केवल कायाालयीन प्रयोग हे तु

For official use only

भारत सरकार - GOVERNMENT OF INDIA

रे ल मंत्रालय – MINISTRY OF RAILWAYS

Handbook on Automatic Signalling with

MSDAC using OFC cable

कैमटे क/ एस/ प्रोज/ 2021 -22/ एसपी2

अगस्त 2021
CAMTECH/S/PROJ/2021-22/SP2
August 2021

Contact person:
Director (S & T)
Indian Railways Centre for Advanced Maintenance Technology
Maharajpur, GWALIOR (M.P.) 474 005
: 0751-2470185, FAX: 0751-2470841 e-mail: [email protected]
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Handbook on Automatic Signalling

with MSDAC using OFC cable
CAMTECH/S/PROJ/2021-2022/SP2/1.0
August 2021
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Foreword
Railway Signalling Technology, though evolved primarily for safe working of
trains, plays an important part in increasing line capacity with minimum
investment. In Indian Railways, signalling is based on colour light signals and
train detection with the help of conventional track circuits and axle counters. To
utilize the section capacity to its full advantage on high traffic density sections
i.e. Delhi-Mathura Section (North central Railway), Mumbai CSMT –Badlapur
Section (Central Railway) etc. Automatic Signalling has been provided.
Furthermore, as train traffic is going to increase in future, Automatic Signalling
with minimum number of failures will be of prime importance. Same can be
achieved by providing Automatic Signalling with MSDAC using OFC.

With the advent of Multi Section Digital Axle Counter and Optical Fiber
Communication technology, there has been a revolution in signalling system of
Indian Railway. CAMTECH has issued this handbook for Signal &
Telecommunication engineers to get them acquainted with the technology used
in Automatic Signalling with Multi Section Digital Axle counters using Optical
Fiber cables.

I hope that this handbook will be useful to S&T engineers of Indian Railways
and help them in implementing Automatic Signalling in better way.
I wish them all the success.

CAMTECH Gwalior Jitendra Singh

Principal Executive Director
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Preface
Trains are mostly worked on Absolute Block system over Indian Railways
which have fixed length blocks. However, in high density traffic routes such as
Delhi to Howrah and Delhi to Vadodara, there is limitation in Absolute Block
system where only one train can be dealt in one block section thereby limiting
the line capacity. The sections where the frequency of trains is more, Automatic
Signalling System is preferred. With the advancement of technology, Multi
Section Digital Axle Counters (MSDAC) found applications in Automatic
Signalling replacing conventional Track circuits. In new installations Optic
Fiber Communication (OFC) cable has replaced the earlier used quad cable for
MSDAC due to its inherent advantages.

CAMTECH has prepared this handbook to help S&T engineers in

understanding the application of MSDAC in Automatic Signalling using OFC.
RDSO guidelines along with cases of already commissioned installations have
been incorporated in the handbook.

We are sincerely thankful to Signal Directorate, RDSO, Lucknow, M/s Siemens

Ltd., Mumbai., M/s Medha Servo Drives Pvt. Ltd., Hyderabad and Zonal
Railways who helped us in preparing this handbook. Since technological
upgradation and learning is a continuous process, you may feel the need for
some addition/modification in this handbook. If so, please give your comments
on email address [email protected] or write to us at Indian Railways
Centre for Advanced Maintenance Technology, In front of Adityaz Hotel,
Airport Road, Near DD Nagar, Maharajpur, Gwalior (M.P.) 474005.

CAMTECH Gwalior Vijay Garg

Director (S&T)
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Table of Contents
Foreword ...................................................................................................................................iv
Preface .......................................................................................................................................vi
Table of Contents .................................................................................................................. viii
Issue of correction slips ............................................................................................................ x
Disclaimer .................................................................................................................................xi
Our Objective ...........................................................................................................................xi
CAMTECH Publications....................................................................................................... xii
List of Figures ........................................................................................................................ xiii
List of Tables ......................................................................................................................... xiii
Abbreviations .........................................................................................................................xiv
References ................................................................................................................................ xv
Section 1 ..................................................................................................................................... 1
Automatic Block Signalling with MSDAC ............................................................................. 1
1.1 Introduction:................................................................................................................................................. 1
1.1.1 Automatic Block Signalling: ............................................................................................................... 1
1.1.2 Multi Section Digital Axle Counter (MSDAC): ............................................................................. 2
1.1.3 Concept of Supervisory Track Section & Auto Resetting: ........................................................... 3
1.2 Guidelines for Automatic Block Signalling with MSDAC ............................................................... 5
1.2.1 Provision of Relay Huts: ...................................................................................................................... 5
1.2.2 Location of DPs and formation of Track Sections: ........................................................................ 5
1.2.3 Formation of Supervisory Track Sections (SPTs): ......................................................................... 5
1.2.4 Communication between Evaluator & DPs: .................................................................................... 5
1.2.5 Power feeding arrangements of Signals and DPs: .......................................................................... 6
1.2.6 Resetting arrangement & Supervisory Track Section:................................................................... 9
1.2.7 Transfer of Tracks & Signal aspects for indication, Signal control or Aspect Control ........ 10
1.2.8 Power Supply Arrangements: ........................................................................................................... 11
1.3 Precautions in planning of Automatic Block Signalling scheme using MSDAC: ....................... 12
Section 2 ................................................................................................................................... 13
Applications of MSDAC using OFC in Automatic Block Signalling ................................. 13
2.1 Introduction ............................................................................................................................................... 13
2.2 Advantages of using OFC: .................................................................................................................... 13
2.3 Requirements of Automatic Signalling with MSDAC using OFC: ............................................. 15
2.4 Automatic Signalling Schemes with application of MSDAC and OFC: .................................... 16
 ix

2.4.1 Scheme 1 ............................................................................................................................................... 17

Automatic Signalling with Siemens MSDAC using OFC (with Relay Hut): ................................... 17
2.4.2 Scheme 2 ............................................................................................................................................... 18
Automatic Signalling with Siemens MSDAC using dual detection and OFC (without Relay Hut):
............................................................................................................................................................................ 18
2.4.3 Scheme 3 ............................................................................................................................................... 20
Automatic Signalling with Siemens MSDAC using dual detection and OFC/quad changeover
arrangement (without Relay Hut): .............................................................................................................. 20
2.4.4 Scheme 4 ............................................................................................................................................... 21
Track Section Status Indication with MSDAC installed at relay Hut: ............................................... 21
2.4.5 Scheme 5 ............................................................................................................................................... 22
Remote Resetting Arrangement: ................................................................................................................. 22
2.4.6 Scheme 6 ............................................................................................................................................... 22
Automatic Signalling with Medha MSDAC using dual detection and OFC: ................................... 22
2.4.7 Scheme 7 .............................................................................................................................................. 24
Automatic Signalling with Medha MSDAC using Dual MSDAC, Dual detection and OFC:...... 24
ANNEXURE I ..................................................................................................................................................... 25
Automatic Block Signalling Scheme Diagrams ........................................................................................... 25
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Issue of correction slips

The correction slips to be issued in future for this report will be numbered as

follows:CAMTECH/S/PROJ/2021-22/SP2/1.0# XX date .......

Where “XX” is the serial number of the concerned correction slip (starting
from 01onwards).
CORRECTION SLIPS ISSUED

Sr. No. of Date of issue Page no. and Item Remarks

Correction No. modified
Slip
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Disclaimer

It is clarified that the information given in this handbook does

not supersede any existing provisions laid down in the Signal
Engineering Manual, Railway Board and RDSO publications.
This document is not statuary and instructions given are for the
purpose of guidance only. If at any point contradiction is
observed, then Signal Engineering Manual, Telecom Engineering
Manual Railway Board/RDSO guidelines may be referred or
prevalent Zonal Railways instructions may be followed.

Our Objective
To upgrade Maintenance Technologies and Methodologies and achieve
improvement in Productivity and Performance of all Railway assets and
manpower which inter-alia would cover Reliability, Availability and
Utilization.

If you have any suggestion & any specific comments, please write to us:

Contact person: Director (Signal & Telecommunication)

Postal Address: Centre for Advanced Maintenance Technology,

Maharajpur, Gwalior (M.P.) Pin Code – 474 005

Phone : 0751 - 2470185

Fax : 0751 – 2470841

Email : [email protected]
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CAMTECH Publications
CAMTECH is continuing its efforts in the documentation and up-gradation of information on
maintenance practices of Signalling & Telecom assets. Over the years a large number of publications
on Signalling & Telecom subjects have been prepared in the form of handbooks, pocket books,
pamphlets and video films. These publications have been uploaded on the internet as well as railnet.
For downloading these publications
On Internet:
Visit www.rdso.indianrailways.gov.in
Go to Directorates → CAMTECH Gwalior → Other Important links → Publications for
download - S&T Engineering

or click on link
https://rdso.indianrailways.gov.in/view_section.jsp?lang=0&id=0,2,17,6313,6321,6326

On Railnet:
Visit RDSO website at 10.100.2.19
Go to Directorates → CAMTECH → Publications → S&T Engineering
Or click on the link
http://10.100.2.19/camtech/Publications/CAMTECH%20Publications%20Online/SntPub.htm

A limited number of publications in hard copy are also available in CAMTECH library which can
be got issued by deputing staff with official letter from controlling officer. The letter should be
addressed to Director (S&T), CAMTECH, Gwalior.
For any further information regarding publications please contact:
Director (S&T) – 0751-2470185
(O)(BSNL)SSE/Signal - 8516962343
Or Email at [email protected],

Or FAX to 0751-2470841 (BSNL)

Or write at
Director (S&T)
Indian Railways Centre for Advanced Maintenance Technology,
In front of Hotel Adityaz, Airport Road, Maharajpur,
Gwalior (M.P.) 474005
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List of Figures
Figure 1: An Automatic Signalling Block Section .................................................................... 1
Figure 2: Connection of MSDAC Field units with Central Evaluator....................................... 3
Figure 3: Layout showing Track Sections & Supervisory Track Sections ................................ 3
Figure 4: Scheme of Automatic Signalling with MSDAC (Section up tp 10 Km).................... 7
Figure 5: Reset Control Circuit for Station A & Station B (UP direction) ................................ 8
Figure 6: Connection of DPs to Central Evaluator in star configuration using quad cable ..... 13
Figure 7 : Connection of DPs to Central Evaluator in Ring configuration .............................. 14
Figure 8 : Scheme 1-Automatic Signalling with Siemens MSDAC using OFC (with Relay
Hut) - Page No. 1 ..................................................................................................................... 25
Figure 9 : Scheme 2 -Automatic Signalling with Siemens MSDAC using dual detection and
OFC (without Relay Hut) - Page No. 2................................................................................... 25
Figure 10: Scheme 3 -Automatic Signalling with Siemens MSDAC using dual detection and
OFC/quad changeover arrangement (without Relay Hut). -Page No. 3 .................................. 25
Figure 11: Scheme 4 -Track Section Status Indication with MSDAC installed at relay Hut.-
Page No. 4 ................................................................................................................................ 25
Figure 12 : Scheme 5 - Remote Resetting Arrangement -Page No.5 ...................................... 25
Figure 13 : Scheme 6 -Automatic Signalling with Medha MSDAC using dual detection and
OFC -Page No.6 ....................................................................................................................... 25
Figure 14 : Scheme 7 -Automatic Signalling with Medha MSDAC using Dual MSDAC, Dual
detection and OFC - Page No. 7 .............................................................................................. 25

List of Tables

Table 1:Details of Track Sections & Supervisory Track Sections of Figure 3 .......................... 4
Table 2 : Details of Supervisory Sections of Fig 4 .................................................................. 10
Table 3:Details of Track Sections for Annexure l, Fig. 8 ........................................................ 17
Table 4 :Details of Supervisory Track Sections for Annexure I, Fig. 8 .................................. 17
Table 5 : Details of Track Sections for Annexure I, Fig. 9, DN Line ...................................... 19
Table 6 : Details of Track Sections for Annexure I, Fig. 9, UP Line ...................................... 19
Table 7 : Details of Supervisory Track Sections for Annexure I, Fig. 9, DN Line ................. 19
Table 8 : Details of Supervisory Track Sections for Annexure I, Fig. 9, UP Line .................. 19
Table 9 : Details of Track Sections for Annexure I, Fig. 10, DN Line .................................... 21
Table 10 : Details of Track Sections for Annexure I, Fig. 10, UP Line .................................. 21
Table 11 : Details of Supervisory Track Sections for Annexure I, Fig. 10 ............................. 21
 xiv

Abbreviations
AC Alternating Current
AG Auto Gumpty
BBT Broadband Transformer
BTL Bortalao (Railway Station)
CAMTECH Centre for Advanced Maintenance Technology
CE Central Evaluator
DAC Down Axle Counter
DC Direct Current
DKS Darekasa (Railway Station)
DP Detection Point
EMI Electromagnetic Interference
Gbps Giga Bits Per Second
GDPL G Pochampalli (Railway Station)
IPS Integrated Power Supply
IRS Indian Railway Specification
KUK Korukonda (Railway Station)
LC Level Crossing
LV Line Verification
LVR Line Verification Relay
Mbps Mega Bits Per Second
MED Medchal (Railway Station)
MKK Kodambakam (Railway Station)
MS Chennai Egmore (Railway Station)
MSDAC Multi Section Digital Axle Counter
NKM Namkon (Railway Station)
OFC Optical Fiber Communication
PC Personal Computer
PDCU Power Data Coupling Unit
RDSO Research Designs & Standards Organisation
RH Relay Hut
RNC Ranchi (Railway Station)
RSTR Reset Relay
SM Station Master/Station Manager
SPT Supervisory Track Section
SWR Station Working Rules
UAC Up Axle Counter
UFSBI Universal Fail Safe Block Interface
VZM Vizianagram (Railway Station)
 xv

References
 RDSO Guidelines for Automatic Block Signalling with MSDAC vide letter No.
STS/E/AC/ABS dated 27.06.2008.

 RDSO Technical Advisory Note No. STS/E/TAN/6002 version 1.0 dated 12.12.2011.

 Technical Overview of MAC 181 Version 1.0 –M/s Medha Servo Drives Pvt Ltd.,
Hyderabad.

 Installation Manual for Multi Section Digital Axel Counter MSDAC-730 –M/s
Central Electronics Ltd., Sahibabad.

 System Description AzS350U Microcomputer Axle Counting System – M/s Siemens

Ltd., Mumbai.

 Installation Manual AzLM –M/s Eldyne Elecro Systems Pvt. Ltd., Kolkata
 CAMTECH/S/PROJ/2021-22/SP2/1.0 1

Section 1
Automatic Block Signalling with MSDAC

1.1 Introduction:

This handbook deals with Automatic Block Signalling with MSDAC as a mean of track
detection and OFC cable as communication medium. It covers the concept of Automatic
Block Signalling, arrangements of Detection Points (DPs) of MSDAC, concepts of Track
Section and Supervisory Track Section (SPT) and Manual as well as Automatic Resetting
arrangements. The details are given in following paragraphs.

1.1.1 Automatic Block Signalling:

Automatic Block Signalling is a system of train working in which movement of trains is

controlled by the automatic stop signals. These signals are operated automatically by the
passage of trains into through and out of the automatic signalling sections. Following are the
essentials of Automatic Block System:
(a) The line is track circuited throughout its length and divided into a series of automatic
signalling sections each of which is governed by an Automatic Stop Signal.

(b) The movement of trains is controlled by stop signals, which are operated automatically by
the passage of train past the signals.

(c) No Automatic Signal assumes 'OFF' unless the line is clear not only up to the stop signal
ahead, but also an adequate distance beyond it.

The Automatic Signalling arrangement facilitates to increase the Line capacity without any
additional Stations being constructed and maintained.

The adequate distance referred to above, which may also be termed 'overlap’, shall not be less
than 120 metres unless otherwise directed by approved special instructions.

Automatic Stop Signals are multiple aspect colour light signals and are either 3-aspect or 4-
aspect depending upon the requirement.

Figure 1: An Automatic Signalling Block Section

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1.1.2 Multi Section Digital Axle Counter (MSDAC):

Multi Section Digital Axle Counter consists of axle detectors and field units configuring upto
(n-1) ‘Track Sections’, where n is the number of detection points. It is capable of counting
axles, count comparison, finding direction of axle movement, supervision, relay drive and
transmission of counts and health of axle detectors and field units. The field units are
connected to the Central Evaluator by transmission medium where transmission is in VF
range. Track clear indication shall only be given when IN count and OUT count are equal and
equipment is functioning all right. Axle counter shows occupied when any of its sub-
assemblies belonging to the section is damaged, missing or has become faulty. MSDAC
works on high frequency and using ‘Phase Modulation’ with phase reversal of 180 degrees
out of phase unlike conventional axle counter which works on ‘Amplitude Modulation’.

For transmission of data between field units and Central Evaluator following communication
links can be used:
(a). Telecomm. Quad cable (0.9 mm. dia.) – ½ quad (As per IRS:TC:30/97).
(b). PIJF cable (0.9 mm. dia.) – 1 pair (IRS:TC 41/97).
(c). OFC – One 2 wire voice channel.

Each track section can be reset independently from the Reset box/Reset module of Reset
panel with co-operation of line verification box simultaneously.

The MSDAC broadly consists of following components:

 Axle detectors.
 DAC field units.
 Central evaluator.
 Reset Module/Panel.
 Line verification box
 Relay unit consisting of Vital relays
 Event logger.
 Diagnostic terminal.

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Figure 2: Connection of MSDAC Field units with Central Evaluator

1.1.3 Concept of Supervisory Track Section & Auto Resetting:

Track Section:

A section of track between two DPs used for controlling the signal depending upon its
clearance or otherwise.

Supervisory Track Section:

Supervisory track sections (SPTs) are made using the detection points of different track
sections for automatically resetting these track sections. Supervisory track section covers
more than one track section as shown in Figure 3 below. If any track section fails and its
corresponding supervisory track section is clear, it will automatically reset the failed track
section.

Figure 3: Layout showing Track Sections & Supervisory Track Sections

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The details of Track sections and Supervisory Track Sections of above layout are given
below:

Table 1:Details of Track Sections & Supervisory Track Sections of Figure 3

Track Sections Supervisory Track Sections
No. Jurisdiction No. Jurisdiction
10T DP6 - DP7 SP4T DP6 –DP11

8T DP8 - DP9 SP2T DP10 – DP14

4T DP12 - DP14

Vital Relays:

The relays associated with each Track Section and Supervisory Track Section. The status of
vital relays indicate the clearance or otherwise of associated Track section/Supervisory Track
Section.

Relay Hut:

The length of Automatic Signalling sections may vary (say 10 km or more). Since all the
signals cannot be controlled from stations at both ends of an Automatic Signalling Section,
Relay Huts are provided at suitable places between stations for this purpose. Also depending
upon the requirements and as per Zonal Railways practice, Evaluators of MSDAC may also
be kept at Relay Huts.

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1.2 Guidelines for Automatic Block Signalling with MSDAC

(Ref.: RDSO letter No. STS/E/AC/ABS dated 27.06.2008)

1.2.1 Provision of Relay Huts:

As far as possible the Relay Huts should be provided at such locations which are easily
approachable by road, preferably near mid section LC Gate. The location of RH is so chosen
that all the signals fed from RH are within 2.8 Km. As a thumb rule, for a length of 10 Km
section 2 Relay Huts to be provided.

1.2.2 Location of DPs and formation of Track Sections:

In order to minimize the number of track sections, no separate track section shall be made for
overlap portion in auto-sections. A single track section includes route as well as overlap of a
signal. Due to this one track section overlaps the other.
The direction of movement is ensured through circuit.
The first DP of a track section shall be located at not more than 3 m from the foot of the
signal controlled by that track section. The other DP of that track section shall be at not less
than overlap distance from the foot of the next signal in the direction of movement.
For example in Error! Reference source not found., DP6 of 10T is not more than 3 m from
he foot of the signal AS-10.
The DP7 of 10T is at not less than the overlap distance (120 m in this case) from foot of the
signal AS8.
No two adjacent DPs shall be less than 5 m to avoid interference with each other. However
manufacturer’s guidelines may be followed as per their instruction manual.

1.2.3 Formation of Supervisory Track Sections (SPTs):

Supervisory Track Sections are made mostly using the detection points of track sections for
automatically resetting the track sections. Each Supervisory track section completely covers 2
or 3 track sections. Supervisory Track sections have overlapping boundaries.

1.2.4 Communication between Evaluator & DPs:

For communication between Evaluator and DP, 1 pair of quad cable (1/2 quad) is required
per DP.

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1.2.5 Power feeding arrangements of Signals and DPs:

To minimize the requirement of repeating the aspect relays of signals fed from RH to stations
for indication purpose, number of signals within 2.8 Km shall be fed from stations and rest of
the signals from RH.
Up to certain distance, power to DPs and communication between Evaluator and DP is on
same 1/2 quad. Beyond that it requires special arrangement and local power supply
depending upon type of MSDAC used. Accordingly the special arrangements and local
power supply may be planned by railways. Even with this there is a limit for distance of a DP
from its Evaluator. For details, technical manual of manufacturer may be referred.

In case of Siemens make MSDAC, the DPs up to 4.5 km can be fed directly from the
Evaluator. The power & communication both are available at the same evaluator port. For
DPs beyond 4.5 Km, a BBT (Broad Band Transformer) is to be provided at less than 4.5 Km.
In this case, DP cannot use the power fed from Evaluator, therefore local power supply will
have to be provided for DP at site. There is a limit of maximum distance of a DP from
Evaluator even with local power supply. The part number of DP with common power supply
and that of DP with local power supply is different. Care has to be taken while planning
number of DPs type wise. For details, technical manuals of AzS350U MDAC may be
referred.

In case of Eldyne MSDAC, evaluator does not provide power for DPs. A DC power source is
required at central place and a PDCU (Power Data Coupling Unit) is required to combine
power from power source & data from Evaluator to send them on a signal ½ quad. The
distance up to which such arrangement can work depends on the voltage of power source.
Beyond which separate local power supply will have to be provided to DP. There is a limit of
maximum distance of a DP from Evaluator even with local power supply. For details
technical manuals of AzLM MSDAC may be referred.

Similarly for power feeding arrangements of other MSDACs, their technical manuals may be
referred.

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Figure 4: Scheme of Automatic Signalling with MSDAC (Section up tp 10 Km)

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Figure 5: Reset Control Circuit for Station A & Station B (UP direction)
Note: Resetting arrangement is shown for UP direction only. Similar arrangement to be made for DN direction also

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1.2.6 Resetting arrangement & Supervisory Track Section:

One reset box at train sending station along with its corresponding Line Verification (LV)
box at other station is used to manually reset all the track sections including Supervisory
Track Sections of both the stations of a particular direction of movement. This resetting can
be done only when station manager of both the stations have ascertained that all the track
sections between the stations are clear of trains in that particular direction. The detailed
procedure will have to be covered in SWRs of respective stations by the railways.
On pressing LV button at train receiving station, a relay LVR picks up which is repeated at
train sending station for extending the co-operation.
On pressing SM’s Key and Reset box push button at train sending station, a relay RSTR
picks up. Contacts of RSTR at train sending station and its repeater at train receiving station
are used to reset the track sections of that direction.
In case of manual resetting during failure of track sections, the subsequent trains will have to
be stopped at train sending station until last train entered into the section has reached the
other station. This will badly hamper the traffic in a high traffic density Automatic Signalling
section.
Therefore Supervisory track sections are provided using the detection points of track sections
for automatically resetting the track sections as given above. This considerably reduces the
requirements for manual reset and helps in smooth train operation.
Note:
A Supervisory Track Section covers boundaries from first DP of first Track Section and end
DP of last Track section under its jurisdiction. If any one of the first or last DP is not powered
or failed, then Supervisory Track Section also fails.
Since track sections share DPs with their Supervisory Track Sections, failure of a DP will
cause failure of its track section and also of its Supervisory track section. In such case,
Supervisory track section will not be able to automatically reset such track section under its
jurisdiction. Therefore, such track sections are required to be covered under two Supervisory
track sections. Due to this, Supervisory track sections shall have overlapping boundaries.
Following table shows the jurisdiction of DPs covered in Supervisory track sections for auto
resetting of the scheme given in Error! Reference source not found. at page no.7

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Table 2 : Details of Supervisory Sections of Fig 4

Sr. Supervisory Underlying End DPs of Supervisory
No. Track Track Sections Track Section
1 SP1T 1T, 3T, 5T DN DP1 to DN DP7
2 SP2T 4T, 6T UP DP10 to UP DP14
3 SP3T 5T, 7T, 9T DN DP6 to DN DP11
4 SP4T 6T, 8T, 10T UP DP6 to UP DP11
5 SP5T 9T, 11T DN DP10 to DN DP14
6 SP6T 10T, 12T, 14T UP DP1 to UP DP7

For example DN DP7 of 5T is common to SP1T also.

5T has been covered in SP3T also, but it does not depend on DN DP7.

The failure in DN DP7 will fail 5T as well as SP1T.

As SP1T fails, it will not be able to reset 5T.

However, 5T will get reset command from SP3T.

A relay selection circuit will have to be made, so that only the failed track section gets the
reset command either through manual resetting or automatic resetting. An arrangement is
shown in Figure 5

For the safety in train operation, both Automatic and Manual resetting shall be in
Preparatory Mode only.

1.2.7 Transfer of Tracks & Signal aspects for indication, Signal control or Aspect
Control

The requirement of repeating certain relays from Relay Huts to station and vice versa is as
given below:
The Track Section Vital relays are available in the Evaluator only. The feeding of some of the
signals is from RH also. In this scheme, as the Evaluators are kept at stations only, the relay
of controlling track section of such signals will have to be repeated to the RH.
In case two adjacent signals are fed from two different locations, the aspect controlling relays
will have to be repeated from one location to the other for inter-signal aspect controlling.
For providing indications of aspects of the signals fed from RH, the aspect proving relays will
have to be repeated from RH to the nearest station. UFSBI/MUX/Cable may be used for this
purpose.

Separate UFSBI/MUX/Cable may be planned for UP and DN directions to improve the

reliability.

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Any failure in one direction should not affect the movement of other direction. Therefore
separate evaluators (set of evaluators) of MSDAC may be planned for UP and DOWN
directions.

1.2.8 Power Supply Arrangements:

At stations

(i) For Relays – 24 V DC

(ii) For UFSBI -24 V DC
(iii) For MSDAC Evaluator:

 Eldyne AzLM - 24 V DC Eldyne AzLM

 Siemens AzS350U - 24 V to 60 V DC
 Siemens ACM 200 - 24 V DC
 Medha MAC 181 - 24 V DC
 Frauscher ACS200 & FAdC - 19 V DC to 72 V DC
 CEL DACF 730P -24 V DC

(iv) For DPs:

 Eldyne AzLM - 60 V DC/110 VDC
 Siemens AzS350U - 30 V to 72 V DC OR 42 V AC to 50 V AC (through isolation
transformer)
 CEL DACF730P - 24 V DC if power cable is available
110 V DC if IPS is available
96 V DC if from CEL’s Centralized DC-DC Converter
 Medha MAC181 - 16.8 V DC to 66 V DC

(v) For Signals - 110 V AC

The above supplies may be derived from either from separate IPS or from existing
IPS/Battery Charger-Battery System. If required, existing power system may be suitably
upgraded. Battery Charger for MSDAC and DPs should be suitable for axle counter. be

At Relay hut
The requirements shall be same as that for Station.

Limitations of the scheme:

Evaluators are common to many track sections. Failure of an Evaluator may lead to failure of
many track sections, thereby many signals. Standby evaluator may be planned.
Evaluators are provided at stations only, hence this scheme is suitable for a section of
maximum 10 Km length. In longer sections the Evaluators may be required to be provided at
relay huts depending upon their make and control distance.
Distance from relay huts to signals may be planned in such manner that cutting –in relays can
be avoided.

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1.3 Precautions in planning of Automatic Block Signalling scheme using

MSDAC:

There has been long duration failures of MSDAC based Automatic Block Signalling that
resulted in traffic disruption on both the lines due to failure of common items for both the
lines. Such failures result into widespread train punctuality loss and long duration use of
manual processes for train operations. In view of above, following guidelines as per RDSO
Technical Advisory Note No. STS/E/TAN/6002 version 1.0 dated 12.12.2011 are reproduced
below for improving the availability and maintainability of ABS systems that are mostly
employed in high density sections.
1. Line wise Electronics & cabling:
(a) Requirement is that there shall be no single point of failure that can affect both the
lines at the same time. MSDAC can provide multiple track section monitoring by single
evaluator but it shall be ensured that one evaluator failure does not affect signals on both
UP & Down lines. This primarily leads to provision of line wise evaluators with separate
power supply modules.
(b) Cabling, as far possible, shall be planned line wise in such a way that single cable failure
does not affect the signalling on other line and there are sufficient spares for concerned
line.
2. Power Supply arrangements:
(a) Evaluator for each line shall be supplied from independent power supply module.
(b) Power supply for evaluator shall not be shared for anything else like cabinet fan or track
section relays.
(c) Power supply module feeding external circuits shall never be used for feeding indoor
electronic systems like evaluators that require separate isolated supply.
(d) Power supply ripples shall be ensured to be less than 50mv peak to peak as per IPS
specifications. This should be part of routine maintenance measurements and records.
3. Line side Cabinets (Portable cabins):
(a) These line side cabinets shall have sufficient space for keeping circuit books, manuals,
and diagnostic PC on a table of adequate size and also for movement of staff during
routine maintenance and fault finding.
(b) Battery shall not be installed in the same space where electronic systems are installed.
Battery room shall be separate and sufficiently ventilated.
(c) These shall be preferably located near Level crossings for quick access otherwise a
suitable access route shall be identified and approved by open line.

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Section 2
Applications of MSDAC using OFC in Automatic
Block Signalling
2.1 Introduction
The scheme explained in earlier sections uses quad cable for communication between
stations. OFC can be used from station to relay hut and from relay hut to other end station for
communication of data. OFC can also be used for communication from MSDAC Central
Evaluator to each DP.

2.2 Advantages of using OFC:

Under Quad based communication, DPs are connected to Central Evaluator in star
configuration. However there is no redundant communication channel available in this
configuration as shown in Figure 6 below.

Figure 6: Connection of DPs to Central Evaluator in star configuration using quad cable

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Under OFC based communication, DPs can be connected to Central Evaluator in Ring
configuration. In this configuration, redundant channels (primary and secondary) will be
available for communication, which increases the availability. Normally Primary channel is
used for communication between CE and DPs. If any cable breakage or any DP is powered
off it automatically switches to secondary channel to communicate with those DPs which are
not reachable through primary channel. The number of DPs which can be connected to an
Evaluator in one ring channel depends upon the make of MSDAC. For example eight DPs
can be connected in one independent ring channel for communication with Central Evaluator
of Medha MAC181 Multi Section Digital Axle counter.

Figure 7 : Connection of DPs to Central Evaluator in Ring configuration

Also by using OFC between stations and relay huts, data communication can be done in an
efficient manner.
The other advantages of using OFC cable in place of quad cable are:

Greater bandwidth and speed:

Optical fiber provides more bandwidth than copper, reaching speeds from 100 Mbps up to 10
Gbps and beyond. This means fiber can carry more information with faster speeds than
copper and with better fidelity. Optical fiber speeds depends on the type of cable, which can
be single-mode or multimode.

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Longer distances:

When travelling over long distances, optical fiber cables experiences less signal loss than
copper cables.

Security:

Optical fibers are difficult to tap. As they do not radiate electromagnetic energy, emissions
cannot be intercepted. As physically tapping the fiber takes great skill to do undetected, fiber
is the most secure medium available for carrying sensitive data.

Immunity and reliability:

Fiber is immune to temperature changes, severe weather and moisture, all of which can
hamper the connectivity of copper cable. Plus, fiber does not carry electric current, so it’s
not bothered by electromagnetic interference (EMI) that can interrupt data transmission. It
also does not present a fire hazard like old or worn copper cables can.
Costs:

Optical fiber is more expensive than copper in the short run, but its maintaining costs are
significantly lower. Fiber requires less hardware installation and lasts longer, which makes it
less expensive in the long run.

2.3 Requirements of Automatic Signalling with MSDAC using OFC:

 Track section numbers are generally assigned by the signal numbers governing them.
 First DP of an automatic block section is provided at not less than 3 m from the foot of
the signal.
 The second DP is provided at not less than overlap distance (120 m) from the foot of the
signal.
 One track section is reckoned from first DP of a signal to the DP at overlap distance
ahead of next signal.
 The Supervisory Track sections are formed as per requirement of railways. These may
cover one or more track sections.
 Some railways use Block Supervisory Track Sections which extend from first DP at the
foot of Advanced Starter of one station to first DP at the foot of the Home Signal. The
advantage of using Block Supervisory Track Section is in the event of multiple
Evaluator or DP failure, the entire block section can be reset.

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 Number of relay huts depends upon the requirement of railways. It also depends upon
the control distance of MSDAC used. For example the maximum standard distance
controlled by Siemens AzS350U or ACM200 is 6.5 Km. Hence for a section of distance
ranging from 10 Km to 12 Km between two stations, only one Relay Hut is required.
 For converting electronic data of MSDAC Evaluator to optical data for transmission
over OFC, Ethernet to OFC protocol Converter is required.
 Modems are required for sending and receiving data between two or more points over
OFC cable.
 For communication of information on signal, track section status, indications, resetting
etc. from one station/hut to another station/hut, suitable Multiplexer/UFSBI is required
at each end.
 Two dark fibers* are required from one Station/Relay hut to another Station/Relay hut
for ring network

*Dark Fiber is simply a length of fiber optic cable which has no equipment connected to it
and is not transmitting any data. Any organisation will lease or buy this fiber from a network
provider and then fully manage the equipment, deployment, security, traffic and maintenance
themselves. Dark fiber are strands of fiber optic cables that are deployed underground, but are
not currently being used. Because there is no light being transmitted across them, they are
considered dark. While any type of fiber (single or multi-mode) can technically be dark, the
term dark fiber typically refers to 9 µ single mode fiber.

2.4 Automatic Signalling Schemes with application of MSDAC and OFC:

There are various schemes of Automatic Signalling with MSDAC using OFC based on
experience of zonal railways and different firms. However, so far OFC is used only for
communications from one station to another station through Relay hut. For communication
from MSDAC Central Evaluator to each DP, quad cable is used.
Details of some schemes of Automatic Signalling with MSDAC using OFC are given in
following sections.

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2.4.1 Scheme 1
Automatic Signalling with Siemens MSDAC using OFC (with Relay Hut):

An Automatic Signalling scheme between KUK and VZM stations of Waltair Division, East
Coast Railway using Siemens MSDAC with OFC for one DN line is given in Annexure I on
page 1.
 Type of Axle counter – Siemens ACM200 MSDAC
 Inter Signal distance – ranging from 1.06 Km to 2.99 Km.
 No. of Evaluation Computers used – 3 (one each at stations and one in Relay Hut)
 Communication from Evaluation Computer1 through Evaluation computer 2 to
Evaluation Computer3 –on OFC cable
 Communication from Evaluation Computer to each DP under its jurisdiction – on quad
cable (1/2 quad per DP)
 No. of Auto Sections – 6
 No. of Detection Points (DPs) – 14
 No. of Track Sections – 12
 No. of Supervisory Track Sections – 3
 No. of Signals (including Advance Starter of KUK station & Home Signal of VZM
station) - 7
Table 3:Details of Track Sections for Annexure l, Fig. 8
Sr. Track Section DPs forming Sr. Track Section DPs forming
No. Track Section No. Track Section
1 T1 DDP1 & DDP3 7 T7 DDP7 & DDP9
2 T2 DDP2 & DDP4 8 T8 DDP8 & DDP10
3 T3 DDP3 & DDP5 9 T9 DDP9 & DDP11
4 T4 DDP4 & DDP6 10 T10 DDP10 & DDP12
5 T5 DDP5 & DDP7 11 T11 DDP11 & DDP13
6 T6 DDP6 & DDP8 12 T12 DDP12 & DDP14

Table 4 :Details of Supervisory Track Sections for Annexure I, Fig. 8

Sr. Supervisory Track Track Sections End DPs of Supervisory Track
No. Sections covered Section
1 SP1 T1, T2, T3, T4 DDP1 & DDP6
2 SP2 T5, T6, T7, T8 DDP5 & DDP10
3 SP3 T9, T10, T11,T12 DDP9 & DDP14

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2.4.2 Scheme 2
Automatic Signalling with Siemens MSDAC using dual detection and OFC
(without Relay Hut):

An Automatic Signalling scheme between DKS and BTL stations of Nagpur Division, South
East Central Railway using Siemens MSDAC with dual detection and OFC for double line is
given in Annexure I on page 2.
 Type of Axle counter – Siemens AzS350U MSDAC
 Inter Signal distance – ranging from 1.0 Km to 1.4 Km.
 No. of Evaluation Computers used :
DKS Station
DN -2 Nos. (A-DAC1 Main, B-DAC1 Dual)
UP – 4 Nos. (A-UAC2 Main, B-UAC2 Dual, A-UAC3 Main, B- UAC3 Dual)
BTL Station
DN – 4 Nos. (A-DAC2 Main, B-DAC2 Dual, A-DAC Main, B-DAC3 Dual)
UP – 2 Nos. (A-UAC1 Main, B-UAC1 Dual)
 Communication from DKS to BTL stations–on OFC cable
 Communication from Evaluation Computer to each DP under its jurisdiction – on quad
cable (1/2 quad per DP)
 No. of Auto Sections – 5 Main & 5 Dual in UP direction
5 Main & 5 Dual in DN direction
 No. of Detection Points (DPs) – 10 Main & 10 for dual detection
 No. of Track Sections – 5 Main & 5 Dual in UP direction
5 Main & 5 Dual in DN direction
 No. of Supervisory Track Sections – 4 Main & 4 Dual in UP direction
4 Main & 4 Dual in DN direction
 No. of Signals (including Advance Starter & Home Signals of DKS & BTL stations)
6 in DN direction & 6 in UP direction

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Table 5 : Details of Track Sections for Annexure I, Fig. 9, DN Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 A 28T DA 11 DA 13 B 28T DB 11 DB 13
2 A 202T DA 12 DA 14 B 202T DB 12 DB 14
3 A 204T DA 21 DA 23 B 204T DB 21 DB 23
4 A 206T DA 22 DA 24 B 206T DB 22 DB 24
5 A 208T DA 31 DA 32 B 208T DB 31 DB32

Table 6 : Details of Track Sections for Annexure I, Fig. 9, UP Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 A 7T UA 11 UA 13 B 7T UB 11 UB 13
2 A 207T UA 12 UA 14 B 207T UB 12 UB 14
3 A 205T UA 21 UA 23 B 205T UB 21 UB 23
4 A 203T UA 22 UA 24 B 203T UB 22 UB 24
5 A 201T UA 31 UA 32 B 201T UB 31 UB 32

Table 7 : Details of Supervisory Track Sections for Annexure I, Fig. 9, DN Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 A 28T/202T DA 11 DA 14 B 28T/202T DB 11 DB 14
2 A 202T/204T DA 12 DA 23 B 202T/204T DB 12 DB 23
3 A 204T/206T DA 21 DA 24 B 204T/206T DB 21 DB 24
4 A 206T/208T DA 22 DA 32 B 206T/208T DB 22 DB 32

Table 8 : Details of Supervisory Track Sections for Annexure I, Fig. 9, UP Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 A 7T/207T UA 11 UA 14 B 7T/207T UB 11 UB 14
2 A 207T/205T UA 12 UA 23 B 207T/205T UB 12 UB 23
3 A 205T/203T UA 21 UA 24 B 205T/203T UB 21 UB 24
4 A 203T/201T UA 22 UA 32 B 203T/201T UB 22 UB 32

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2.4.3 Scheme 3
Automatic Signalling with Siemens MSDAC using dual detection and
OFC/quad changeover arrangement (without Relay Hut):

An Automatic Signalling scheme between RNC and NKM stations of Ranchi Division, South
Eastern Railway using Siemens MSDAC with dual detection and OFC for double line is
given in Annexure I on page 3.
 Type of Axle counter – Siemens ACM200 MSDAC
 Inter Signal distance – ranging from 1.0 Km to 1.4 Km.
 No. of Evaluation Computers used :
RNC Station
2 Nos. (DN System 1) & 2 Nos. (DN System 2)
NKM Station
2 Nos. (UP System 1) & 2 Nos. (UP System 2)
 Communication from RNC to NKM stations–on OFC and Quad cables in parallel
 Communication from Evaluation Computer to each DP under its jurisdiction – on quad
cable (1/2 quad per DP)
 No. of Auto Sections – 2 Main & 2 Dual in DN direction
2 Main & 2 Dual in UP direction
 No. of Detection Points (DPs) – 4 Main & 4 for dual detection in DN direction
4 Main & 4 for dual detection in DN direction
 No. of Track Sections – 3 Main & 3 Dual in DN direction
3 Main & 3 Dual in UP direction
 No. of Supervisory Track Sections – 1 in DN direction
1 in UP direction
 No. of Signals (including Advance Starter & Home Signals of DKS & BTL stations)
3 in DN direction & 3 in UP direction

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Table 9 : Details of Track Sections for Annexure I, Fig. 10, DN Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 SA50XT AD02 AD04 SA50XT AAD02 AAD04
2 GSA2XT AD04 AD06 GSA2XT AAD04 AAD06
3 GSA2XT1 AD06 AD08 GSA2XT1 AAD06 AAD08

Table 10 : Details of Track Sections for Annexure I, Fig. 10, UP Line

Sr. Single Detection Dual Detection
No. Track Section DP From DP To Track Section DP From DP To
1 SA35XT AU19 AU21 SA35XT AAU19 AAU21
2 G5A7XT AU21 AU23 G5A7XT AAU21 AAU23
3 G5A7XT1 AU23 AU25 G5A7XT1 AAU23 AAU25

Table 11 : Details of Supervisory Track Sections for Annexure I, Fig. 10

Sr. Supervisory Track Track Sections covered End DPs of Supervisory
No. Sections Track Section
1 SP2 SA50XT, GSA2XT, GSA2XT1 AD02 & AD08
2 SP3 SA35XT, G5A7XT, G5A7XT1 AU19 & AU25

2.4.4 Scheme 4
Track Section Status Indication with MSDAC installed at relay Hut:
A scheme showing arrangement of Track Section status indication in Automatic Signalling
section between MKK and MS stations of Southern Railway is given in Annexure I, Page 4

In this scheme, Siemens ACM200 MSDACs are installed at Relay Hut to control the track
sections.

Indications are required at stations to know the status of Track Sections either on a PC or
Indication Panel in Maintainer’s room.

There are total 21 track sections which are controlled through MSDAC in the Relay Hut.

Indications of all the track sections are required at both stations.

Multiplexers are provided at all the three places (Stations and Rely hut).

Master Controller will be at Relay hut.

All the three i.e. MKK Station, MS Station and Relay Hut are connected through Ethernet to
OFC converter and ring network.

The front contacts of Track Section Relays will be sent through Multiplexers/UFSBI

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2.4.5 Scheme 5
Remote Resetting Arrangement:

A scheme showing remote resetting in Automatic Signalling section between MKK and MS
stations of Southern Railway is given in Annexure I Page 5.
When individual Track Section as well as Supervisory Track Sections are failed, then manual
resetting has to be resorted. Manual resetting is possible only remotely through stations at
either end of Automatic Block Section as MSDACs are installed at mid section hut.
Suppose a track section as well as Supervisory Track Section of DN line from MS to MKK
stations are failed and manual resetting is to be performed, then
 MS will seek Co-operation from MKK.
 MKK will confirm that the train after which the Auto Section is failed has arrived
intact at his station.
 MKK then presses Co-op Key in Reset box.
 The information is sent through UFSBI, Modem and OFC to next station.
 UFSBI at MS station will give output to Co-op indication.
 Co-op indication is displayed at MS station.
 Now SM at MS station will press Reset button of concerned Track Section.
 The resetting pulse is sent to the MSDAC Evaluator in the hut.
 After completion of reset operation, Reset Acknowledgement indication will be sent
from hut to MS station thrug UFSBI and Modem.
So the remote resetting is done in three steps:
 Communication of co-operation from MKK to MS station.
 Sending of Reset pulse from MS station to hut.
 Sending Reset acknowledgement from hut to MS station.

2.4.6 Scheme 6
Automatic Signalling with Medha MSDAC using dual detection and OFC:
An Automatic Signalling scheme on double line using Medha MSDAC using dual detection
and OFC is given in Annexure I on page 6
 Automatic Block Section between MED & GDPL Stations
 2 Nos. Auto Gumptis (Relay Huts) are provided in the Auto section between MED &
GDPL Stations.

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 The signals are within 1.5 to 1.6 Km from Auto Gumpty, hence cutting in relays are not
required.
 Central Evaluators of MSDAC are kept at Auto Gumpties.
 No Central Evaluator is kept at station.
 Type of Axle counter – Medha MAC181 MSDAC
 No. of Central Evaluator Units (CEU) used – 2 (AG2 & AG3)
 Communication from MED Station to GDPL Station via 2 Central Evaluators at Relay
huts–on OFC cable.
 Copper cable is used from Auto Gumpty to its signals and DPs (Signalling & quad cables
respectively).
 Communication from Central Evaluator Unit (CEU) to each DP under its jurisdiction – on
quad cable (1/2 quad per DP) through OFC/Quad Converter.
 No. of Auto Sections – 6 in UP & 6 in DN
 No. of Detection Points (DPs) – 15 Nos. controlled by AG3 MSDAC & 10 Nos.
controlled by AG2 MSDAC in dual detection.
 At Station MED -1 DP ahead of UP Advance Starter & 1 DP ahead of DN Home Signal
is provided.
 At Station GDPL -1 DP ahead of DN Advance Starter & 1 DP ahead of UP Home Signal
is provided.
 No. of Track Sections – 6 in UP direction & 7 in DN direction (Shown in Violet colour)
 No. of Supervisory Track Sections – 5 in UP direction & 6 in DN direction (Shown in
Green colour)
 No. of Signals (including Home Signal of end station) – 7 in UP direction & 7 in DN
direction.
 Auto Resetting is done through Supervisory Track Sections.(Preparatory mode only)
 Redundancy is provided through dual Detection points.
 Description of Signals, DPs, Track Sections, Supervisory Track Sections is provided in
the diagram of the scheme itself.

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2.4.7 Scheme 7
Automatic Signalling with Medha MSDAC using Dual MSDAC, Dual
detection and OFC:
This scheme is the enhanced version of Scheme 2 having more redundancy. (Annexure I
Page 7)
 In this scheme two OFC cables are provided from station (MED) to station (GDPL) in
different paths so that if one cable is cut or gone defective, the circuits will run through
other cable.
 One set of DPs are provided on left rail and another set of DP (dual) are provided on right
rail in both UP and DN lines.
 The track sections on left rail are main track sections and those on the right rail are
standby.
 The Main track sections formed by DPs of left rail on both UP and DN lines are
numbered with suffix A. Example A5948A.
 Similarly, the Standby track sections formed by DPs of right rail on both UP and DN
lines are numbered with suffix B. Example B5951AC.
 In the first half portion of automatic block section, DP1 to DP15 of left rail are connected
to AG3 MSDAC Central Evaluator (Main) with quad cables (Shown in Blue colour). The
second set of DPs (dual) provided on right rail are connected to another AG3 MSDAC
Central Evaluator (Dual) (shown in Green colour).
 Similar arrangement is made in the second half of the automatic block section for
MSDAC AG2 (Main) and AG2 (Dual) with DP1 to DP10.
 AG3 (Main) and AG3 (Dual) are kept at one Auto gumpty and AG2 (Main) and AG2
(Dual) are kept at another Auto gumpty.
 AG3 (Main) and AG3 (Dual) are interconnected and similarly AG2 (Main) and AG2
(Dual) are interconnected.
 In this way the data/information of main MSDAC is communicated to Dual MSDAC and
vice versa.
 With the above arrangement, redundancy upto three levels is achieved as given below:
 First level of Redundancy - due to dual detection provided on left and right rails.
 Second level of redundancy - by auto resetting of the failed track section by
Supervisory Track Section.
 Third level of redundancy - If one MSDAC fails, then both UP and DN lines will
work on second standby dual MSDAC.

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ANNEXURE I
Automatic Block Signalling Scheme Diagrams

Figure 8 : Scheme 1-Automatic Signalling with Siemens MSDAC using OFC

(with Relay Hut) - Page No. 1

Figure 9 : Scheme 2 -Automatic Signalling with Siemens MSDAC using dual

detection and OFC (without Relay Hut) - Page No. 2

Figure 10: Scheme 3 -Automatic Signalling with Siemens MSDAC using dual
detection and OFC/quad changeover arrangement (without Relay Hut). -Page
No. 3

Figure 11: Scheme 4 -Track Section Status Indication with MSDAC installed at
relay Hut.- Page No. 4

Figure 12 : Scheme 5 - Remote Resetting Arrangement -Page No.5

Figure 13 : Scheme 6 -Automatic Signalling with Medha MSDAC using dual

detection and OFC -Page No.6

Figure 14 : Scheme 7 -Automatic Signalling with Medha MSDAC using Dual

MSDAC, Dual detection and OFC - Page No. 7

Automatic Signalling with MSDAC using OFC Table of Contents August 2021
ACM 200 Application – Auto Signalling

Go To Page 17 Fig.8: Scheme 1-Automatic Signalling with Siemens MSDAC using OFC (with Relay Hut)

Unrestricted © Siemens India 2019

Page 9 February 2019 Mobility Division
Automatic Signaling with Distribution of MSDAC Track Section

Fig.9: Scheme 2 -Automatic Signalling with Siemens MSDAC using dual

detection and OFC (without Relay Hut)
Go To Page 18

Unrestricted © Siemens India 2019

Page 10 February 2019 Mobility Division
 3

Unrestricted © Siemens India 2019

Page 13 February 2019 Mobility Division

Fig.10: Scheme 3 -Automatic Signalling with Siemens MSDAC using dual detection and OFC/quad changeover arrangement
(without Relay Hut).
Go To Page 20
 Scheme to Show Track status Indication (MSDAC installed at Hut)

Fig.11 : Scheme 4 -Track Section Status Indication with MSDAC installed at relay Hut 4

UP Line – 7 A line - 3
DN line – 8 B Line – 3
MSDAC HUT

Non Vital IN x 31 Non Vital 0UT x 30

Non-Vital I/o Exchange Non-Vital I/o Exchange

MKK – MSDAC Hut MSDAC Hut – MS
NV – Out (32)

NV – Out (36)
NV – Out (0)
NV – In (36)
NV – In (0)

NV – In (0)
FU CU FU
Power A line 7x OUT 7x IN Power A line 8x IN 8x OUT Power
Supply Bline 7x OUT 7 x IN Supply Bline 8 x IN 8x OUT Supply
DN Line 8x OUT 8 x IN DN Line 9 x IN 9x OUT
UP Line 9x OUT 9 x IN UP Line 8 x IN 8x OUT

L2/M L2/M L2/M

Switch Switch Switch

OFC 1 (2 Cores) OFC 1 (2 Cores) Go To Page21

OFC 2 (2 Cores) Ring Protection Path OFC 2 (2 Cores)

Unrestricted © Siemens India 2019

Page 16 February 2019 Mobility Division
 Remote resetting Scheme

Fig.12: Scheme 5 - Remote Resetting Arrangement 5

MSDAC HUT

SM Room MSDAC Room

SM Room
Reset Box Co-op key
ACM 200 ACM 200 Reset Box Co-op key
Cabinet Cabinet
Co-op Ind. Track Ind.
Co-op Ind. Track Ind.

Relay Interface Relay Interface

Relay Interface
MSDAC / Equip. Room MSDAC / Equip. Room
MSDAC / Equip. Room
Fail safe Exchange
Evaluator for of Fail safe Exchange of
Fail safe Exchange of
Exchange
Vital I/o of Vital I/o Vital I/o
Vital I/o

Modem Modem
Modem Go To Page 22
OFC 1 (2 Cores) OFC 1 (2 Cores)

OFC 2 (2 Cores) Ring Protection Path OFC 2 (2 Cores)

Unrestricted © Siemens India 2019

Page 17 February 2019 Mobility Division
 6
MSDAC (MED-GDPL)
Converter AG-3 AG-2 Converter
OFC OFC OFC OFC/
OFC/ EV EV
6Q 6Q
6Q 6Q
DP.1 6Q TO DP's 6Q TO DP's 6Q TO DP's 6Q TO DP's DP.9
DP.2 LC No.246A LC No.247 DP.10
LC No.246
MED
GDPL
SUPERVIORY
TRACK SECTION

TRACK SECTION

DP.7 DP.8 DP.1 DP.2

DP.1 DP.3 DP.4 DP.5 DP.6 DP.3 DP.4 DP.9
UP UP

MED GDPL

DOWN
DOWN DP.2 DP.11 DP.7 DP.8 DP.10
DP.9 DP.10 DP.12 DP.13 DP.5 DP.6
DP.14 DP.15

TRACK SECTION

SUPERVIORY
TRACK SECTION

MSDAC SPT.1-DP1&DP6 UP 8ACPR/5948AC SIGNALS MSDAC SPT.1-DP9&DP1 UP 5978AC/5988AC

UP DOWN
UP DOWN SPT.2-DP3&DP8 UP 5948AC/5960AC UP DOWN SPT.2-DP4&DP7 of AG3 UP 5970AC/5978AC SIGNALS
8ACPR-DP1&DP4 5971ACPR-DP15&DP12 SPT.3-DP5&DP2 of AG2 UP 5978AC/5970AC 1. 5948
4. 5973 5978ACPR-DP1&DP4 25ACPR-DP10&DP7 SPT.3-DP10&DP5 DOWN 25AC/5991AC UP DOWN
5948ACPR-DP3&DP6 LC.246ACPR-DP13&DP11 SPT.4-DP13&DP2 DOWN 5951AC/5965AC 2. 5960
5. 5965 5988ACPR-DP3&DP9 5991ACPR-DP8&DP5 SPT.4-DP8&DP14 of AG3 DOWN 5991AC/5981AC 1. 5978 3. 5991
SPT.5-DP15&DP9 DOWN 5971AC/5965AC 5981ACPR-DP6& DP14 of AG3 SPT.5-DP6&DP12 of AG3 DOWN 5981AC/5971AC 2. 5988 4. 5981
5960ACPR-DP5&DP8 5965ACPR-DP13&DP9 3. 5970 6. 5951
5970ACPR-DP7& DP2 of AG2 5951ACPR-DP10&DP2 SPT.6-DP12&DP6 of AG2 DOWN 5981AC/5971AC & LC No.246(EOLB) & LC No.246A(EOLB)

Fig.13: Scheme 6 -Automatic Signalling with Medha MSDAC using dual detection and OFC Go To Page 22
 7

MED MSDAC (MED-GDPL) DP CONNECTION DIAGRAM GDPL

AG-3 AG-2
A8AC A5971AC A5978AC A25AC
A5948AC A5965AC
TO MED OC A5960AC A246AC TO GDPL OC TO MED OC A5988AC A5991AC TO GDPL OC
A5970AC A5951AC A5181AC Converter
Converter OFC OFC OFC
OFC/
OFC/ 6Q EV 6Q
6Q EV 6Q
6Q 6Q
6Q 6Q 6Q TO DP's MAIN 6Q 6Q 6Q 6Q MAIN 6Q
6Q 6Q 6Q 6Q 6Q TO DP's
6Q 6Q TO DP's 6Q 6Q 6Q
6Q
6Q DP.9
DP.1 6Q EV-MAIN TO EV-DUAL
EV-MAIN TO EV-DUAL
INTER CONNECTION WITH DP.10
DP.2 INTER CONNECTION WITH
OFC FOR VERTUAL TRACK
6Q SECTIONS TO RESET MAIN
OFC FOR VERTUAL TRACK TO DUAL VICE-VRSA
SECTIONS TO RESET MAIN (A TO B).
TO DUAL VICE-VRSA
(A TO B).

6Q
UP UP
(L.H.RAIL) (L.H.RAIL)
DP.1 DP.3 DP.4 DP.5 DP.6 DP.7 DP.8 DP.1 DP.2 DP.3 DP.4 DP.9
(R.H.RAIL) (R.H.RAIL)

MED GDPL

(R.H.RAIL) 6Q (R.H.RAIL)

DP.2 DP.9 DP.10 DP.11 DP.12 DP.13 DP.14 DP.15 DP.5 DP.6 DP.7 DP.8 DP.10
(L.H.RAIL) (L.H.RAIL)
DOWN DOWN

6Q 6Q
DP.1 6Q DP.9
6Q 6Q DP.10 6Q
DP.2 6Q 6Q
6Q 6Q 6Q
6Q 6Q 6Q
6Q EV 6Q 6Q EV
6Q 6Q 6Q 6Q
6Q
6Q DUAL 6Q 6Q 6Q
6Q DUAL
OFC/ OFC/
6Q OFC OFC OFC 6Q
B5970AC B5951AC A5181AC Converter
Converter B5960AC B246AC B5988
TO MED OC TO GDPL OC TO MED OC A5991AC TO GDPL OC
B5948AC B5965AC
B8AC B5971AC A5978AC A25AC

Fig.14: Scheme 7 -Automatic Signalling with Medha MSDAC using Dual MSDAC, Dual detection and OFC Go To Page 24
 Quality Policy

“We at RDSO Lucknow are committed to maintain and update

transparent standards of services to develop safe, modern and cost

effective railway technology complying with statutory and regulatory

requirements, through excellence in research, designs and standards by

setting quality objectives, commitment to satisfy applicable requirements

and continual improvements of the quality management system to cater

to growing needs, demand and expectations of passenger and freight

traffic on the railways through periodic review of quality management

systems to achieve continual improvement and customer appreciation. It

is communicated and applied within the organization and making it

available to all the relevant interested parties.”

Table of Contents
 INDIAN RAILWAYS
Centre for Advanced Maintenance Technology
Maharajpur, Gwalior (M.P.) Pin Code – 474 005