that is no longer permitted.
Note 5 clarified.
Note 6 added.
• 3.2 updated as follows:
Current consumption with TU/ETU on low power added.
Coonector type added.
Unit size corrected.
Vertical mounting space reduced from 75mm to 35mm.
Connector allocation added.
• 3.3 updated as follows:
Current consumption corrected to 0.3A.
Relay Output updated to show actual voltages.
Unit Mounting updated to state that front mounting is not possible.
Plate Mounting: vertical mounting space reduced from 75mm to 35mm.
Note that horizontal spacing is not critical added.
Appendix B Manual Change History
M125401A4 3-3 Issue 4: October 2011 Confidential and proprietary.
Reference to rear connector mounting plate added.
View of straight connector added on outlines page.
• 3.4 updated as follows:
Size overall corrected.
Reference to SPETU added.
Terminal allocation added.
• 3.6 updated as follows:
Specification details of new 24V PSU replace old version.
New outlines and connector allocation details replace old version
• 3.7.1 updated as follows:
Connector type added
New outlines and connector allocation details replace old version with screw connectors.
• 3.7.2 updated as follows:
Unit size corrected.
2BA Terminal Block allocation details added.
• 3.8 updated as follows:
Reference to BR967 corrected to BR863.
20 and 100msec traction current ratings added.
Tuning capacitor values added.
• 3.10 Rocoil Current Transducer – new section added. Subsequent sections renumbered.
B.4 TRACK CIRCUIT DESIGNER’S GUIDE
• 4.1.1 updated as follows:
Note that AC immune relays are not required provided the relay is housed in the same
equipment cabinet as its receiver added.
New rule added: Relay contacts (for example in track circuit interrupters, treadles and cut
sections) must not be incorporated into the B24/N24 feeds to transmitters or receivers.
This rule ensures that the logging capabilities of the EBI Track 200 are maintained.
• 4.1.2 updated as follows:
Rule regarding rail insulation updated: Rail insulation must be subject to regular
maintenance to reduce the likelihood of nuisance failures.
• 4.1.3 Preventative Measures against Bypass Paths – new section.
• 4.2.1 updated as follows:
First bullet amended as follows: The most applicable and cost-effective track
configurations. For example, the use of double rail configuration through points and
crossing should be considered as a more efficient alternative to single rail.
New last bullet added: The uncertainty in definition of the end of a track circuit using
tuned zones must be considered where position information is critical to signalling.
• 4.2.2 third paragraph updated as follows:
Normally, the two frequency pairs A/B and C/D are considered as the primary frequencies
for double track lines, while E/F and G/H are used only for situations where there are
more than two tracks. This approach results in the following rules to control the risk of
induction into parallel track circuits:
• Areas of multiple parallel lines, e.g. station areas, three lines should separate the use
of the same frequencies
• Where parallel lines are spaced vertically, frequencies must be chosen so that no two
track circuits of the same frequency are vertically adjacent for any distance exceeding
20m unless the separation is greater than 10m.
• Lateral separation of frequencies as shown in Table 4.2.2 and Fig 4.2.2 should be
used to ensure that no two track circuits of the same frequency are laterally adjacent.
• 4.2.3 third and fourth paragraphs amended:
Double rail configuration should also be considered as the most efficient method of track
circuiting points and crossings.
Sections 4.2.3.1 to 4.2.3.6 describe the equipment configurations required for basic double
rail track circuit operation. Maximum and minimum track circuit lengths are given in
Table 3.1.2. A low power option is available for short track circuits, see section 4.2.3.4.
Typical points and crossings arrangements are discussed in section 4.2.7.
Appendix B Customer-Specific Recommendations
3-4 M125401A4 Issue 4: October 2011
Confidential and proprietary.
• 4.2.3.3 updated as follows:
Second bullet added: Precise definition of the track circuit boundary is required.
Three new paragraphs added:
ETU / B3 Bond Connections
Where ETUs are installed close to B3 Bonds, it is recommended that the ETU to track
connection is made to the capacitor connection stud on the B3 Bond. This has the
advantage of providing detection of loss of a B3 Bond sidelead connection.
ETU / IRJ Position
ETU rail connections must be placed within 3m of the IRJ defining the end of the track
circuit. In the event of staggered joints, this distance refers to the joint nearest the ETU.
Note that some rail authorities may have more restrictive conditions.
IRJ Stagger
Rail authorities may control the amount of permissible stagger in order to avoid an
excessive length of dead section.
• 4.2.3.4 updated as follows:
First paragraph:
Low power operation is used on short track circuits in the range of 50 to 250 metres long,
and facilitates easy adjustment of the receiver by the use of reduced rail voltages. Normal
Power circuits are permitted for track circuits in the range over 200 metres long In
design, it is recommended that track circuits below 250m are specified as Low Power and
the overlap between the lengths for low and normal power of 200m – 250m is used to deal
with specific site conditions during commissioning.
Last paragraph:
A special engraved insulated label is available for fitting to terminals 4 and 5 of the
transmitter and receiver tuning units as a reminder that the track circuit is connected in low
power mode (see section 7 for the part number of this label). It is recommended that track
circuit identity labelling in the equipment cabinet or equipment room should include the
legend ‘Low Power’
Illustration of the Low Power Label added.
• 4.2.3.5 updated as follows:
First paragraph:
For transmitters operating in normal power mode, ensure that NO receiver of an identical
frequency (of a different track circuit) is closer than 200 metres on the same track.
Second paragraph:
For transmitters operating in low power mode, ensure that NO receiver of an identical
frequency (of a different track circuit) is closer than 50 metres on the same track.
• 4.2.3.6 updated as follows:
Length tolerance added to gauge table.
Diagrams altered to show ETUs connecting to the B3 Bond instead of directly to the rails.
• 4.2.4: Reference to Single Rail Manual added.
• 4.2.4.3 Note added to final paragrapgh:
Note that the second IRJ and transposition bond may not be required for certain track
circuit types; therefore it is recommended that local railway authority rules are consulted.
• 4.2.5 Diagram altered to show ETU connecting to the B3 Bond instead of directly to the
rails.
• 4.2.6 This section has been completely revised and the the option of increasing feed length
by shortening the track circuit has been removed.
• 4.2.7.1 New final paragraph added:
ETU / IRJ Position
ETU rail connections must be placed within 3m of the IRJ defining the end of the track
circuit. In the event of staggered joints, this distance refers to the joint nearest the ETU.
Note that some rail authorities may have more restrictive conditions.
• 4.2.7.2 The whole section and its diagrams have been revised to empahsise the use of
double rail solutions.
An important note has been added to the end of the section:
Where two receivers are used, the Tx to Rx paths for each route must be either greater
Appendix B Manual Change History
M125401A4 3-5 Issue 4: October 2011 Confidential and proprietary.
than 250m (ie normal power) or less than 250m (ie low power). This is ensures that
neither the longest path is run with insufficient current nor that the shortest path is run with
too much.
• 4.2.8 Additions in fourth paragraph to clarify that buried earth cable or overhead erath
wires can be used.
Reference to Guidance Notes for Traction Bonding added.
• 4.2.9.1 Track Circuit Interrupters and Treadles. This section and its diagram have been
significantly revised.
• 4.2.9.2 This section and its diagram have been significantly revised.
• 4.2.9.4 Reference to Application note IS580001448A4 added.
• 4.3.1 New warning panel added:
The nominal voltage on the LMU terminals is 95V RMS. Under some circumstances this
can be as high as 140V RMS, therefore before fitting or removing these units, power must
be removed from the associated transmitter. personnel delegated to work on these units
while in operation, must be suitably competent.
In order to detect wiring errors in LMU circuits which could lead to overloading,
commissioning tests shall be carried out as soon as practicable after power is switched on.
Before handling heavy or bulky items, ensure that adequate lifting resources are available.
• 4.3.2 Transmitter and Receiver Mounting – new section added. Subsequent sections re-
numbered.
• 4.3.3.1 Recommendation to use Cembre or Glenair rail bonds added to third paragraph.
• 4.3.4 Cables. This section, its diagram and associated Table have been significantly
revised.
• 4.3.5.1 Second paragraph has been revised:
If the track circuit is installed on conventional jointed track then it is likely that there may
be rail joints within the track circuit boundary. It is important that good quality
connections are used in order to achieve reliable operation. Within the tuned area, 19/1.53
copper cable,and a rail connection meeting the resistance requirement in Table 3.1.1 must
be used . Cembre or Glenair rail bonds are the recommended method of achieving rail
connections.
• 4.3.5.3 Bonding For IRJ Failure Detection. This section has been substantially revised.
• 4.3.5.4 Check Rails. New section.
• 4.3.6 Lightning Protection. This section has been substantially revised.
• 4.3.7. Power Supply Unit Considerations. This section has been substantially revised.
• 4.3.9 Fusing - TX, RX and PSU. This section has been substantially revised.
• 4.3.10 Torque Settings for EBI Track 200. This section has been substantially revised.
B.5 SETTING UP AND COMMISSIONING PROCEDURE
• 5.1.1 New paragraphs added to warning panel:
If the track relay function is to be tested by imposing an external voltage on the relay coil
then, to avoid damage to the receiver output circuit, the receiver’s 9-way connector must
be disconnected.
The nominal voltage on the LMU terminals is 95V RMS. Under some circumstances this
can be as high as 140V RMS, therefore before fitting or removing these units, power must
be removed from the associated transmitter. Personnel delegated to work on these units
while in operation, must be suitably competent.
In order to detect wiring errors in LMU circuits which could lead to overloading,
commissioning tests shall be carried out as soon as practicable after power is switched on.
• 5.1.4 updated as follows:
Second bullet: …..and boundaries… added at end.
Appendix B Customer-Specific Recommendations
3-6 M125401A4 Issue 4: October 2011
Confidential and proprietary.
Sixth bullet is new: Required rail and traction bonding is correctly installed.
Final bullet is new: Currently installed rail and traction bonding meets requirements.
• 5.2.2 Revised to read: There is an upper limit to the ballast conductance above which it
becomes impossible to set up the track circuit without lowering the RX threshold to an
unacceptable level. This effect is most noticeable for track circuit lengths of 800m and
above.
• 5.3 New paragraph added to Important panel:
If the track relay function is to be tested by imposing an external voltage on the relay coil
then, to avoid damage to the receiver output circuit, the receiver’s 9-way connector must
be disconnected.
• 5.3.1 has been revised as shown:
(1) (c) has been added: Check that the power supply is giving out 24 - 26V DC. Adjust the
input incoming supply taps if necessary
(3) has been split inot (3)(a) and (3)(c).
(3)(b) Confirmation of sideband imbalance ratio has been added.
(3)(c) has had the following note added:
If the transmit circuit uses LMUs then losses in the LMUs reduce the expected clear track
current by 10%.
Table 5.3.1 has been revised.
(4) Has had a final sentence added: Check that clear track current is 40-60% less than the
value without the shunt box connected.
(5) Has had a warning panel added:
If the set up key left in place for more than 1 minute, then the set up function will time out
and the threshold will be set to zero.
(6) Has had a warning panel added: If the set up fails, then the threshold will be set to
zero.
Table 5.3.2 has been revised.
(7) Has been revised vas follows: Replace the set-up key with the frequency key. Check
that clear track current is still 40-60% less than the value without the shunt box connected.
Remove the shunt box and check that the current recovers to the value noted at the
beginning of step 3.
• 5.3.2 Paragraph (b) has been added:
Ensure that all receivers in the track circuit are connected.
Subsequent paragraphs renumbered.
• 5.3.4 First paragraph has been revised:
The measurements displayed by the Condition Monitoring Display are made by high
integrity, duplicated circuitry. However, if there is difficulty in reading the display, eg if
some of the LED segments have failed, measurement of key values can be made
independently of the Condition Monitoring display using a calibrated TTM in the
following way.
B.6 CONDITION MONITORING, MAINTENANCE AND DISPOSAL
• 6.1.1 Second bullet, first line has become:
‘200freq’ followed by ‘PICK’ or ‘drop’ where ‘freq’ is the EBI Track frequency A –H.
Third bullet, last sentence has become:
An incorrect frequency key has been inserted to finish the process
Fifth bullet, first line has become: ‘200freq’ followed by ‘NewK’ where ‘freq’ is the EBI
Track frequency A –H.
• 6.1.2 Bullets 3 – 9 have been revised as shown:
3: Receiver output relay state (‘PICK’ or ‘drop’).
4: Instantaneous track current (‘I now’) readout in mA to three significant figures1.
1 During measurement of track current, it is important to know that the display has not frozen. For this reason, the decimal point alternates between “.” and “,”.. If the point does not alternate, then the display has frozen and the unit should be replaced. Mod Strike 1 and earlier receivers had lower resolution, and used an alternating “A” and “B” prefix for this task.
Appendix B Manual Change History
M125401A4 3-7 Issue 4: October 2011 Confidential and proprietary.
5: Receiver threshold value2 locked into the Receiver during the set up process (‘I th’)
readout in mA to three significant figures.
6: Power supply voltage (‘Vout’) readout in Volts.
7: Output drive voltage to the track relay (‘Vout’) readout in Volts.
8: Output drive power to the relay (‘Pout’) readout in Watts.
9: Internal temperature (‘Temp’) readout in °C.
• Figure 6.1.2 has been revised to show Pout.
• Table 6.1.4b has revisions for channels 28, 35, 42 and 54.
• 6.1.5 has been completely revised.
• 6.1.6 was incorrectly numbered as 6.1.5.
• 6.2.1 Warning panel has an additional paragraph:
The nominal voltage on the LMU terminals is 95V RMS. Under some circumstances this
can be as high as 140V RMS, therefore before fitting or removing these units, power must
be removed from the associated transmitter. Personnel delegated to work on these units
while in operation, must be suitably competent.
• 6.2.2 Has been revisede as shown:
Load LED section has a new second paragraph:
A Red indication means that the external load is short circuit or the transmitter output
stage is short circuit.
The Receiver LED Display section has been revised.
Test F, Table 6.2.2F has been revised.
Test H, Table 6.2.2H has been revised.
Test J has bene revised.
Test K has been revised.
Test Q has been revised.
Test R has been re-written.
• 6.3 Requirements for IRJ maintenance have been added.
• 6.4.1.3 Paragraph (1) has been added:
Check that the Receiver LED display is showing ‘PICK’ or ‘drop’ and is not alternating
with ‘ERR’. If ‘ERR’is showing, then an error condition is present and pressing ‘OK’, as
described in section 6.1.3, allows the operator to interrogate the Receiver to find out
which parameter is out of range.
If no faults are displayed, then proceed to step 2 below.
Subsequent paragraphs have been re-numbered.
• 6.4.1.4 Paragraph four, new first sentence:
Rail current is typically 1A on normal power or 0.5A on low power.
• 6.6 Disposal. Renumbered from 6.7.
Previous section 6.6 related to IRJ inspection, now deleted.
B.7 EQUIPMENT ODERING INFORMATION
• 7.1 List of Part Numbers.
Table re-ordered to make parts easier to find.
Main part numbers unchanged, but some new accessories and kits added.
• 7.2 Ordering Guides
Completely new section providing a guide to ordering parts and accessories.
• 7.3 Modification States
New section explaining the use of Modification States.
B.8 MISCELLAENEOUS INFORMATION AND DRAWINGS
• The whole section has been substantially revised.
B.9 EBI TRACK 200 TX/RX EQUIPMENT RECORD SHEET
• Sheet two hs been deleted. It contained data relating to the IRJ inspection tests that have
been removed from section 6.6.
2 After set-up, receiver currents above the threshold value will cause the receiver to indicate ‘track clear’, while currents below the threshold will cause an indication of ‘track occupied’.