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Ref NR/SP/SIG/11752
Issue 2
Date August 2001
Train Detection (formerly RT/E/S/11752)
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RT/EK/11752
Issue 2
August 2001
RAILTRACK COMPANY
SPECIFICATION
TRAIN DETECTION
Endorsement and Authorisation This publication, including the data and

information relating thereto, is not to
be used, disseminated, stored in a
Endorsed by: retrieval system, reproduced, copied
or adapted either in whole or in part
without the express written
permission of the Publishing
Directorate, RAILTRACK PLC.
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Published and Issued by:

Railtrack PLC
Railtrack House
Euston Square
London NW1 2EE
© 2001 RAILTRACK PLC

RT/E/S/11752 RAILTRACK COMPANY SPECIFICATION
Issue 2
August 2001 Train Detection
Page 2 of 6
PART A
SUMMARY
This Specification gives the necessary requirements for train detection

systems to satisfy the mandatory requirements laid down in Railway Group
Standard GK/RT0011, Train Detection.
ISSUE/REVISION RECORD
This Specification will be updated when necessary by the distribution of the

complete document. Amendments will be marked by a vertical black line in
the adjacent right hand margin.
Issue Date Comments

Issue 1 December 2000 New Document
Issue 2 August 2001 Minor amendment. Part
F12 amended to prohibit
use of 83.3Hz track circuits
on Railtrack infrastructure.
IMPLEMENTATION
The requirements of this Specification are mandatory and shall be

implemented from 4 August 2001.
Superseded documents Issue Date

RT/E/S/11752 1 December 2000
DISCLAIMER
Railtrack PLC has used its best endeavours to ensure that the content, layout
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and text of this document is accurate, complete and suitable for its stated
purpose. It makes no warranties, express or implied, that compliance with the
contents of this document should be sufficient to ensure safe systems of work
or operation. Railtrack PLC will not be liable to pay compensation in respect
of the content or subsequent use of this document for any purpose other than
its stated purpose or for any purpose other than that for which it was
prepared except where it can be shown to have acted in bad faith or there has
been wilful default.

RAILTRACK COMPANY SPECIFICATION RT/E/S/11752
Issue 2
Train Detection August 2001
Page 3 of 6
SUPPLY
Paper copies of this document will be available by printing from electronic

copy or, where this is not possible, may be issued on request of the Document
Controller.
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Issue 2
Page 4 of 6
CONTENTS
Page
PART A 2
PART B OVERVIEW B1
1 INTRODUCTION B1
2 PURPOSE B3
3 SCOPE B3
4 DEFINITIONS B5
5 DEFINITION OF INTERFACES B17
PART C PERFORMANCE REQUIREMENTS C1
1 SYSTEM SAFETY C1
2 OCCUPATIONAL SAFETY C4
3 RELIABILITY C7
4 MAINTAINABILITY C8
5 ENVIRONMENT C9
PART D AXLE COUNTER CONFIGURATION D1
PARAMETERS
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1 DEFINITION OF CLEARANCE POINTS D1

2 INTERFACING WITH TRACK CIRCUITS D1
PART E WHEEL DETECTOR CONFIGURATION E1
PARAMETERS
1 DESCRIPTION E1
2 APPLICATIONS E1
3 SENSOR UNIT E1
4 CONTROL UNIT E2
5 RAIL / WHEEL PARAMETERS E2
6 OPERATION E3
7 ELECTRICAL E5
8 MAINTENANCE E6
PART F TRACK CIRCUIT CONFIGURATION F1
PARAMETERS
1 BALLAST RESISTANCE AND TRACK CIRCUIT LENGTH F1
2 TRACK CIRCUIT INSULATIONS F7
3 TRACK CIRCUIT CONFIGURATION F12
4 BONDING F17
5 CLEARANCES AND PHYSICAL STAGGERING F27
6 OPERATING CATEGORY AND INTERFACE DELAY F30
REQUIREMENTS
7 ELECTRIC TRACTION IMMUNITY F33
8 RAIL CONTAMINATION AND THE DETECTION OF F40
LIGHTWEIGHT VEHICLES

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9 ELECTROMAGNETIC INTERFERENCE F45

10 IRJ FAILURE PROTECTION AND ELECTRICAL F47
STAGGERING
11 MUTUAL INTERFERENCE BETWEEN TRACK CIRCUITS F48
12 PROHIBITED ARRANGEMENTS F51
13 POWER SUPPLIES F51
PART G SITE ASSESSMENT PRIOR TO DESIGN G1
1 MAINTENANCE OF JUNCTION CLEARANCES G1
2 BASIC REQUIREMENTS: FOULING AND CLEARANCE G1
POINT
3 WHEN 4880MM (16 FEET) CLEARANCE IS MET OR G1
EXCEEDED
4 WHEN 4880MM (16 FEET) CLEARANCE IS NOT MET G2
5 APPROVALS G5
PART H TRACK CIRCUIT DESIGN REQUIREMENTS H1
1 DESIGN CODES OF PRACTICE H1
2 DESIGN REQUIREMENTS H1
3 CHOICE OF TRACK CIRCUIT TYPE H2
4 DESIGN DELIVERABLES H4
5 JOINT PROCEDURES FOR BONDING PLAN H11
ALTERATIONS
6 BONDING H14
PART J TRACK CIRCUIT INSTALLATION SPECIFICATION J1
1 INTRODUCTION J1
2 INSTALLATION CODES OF PRACTICE J1
3 BONDING RESPONSIBILITIES J2
4 IDENTIFICATION OF TRACK CIRCUIT BOUNDARIES J2
5 PROTECTION OF CROSS TRACK CABLES J2
6 MECHANISED TRACK MAINTENANCE J5
7 RAIL DRILLING J5
8 RAIL CONNECTIONS J6
9 TRACK CIRCUIT DISCONNECTION BOX J18
10 ARRANGEMENT OF TRACK LEAD RAIL CONNECTIONS J20
(EXCEPT JOINTLESS)
11 FISHPLATE BONDING J23
12 JUMPER BONDING J26
13 HIGH VOLTAGES J27
14 LINESIDE APPARATUS HOUSING WIRING J28
PART K TRACK CIRCUIT TESTING AND K1
COMMISSIONING SPECIFICATION
1 TESTING STANDARDS K1
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2 HIGH VOLTAGES K1

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3 LINESIDE APPARATUS HOUSING INSPECTION K2

4 BONDING INSPECTION K2
5 IRJ INSPECTION K3
6 PERFORMANCE TEST K4
7 CONDUCTOR RAIL PROTECTIVE BOARDING K4
PART L OPERATING SPECIFICATION L1
1 NORMAL OPERATION L1
2 EMERGENCY/FAILURE OPERATION L1
PART M TRACK CIRCUIT MAINTENANCE SPECIFICATION M1
1 INTRODUCTION M1
2 ROUTINE EXAMINATION M1
3 DROP SHUNT TEST M2
4 FULL TEST M3
5 CODES OF PRACTICE M4
PART N INSTRUMENTATION N1
1 MULTIMETERS N1
2 UNIVERSAL SHUNT BOX N1
3 RAIL CLIP INSULATION TESTER N3
4 TRACK CIRCUIT FAULT DETECTOR N5
5 DOUBLE MILLIVOLTMETER FOR USE IN D.C. N7
ELECTRIFIED AREAS
6 D.C. CLAMP AMMETER N9
PART P TRACK CIRCUIT FAULT FINDING PROCEDURES P1
1 INTRODUCTION P1
2 CATEGORIES OF FAILURE P1
3 INTERMITTENT FAILURES P2
4 RIGHT SIDE FAILURES P3
5 WRONG SIDE FAILURES P6
6 TRACK CIRCUIT FAULT FINDING PROCEDURES P7
IN D.C. ELECTRIFIED AREAS
PART Q INDEX OF COMPONENTS Q1
1 RAIL CONNECTIONS Q1
2 SAFETY SIGNS Q1
3 INSTRUMENTATION Q1
4 TRACK CIRCUIT EQUIPMENT Q1
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REFERENCES Ref1

Issue 2
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PART B OVERVIEW
1 INTRODUCTION
A train detection system forms part of or provides input to the signalling

system to detect:
• that a train has reached, is passing or has passed a specific position (discrete
systems),
• the presence or absence of vehicles within the limits of a track section
(continuous systems), or
• the absence of vehicles within an envelope ahead of a train that progresses
with the passage of the train (moving block systems).
Where required, a train detection system may additionally detect the

direction in which a train is travelling. (In the case of axle counters, this is a
requirement of the method of operation.)
Discrete systems include wheel detectors (treadles or electromagnetic

proximity devices) and rail circuits. These may be provided in addition to
continuous systems.
Systems of continuous train detection, based on track sections, may either

provide continuous monitoring (e.g. track circuits), or entrance and exit
monitoring (e.g. axle counters).
The function to which a train detection device is most suited is dependent

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upon its designed failure mode. Systems that fail in the occupied state are
capable of proving the absence of a train. For instance, the track circuit is a
device designed to continuously prove the absence of a train from a given
track section; it cannot absolutely prove the presence of a train, since its
designed failure mode is to give the same indication as if a train is present.
Some train detection systems provide an undefined state, in addition to

occupied and clear. This can assist, under failure conditions (or operation of a
track circuit interrupter), in ensuring that the safest state is achieved for all
applications.

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1.1 Block Systems
Block systems (which require the absence of a train to be proved) are not
within the scope of this document, but their use in controlling the passage of
trains between block signals may be facilitated by either:
• continuous train detection (e.g. track circuit block, which includes axle
counters), or
• entry and/or exit train detection, by discrete track circuits or other
devices.
1.2 Level Crossings
For automatic level crossing operation (including manually controlled

crossings equipped with auto raise facilities), train detection is generally
required to prove:
• the absence of an approaching train to allow the crossing to be open to
road traffic, and
• the presence of the train on the exit side before the crossing can be
normalised after operation.
Where additional integrity is required, e.g. for the operation of automatic

level crossings (not locally monitored), some form of diversity or duplication
of train detection device may be required on the approach to the crossing.
Where operation is monitored locally by the driver observing an indicator, a

lesser integrity of train detection may be sufficient to ensure safety.
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1.3 Other Functions
The signalling system requires the presence of a train to be detected for

various other purposes, such as:
• indicating on the signaller's display system,
• approach releasing a signal,
• allowing a permissive route to be set,
• allowing a ground frame to be released,
• train approaching indication/warning.
Where devices that are designed to fail in the occupied state are used to
prove the presence of a train, they are generally required to be proved in the
clear state before a train is allowed to approach.

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Page B3 of 19
Train detection devices may also be used to calculate the speed or

acceleration of a train, e.g. grade crossing predictors, which are designed to
give a constant warning time for level crossings.
The length of trains may need to measured (e.g. using a combination of track
circuits) before allowing access to a partially occupied platform.
2 PURPOSE
This document gives the requirements for train detection systems to enable
the appropriate system specification for the Total Infrastructure System to be
achieved.
It also satisfies the mandatory requirements laid down in Railway Group

Standard GK/RT0011 which is legally binding upon Railtrack as a duty holder
of a Railway Safety Case.
3 SCOPE
The contents of this document apply to all train detection systems. Interfaces
with other asset systems are given in section 5.
Train detection systems include:

• track circuits (see References for the relevant Product Specifications),
• axle counters (see RT/E/S/10129),
• rail circuits (not yet included in this document),
• other types of wheel detector, e.g. treadle, electromagnetic proximity
device,
• constant delay systems, e.g. grade crossing predictor, generally for use at
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level crossings (not yet included in this document),

• block systems, including transmission based systems (these belong to a
different asset system, as they are essentially systems for controlling the
passage of trains),
• supplementary systems, e.g. track circuit assister interference detector
(TCAID), track circuit interrupter, track circuit operating device (T-COD),
impedance bonds.
General issues relating to signalling are contained in the following documents,

which shall be consulted as necessary:
• Signalling Design Handbook,

Issue 2
Page B4 of 19
• Signalling Installation Handbook,

• Signalling Works Testing Handbook,
• Signalling Maintenance Testing Handbook,
• Signalling Maintenance Specifications, and
• other relevant Railtrack standards.
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4 DEFINITIONS
A glossary of general signalling terms is given in GK/RT0002. Those terms are

not repeated here except where they have been given a more technical
definition for use within this document.
Safety terms are defined in GE/GN8504.
In the definitions that follow, any reference to source indicates that the
definition has been taken from an external document.
Note: Where the term 'bond' is used as a noun, it may also be used
collectively as a verb. Hence: yellow bond, yellow bonding, yellow bonded.
Exception: impedance bond refers to a discrete component only.
TERM DEFINITION
A.C. ELECTRIFIED AREA An electrified area equipped for a.c. electric traction; including a buffer zone,
where the track circuit equipment is immunised against the a.c. traction
frequency, extending generally for at least 3000m along any lines equipped solely
for d.c. traction.
A.C. IMMUNE RELAY A d.c. relay which is immune to operation by a.c. of specified voltage and
frequency.
APPARATUS CASE An apparatus housing which is intended for unprotected outdoor use, is smaller
than a building or REB and is usually capable of being transported as a made-up
unit. It is usually of metallic construction. The wooden equivalent is commonly
known as an apparatus cupboard
APPARATUS An apparatus housing which is intended for unprotected outdoor use, is smaller
CUPBOARD than a building or REB and is usually capable of being transported as a made-up
unit It is usually of wooden construction. The metal equivalent is commonly
known as an apparatus case.
APPARATUS HOUSlNG This is provided to house relays and / or other equipment at lineside locations or
interlockings, and may consist of an apparatus case, apparatus cupboard
disconnection box, equipment room, REB, signal box, control centre, or other
equipment building.
APPLICATION CRITERIA Document(s) specifying the constraints applied to the installation and
maintenance of a system or an item of equipment in order that if can be
guaranteed to deliver the performance attributes stated in the system or
equipment specification.
AUTOMATIC FUNCTlON A signalling function that, under ordinary operation, is operated automatically by
the passage of trains and is not interlocked with any other signalling function.
The function is generally associated with a particular signal box from which its
operation is supervised, unless some form of local monitoring is provided.
The state of the function when there are no trains present is designated normal.
AVAILABILITY The probability that a system will be able to perform its required functions
under given conditions at a stated instant of time or over a given time interval
assuming the required external resources are provided. [source: BS EN 50129)
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TERM DEFINITION
AXLE COUNTER A method of train detection. Track mounted equipment counts the number of
axles entering and leaving a track section at each extremity. A calculation is
performed to determined whether the track section is occupied or clear.
BACK (B) CONTACT A contact of a relay which is made when the relay is released and broken when
it is operated.
BEARER An item of steel or concrete of non-standard dimensions used to support the
track in switch and crossing (S&C) areas. (See also sleeper and timber)
BONDING The electrical connection from one rail or part of a track circuit to any other rail
or part of the track circuit.
BONDING PLAN A detailed plan of the track layout showing individual rails and position of IRJs,
together with track circuit feed and relay connections with polarities, cross
bonds, structure bonds, impedance bonds, etc., as applicable. This term may
also include track plans and negative Bonding Plans in d.c. electrified areas.
BR930 SERIES (relay) A miniature plug-in relay in one of the following styles (see RT/E/C/11630):
BR930, BR931, BR932, BR933, BR934, BR935, BR936, BR937, BR938, BR939,
BR940, BR941, BR942, BR943, BR945, BR946, BR947, BR949, BR960, BR961,
BR962, BR963, BR964, BR966 (all variants) or BR968.
CATCH POINT A point (switch and tiebar only), on running line gradients to de-rail wagons etc.,
running away in the wrong direction.
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CHANGE-OVER See dependent contact

CONTACT
CHECK RAIL See figure under switches and crossing.
CIRCUIT DIAGRAMS A collection of individual drawings showing the equipment layout and circuit
arrangement associated with a location, an interlocking or signal box.
CLASS I EQUIPMENT Electrical equipment that requires the connection of the exposed-conductive-
parts to a protective conductor connected to earth, to ensure personal safety.
See BS 2754.
CLASS II EQUIPMENT Electrical equipment with double or reinforced insulation, either to prevent
contact with exposed-conductive-parts, or to ensure no contact between such
parts and live parts. The insulation is not therefore to be pierced by screws.
Such equipment is never connected to earth. See BS 2754.
CLEARANCE POINT The minimum distance from points and crossings at which track section
boundaries must be positioned, to prove that a vehicle on one track is clear of a
movement on the other.
CLOSURE PANEL (track) See figure under switches and crossings.
CLOSURE RAIL See figure under switches and crossings.
COMMON RAIL The rail of a single rail track circuit that is electrically common to one or more
adjacent track circuits or forms the traction return path where an isolated single
rail track circuit is provided.
In non-electrified areas the common rail is bonded with track circuit bonding. In
electrified areas the common rail is known as the traction return rail and carries
the traction return current. It is therefore bonded with traction return bonding.
Also referred to as single rail or traction rail.

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TERM DEFINITION
COMMON RAIL A track circuit arrangement where only one rail (the Insulated Rail) is used with
BONDING (CR) IRJs to separate the track circuits. The other ran (the common rail) is
electrically continuous but is not used for traction return purposes.
CONTINUITY BONDING Fishplate bonding specifically provided for traction return purposes, i.e. on non-
track circuited lines in electrified areas, including non-electrified sidings, etc. Rail
to rail bonding is required and cross bonding may also be provided.
It is denoted by the addition of a ‘ccc’ symbol on the bonding plan.
CONTROL AREA The area of railway controlled or supervised by a particular signal box or control
centre, as defined by the signalling Plan.
Also known as signal box control area.
CONTROL POINT A signal box (including control centre), gate box or ground frame (including
ground switch panel or shunting frame).
CONTROLLED A signalling function that, under ordinary operation, is controlled from the signal
FUNCTION box (or other control point) to which the function is allocated and may be
interlocked with other signalling functions.
CORRECTIVE The maintenance carried out after fault recognition and intended to put a
MAINTENANCE product into a state in which it can perform a required function. (BS EN 50126)
CRITICAL IRJ A track section clearance point position, which is less than 4880mm from the
fouling point, but which meets the requirements of GE/RT8029.
4880mm being the clearance distance as defined by GK/RT0011.
CROSS BOND A jumper cable cross connecting the common rails or centre points of
impedance bonds of parallel tracks to form a mesh of alternative paths, e.g. for
traction return current.
CROSSING ANGLE See figure under switches and crossings.
CROSSING BACK See figure under switches and crossings.
CROSSING NOSE See figure under switches and crossings.
CROSSOVER A crossover consists of two points arranged to link parallel tracks. They are
known as facing or trailing, depending on whether a train proceeding in its
correct direction along the line can run directly over the facing crossover, or
must reverse to cross the trailing crossover.
CUT-SECTION (track A method of reducing the continuous length of a track circuit by the use of
circuit) individual track circuits, each one controlling a common final track repeat relay,
or equivalent. These are indicated as one track circuit on the signaller’s panel.
This is also known as a multi-section track circuit.
D.C. ELECTRIFIED AREA An electrified area equipped for d.c. electric traction; including a buffer zone
where the track circuit equipment is immunised against the d.c. traction voltage,
extending generally for at least 3000m along any lines equipped solely for a.c.
traction. (The distance is subject to specialist assessment and verification.)
DE-ENERGISED (relay) See released.
DEPENDABILITY The ability of a product to perform one or several required functions under
given conditions. See also RAMS. (source: BS EN 50126)
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TERM DEFINITION
DEPENDENT CONTACT A contact set which consists of a front contact, a back contact and one arm
shared between them, with not more than one contact path made at any one
time.
Also referred to as change-over contact.
DESIGN A wide term including specification and the production of drawings, design
details and bills of quantity (including specification of systems or equipment).
(source: CDM Regulations - modified)
DESIGN DETAILS Any plans, control tables, engineering details and data, which are required to
(signalling) sufficiently define signalling systems and equipment for production or record
purposes.
DISCONNECTION BOX An apparatus housing for unprotected outdoor use, which is intended to contain
mainly terminations and is commonly smaller than an apparatus case.
DIVERSITY A means of achieving all or part of the specified requirements in more than one
independent and dissimilar manner. (source: BS EN 50129)
DOUBLE CUT (circuit) The inclusion of controls in both feed and return legs in order to mitigate the
risk associated with a false feed or earth fault.
DOUBLE RAIL TRACK A track circuit, either jointless, or defined by IRJs in both rails at all its
CIRCUIT extremities. On electrified lines, both rails carry traction return current.
DOUBLE RAIL TRACK A track circuit arrangement where both rails are fitted with IRJs, or tuned zones
CIRCUIT BONDING are used to completely isolate a track circuit.
DOUBLE-COIL A.C. A double element relay with separate local and control (or track) coils which are
VANE RELAY required to attain a particular phase relationship for the relay to operate.
DROP AWAY (DA) The maximum voltage applied to an operated relay coil at which the last front
VOLTAGE (relay) contact breaks.
DROP AWAY TIME (track The time between the application of a shunt to the rails and the front contacts of
circuit) track relay (TR) fully opening.
The converse is pick up time.
DROP SHUNT The maximum value of non-inductive resistance which, when placed across the
rails, causes the track relay to fully open its front contact.
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DUAL ELECTRIFIED An electrified area meeting the criteria of both an a.c. electrified area and a d.c.
AREA electrified area.
ELECTRIC TRACTION Engineer responsible for the electric traction fixed equipment.
ENGINEER
ELECTRIFIED AREA An area of railway encompassing all lines equipped for electric traction,
extended to include any non-electrified lines or sidings. The area also includes a
buffer zone where track circuit equipment is immunised against traction
interference, extending generally for at least 800m, or the length of two track
circuits with double IRJs, whichever is the further, beyond the end of the
electrified line.
See also a.c. electrified area, d.c. electrified area and dual electrified area.
ENERGISED See operated.
FAIL-SAFE A concept which is incorporated into the design of a product such that in the
event of failure, it enters or remains in a safe state. (source: BS EN 50129)

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TERM DEFINITION
FAILURE The termination of an item to perform a required function. (source: BS4778)
See also fault, defect, error, failure, mistake, common cause failure, random
hardware failure, and systematic failure and fault, defect, error, failure, mistake.
FALSE CLEAR A condition where a track section indicates the line is unoccupied when it is
occupied by a train.
FEED Power Supply phase (BX) or positive (B) connection.
In some cases may be used as a composite term to incorporate both feed and
return (e.g. track circuit feed).
FISHPLATE BOND Provided to ensure electrical continuity between two rails mechanically
connected, e.g. by a steel fishplate, common chairs, or other bolted connection.
Also referred to as fishplate type bond, or rail joint bond.
FISHPLATE TYPE BOND See fishplate bond.
FOULING POINT The position on a converging, diverging or crossing line beyond which the
encroachment of any part of a vehicle would infringe the required passing
clearance for a vehicle on the other line.
FREE-WIRED A relay interlocking that comprises individually wired relays rather than pre-
INTERLOCKING wired sets of relays.
FREQUENCY DIVISION A data transmission system that uses unique frequencies to separate channels
MULTIPLEX (FDM) over a single pair of conductors.
FREQUENCY ROTATION The sequential application of specified frequencies.
FRONT (F) CONTACT A contact which is made when the relay is operated and broken when it is
released.
GEOGRAPHICAL A route relay interlocking in which standard pre-wired sets or relays are
INTERLOCKING provided for each signalling function, arranged and electrically interconnected in
a geographical manner.
GRADE CROSSING A constant delay device designed to give a predetermined warning time for
PREDICTOR automatic level crossing operation. It calculates the speed and acceleration of an
approaching train by means of a high frequency rail circuit and so determines the
time at which the operating sequence should commence.
GUARANTEED POWER See secure power supply.
SUPPLY
HAZARD A physical situation with a potential for human injury. (source: IEC 61508)
HEEL (of switch) See figure under switches and crossings.
HIGH CURRENT D.C. A d.c. electrified area capable of supplying trains with a peak total traction
ELECTRIFIED AREA current in excess of 6.5kA.
IMPEDANCE BOND Special device which presents a low impedance to traction current and a higher
impedance to track circuit current.
INFRASTRUCTURE A railway business which is responsible for the control and operation of the
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CONTROLLER railway lines, including the track, structures, plant and control equipment. An
infrastructure Controller may either own or lease the infrastructure concerned.
INSTALLATION (activity) See construction.
INSTALLATION That part of the signalling system associated with the infrastructure at a
(infrastructure) particular place.

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TERM DEFINITION
INSULATED BLOCK Non-preferred term; see insulated rail joint.
JOINT (IBJ)
INSULATED RAIL The rail of a single rail track circuit that is fitted with IRJs to separate adjacent
track circuits. The insulated rail is always bonded with track circuit bonding, as it
does not carry traction return current.
Also known as signal rail.
INSULATED RAIL JOINT A method of joining rail ends together whilst maintaining electrical insulation
(IRJ) between them.
An alternative non-preferred term is insulated block joint (IBJ)
INTERLOCKING The (generally dedicated) building housing the interlocking system, where
(building) separate from the signal box (or other control point).
INTERLOCKING The equipment that performs the role required of the interlocking system.
(equipment)
INTERLOCKING (system) The safety-critical locking provided between signalling functions in accordance
with control tables.
INTERLOCKING AREA The area of railway controlled by a particular interlocking, extended up to a
boundary with each other adjacent interlocking controlled by the same or
another signal box.
JOINT HOPPlNG Where fast moving short vehicles pass from one track circuit to the next, the
difference between the pick up and drop away times can cause the vehicle to
momentarily be undetected.
JOINTED TRACK A track circuit whose extremities are defined by the use of IRJs.
ClRCUIT
JOINTLESS TRACK A track circuit whose extremities are defined by the use of tuned circuit
CIRCUlT techniques, The extreme limits of a jointless track circuit area are either defined
by the use of IRJs or by the use of a tuned circuit between the rails.
JUMPER An interconnecting cable (commonly single core) between two termination
points within an apparatus housing.
JUMPER CABLE (track An interconnecting cable (commonly single core) between two pieces of rail that
circuit / traction) are not adjacent, for track circuit or traction purposes. This includes midpoint
connections to impedance bonds.
LINE CIRCUIT An external relay circuit, which is not an on-track circuit.
LINESIDE APPARATUS See apparatus housing.
HOUSING
LINESIDE LOCATION See location.
LOCATION A group of all signalling lineside apparatus housings (including buildings) at a
particular site and the equipment contained therein. (This excludes apparatus
housings that perform a main interlocking function, although some interlocking
local to ground frames or level crossings may be included.)
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Alternatively known as lineside location.

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TERM DEFINITION
LOCATION AREA PLAN A scale layout plan showing every signalling location, together with their
identities, position and type of cases, interlocking boundaries, certain equipment
identities (e.g. TFMs) and the area of signalling equipment that is controlled by
each location.
This plan is generally a sub-version of the scheme plan or signalling plan.
MAINTAINABILITY The ability of a product under given conditions, to be retained in, or restored to,
a state in which it can perform its required function. (source: BS EN 50129)
MAINTENANCE The combination of all technical and administrative actions, including supervision
actions, intended to retain a product in, or restore it to, a state in which it can
perform a required function. (source: BS EN 50126)
MOD STATE See modification status.
MODIFICATION STATUS The detail that defines the particular version of the design or specification,
appropriate to the functional and physical characteristics of an item of
equipment or system, and is recorded under configuration control procedures.
Colloquially known as mod state.
MODIFICATIONS Changes to the design details which are required to be carried out after they
have been officially issued, usually as a result of installation, testing and
commissioning activities.
MULTI-SECTION (track See cut-section.
circuit)
NORMAL (function) Position of a lever when it is fully back in the lever frame. The un-operated or
quiescent state of a two-state system. The state of a train detection system in
the absence of a train.
The converse is reverse.
ON-TRACK CIRCUIT An external circuit run to, or via, an item of on-track signalling equipment in a
tail cable.
OPERATE TIME (relay) The time interval between the energisation of the relay coil and the first front
contact making.
The converse is release time.
OPERATE VOLTAGE The minimum voltage applied to a released relay coil at which the last front
(relay) contact makes.
Also known as pick up (pu) voltage.
OPERATED (relay) The state of a relay when the armature is energised, picked up (PU), or latched,
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all front contacts are made and all back contacts are broken.
Also known as energised, and colloquially as ‘picked’ or ‘up’. The converse is
Released.
OVERHANG (VEHICLE) The distance measured parallel to the rail from the centre of the outermost
wheel on a vehicle to the extreme end of the vehicle.
OVERLAY TRACK A track circuit which operates within and additionally to another track circuit. It
CIRCUIT is generally used for detecting the passage of a train past a specific position.
PARALLEL (bonding) The method of bonding rail sections with diverse parallel electrical paths for
availability. track circuit bonding in this mode is non-fail-safe, since failure of a
single jumper cable, fishplate bond, or IRJ will not necessarily release the track
circuit relay, and hence could result in loss of vehicle detection.

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TERM DEFINITION
PHASE SENSITIVE (track An a.c. track circuit whose operation of a double element vane relay is
circuit) dependent on a correct phase relationship with a local supply. This includes a.c.
50Hz, 831/3Hz and VT1(SP) types of track circuit.
Also known as capacitor fed or frequency selective track circuits.
PICK UP (PU) SHUNT The minimum value of resistance between the two running rails at which the
track relay just closes its front contacts.
PICK UP (PU) VOLTAGE See operate voltage.
(relay)
PICK UP TIME (track The time between the removal of a shunt to the rails and the first front contact
circuit) of the track relay (TR) making.
The converse is drop away time.
PIN CODE See registration pin-code.
PREVENTATIVE The maintenance carried out at predetermined intervals or according to
MAINTENANCE prescribed criteria and intended to reduce the probability of failure or the
degradation of the functioning of an item. (source: BS EN 50126)
PRIMARY FUNCTION The relay by which the logic required to control a signalling function is brought
RELAY together. It is the first relay in a chain that directly controls all safety-critical
signalling functions. It is the only function relay which has back contacts valid for
use in safety-critical functions.
RAIL CIRCUIT Train detection equipment using the rails in an electric circuit, which detects the
presence of a train (as opposed to its absence). See also overlay track circuit.
RAIL JOINT BOND See fishplate bond.
RAIL SECTION (track A section of one running rail continuously electrically bonded with its
circuit) extremities defined by IRJs, and within which all continuity connections are by
fishplate bonds. It may extend over several track circuits as the common rail) or
only part of a track circuit.
RAMS An acronym meaning a combination of reliability, availability, maintainability and
Safety. See also dependability. (source: BS EN 50126)
RECEIVER (Rx) An electronic device that converts, filters or decodes into a discrete output,
information that has been received from another site.
RECORD Information bearing media, irrespective of date or physical format, created or
received in the course of carrying out the duties and functions of an undertaking,
and subsequently retained by the undertaking or its successors as evidence, as a
reference source, or to meet legal or regulatory obligations.
RED BOND A traction bond that has been designated as being dangerous to staff if
disconnected. It is marked red to draw attention to its importance and to aid
inspection. Special procedures are in place for the reporting of damage to a red
bond.
REDUNDANCY The provision of one or more additional elements, usually identical, to achieve
or maintain availability under failure of one or more of those elements. (source:
BS EN 50129)
REGISTRATION PIN- A series of locating pins assembled in a unique pattern to prevent equipment
CODE being incorrectly used. The unique pattern also acts as a means of identification
for a specific style and variant of a relay.
The term registration pin-code is commonly abbreviated to pin-code.
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TERM DEFINITION
RELEASE TIME (relay) The time interval between the removal of the supply (at rated voltage) to the
relay coil and the last front contact breaking.
The converse is operate time.
RELEASED (relay) The state of a relay when the armature is de-energised, dropped away (DA), or
unlatched, all back contacts are made and all front contacts are broken.
Also known as de-energised and colloquially as ‘dropped’ or ‘down’.
The converse is operated.
RELIABILITY The ability of an item to perform a required function under stated conditions for
a stated period of time. (source: BS EN 50129)
RELOCATABLE Apparatus housing to specification BR 1615 or equivalent.
EQUIPMENT BUILDING
(REB)
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RESIDUAL VOLTAGE The voltage remaining across the rails or relay of a track circuit after the feed
has been disconnected.
It may be caused by mutual interference between adjacent single rail track
circuits, the battery effect of the track formation, cathodic protection measures,
or d.c. traction return or other stray currents.
RETURN Power supply neutral (NX) or negative (N) connection.
The converse is feed.
REVERSE (function) Position of a lever when it is pulled fully forward in the lever frame. The
operated state of a two-state system.
The converse is normal.
RIGHT SIDE FAILURE A failure which does not result in the protection normally provided by the
signalling system being reduced.
SAFE STATE Any one of the following:
• the state of the last valid request at the interlocking; or
• correspondence with the state of the trackside equipment; or
• the most restrictive state.
SAFETY INTEGRITY (SI) The probability of a safety-related system satisfactorily performing the required
functions under all the stated conditions within a stated period of time. (source:
IEC 61508)
SAFETY INTEGRITY One of four possible discrete levels for specifying the safety integrity
LEVEL (SIL) requirements of the safety functions to be allocated to the safety-related
systems. Safety Integrity Level 4 has the highest level of safety integrity; Safety
Integrity Level 1 has the lowest. Safety Integrity Level 0 is non-safety-related.
(source: IEC 61508 augmented)
SAFETY-CRITICAL Carries direct responsibility for safety. (source: BS EN 50129)
SAFETY-CRITICAL Alternative term to wrong side failure.
FAILURE
SAFETY-RELATED Carries responsibility for safety (direct or indirect). (source: BS EN 50129)
SCHEME PLAN A longitudinally scaled layout plan, based on the record signalling plan, that is
produced to depict proposed new or altered signalling systems.

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TERM DEFINITION
SECURE POWER A power supply system that can be relied upon to keep certain safety-critical
SUPPLY signalling functions operating for a predetermined minimum time, in the event of
a total failure of the main incoming supply.
Also known as guaranteed power supply.
SELECTIVE OPERATION Operation of a portion of a track circuit by selection of the position of a set of
points. Selective operation of track circuits is no longer permitted.
SERIES BONDING The fail-safe method of bonding track circuits with rail sections connected in
series, such that the failure of a single jumper cable, fishplate bond, or IRJ results
in de-energisation of the track circuit.
SHORT CIRCUIT BOND A jumper cable between the rails immediately beyond the final track circuit IRJs,
in order to detect double joint failure. This is the only bonding required on non-
track circuited lines in non-electrified areas.
SIGNAL BOX CONTROL See control area.
AREA
SIGNAL RAIL Non-preferred term; see insulated rail.
SIGNALLING PLAN A longitudinally scaled layout plan defining a signal box control area and showing
the signalling functions allocated to the signal box with their identities. Where
applicable, it is extended to include the data collection area.
This plan is generally a derivative of the scheme plan.
SIGNALLING SYSTEM Equipment, circuitry and software associated with:
• lineside signals;
• point operation;
• level crossings;
• train detection;
• trainborne equipment conveying information about the state of the line;
• operational telecommunications (excluding electrification control systems
and electrification telephones); and
• fixed trackside safety systems.
SINGLE CUT (circuit) The inclusion of controls in either the feed or return leg, but not both, to be
used only where there is no significant risk of false feeds or earth faults. (See
double cut.)
SINGLE RAIL Non-preferred term; see common rail.
SINGLE RAIL BONDING A jointed track circuit with IRJs in only one rail (the insulated rail) that is series
CONFIGURATION bonded (except for the presence of spurs of limited length at Switches and
Crossings). The other rail, known as the common rail, is electrically common to
one or more adjacent track circuits.
SLEEPER An item of wood, steel or concrete of standard dimensions, used to support and
gauge the track. (See bearer and timber.)
SLOW ACTING RELAY A relay in which both operation and release are intentionally delayed.
SLOW TO OPERATE A relay in which the operation is intentionally delayed and the operate time is
RELAY significantly longer than the release time.
SLOW TO RELEASE A relay in which the release is intentionally delayed and the release time is
RELAY significantly longer than the operate time.
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TERM DEFINITION
SOURCE RECORD The signalling design record that does not bear the certification and from which
(signalling) the medium for production is derived. Examples are a negative or CAD file.
See also master record.
SPUR (track circuit) A section of running rail required to be electrically common to a series bonded
rail, but which is not itself in series.
STAGGER (electrical) The phase or polarity difference between one track circuit and the next, or
between the rails on either side of an IRJ within one track circuit.
STAGGER (physical) Occurs where two IRJs in a pair of rails are not exactly opposite each other,
thus creating a dead section between track circuits or within a track circuit.
STATE (of a function) Position or action of the equipment. Examples of complementary states are:
operated / released, normal / reverse, on / off, raised / lowered, locked / free,
enabled / inhibited, energised / de-energised.
In data driven systems this is stored as variable data.
STOCK RAIL See figure under switches and crossings.
STRIKE-IN POINT (SIP) The position on the approach to an automatic level crossing or other installation
at which a train initiates the operating sequence.
STRUCTURE BOND A bond required in A.C. Electrified Areas, that connects adjacent lineside metal
structures to the traction return rail system, where required to ensure staff
safety through equipotential zoning.
SWITCH RAIL See figure under switches and crossings.
SWITCH REINFORCING A jumper cable installed around the switch in S&C, in order to strengthen the
BOND fishplate bonds between the switch and crossing components and also to link
two spur ends together, so improving the integrity of a parallel bonded rail
section.
SWITCH TOE See figure under switches and crossings.
SWITCHES AND Sections of track other than plain line. See the figure below for constituent
CROSSINGS (S&C) parts.
Closure Panels
Heel Of Switch Rail
Wing Rails
Crossing Angle
Switch Rails Stock Rails

Switch Toes Crossing Nose Check Rail
Closure Rails
Crossing Back
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TERM DEFINITION
TAIL CABLE A cable between trackside or on-track signalling equipment and other such
equipment or a lineside apparatus housing.
For track circuits, see also track cable.
TERMINAL LINE The length of plain line approaching buffer stops. Single rail traction return is
adequate for the final 300m of such lines in d.c. electrified areas, as traction
return current is low.
TIMBER An item of wood of non-standard dimensions, used to support the track in S&C
areas. (See also bearer and sleeper.)
TRACK CABLE A track circuit tail cable which connects directly to the rails.
TRACK CIRCUIT (TC) An electrical device using the rails in an electric circuit, which detects the
absence of trains on a defined section of line.
TRACK CIRCUIT Non-preferred term, see track circuit assister.
ACTUATOR (TCA)
TRACK CIRCUIT Non-preferred term, see track circuit assister interference detector.
ACTUATOR
INTERFERENCE
DETECTOR (TCAID)
TRACK CIRCUIT A device fitted to a vehicle which cause a 165kHz signal to pass between the
ASSISTER (TCA) wheels of the vehicle and assists in the breakdown of the insulation at the wheel
to rail interface due to leaf-fall, rust etc.
TRACK CIRCUIT A device fitted to the track which, when it detects the presence of a 165kHz
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ASSISTER signal in the rail, causes the track circuit to show occupied.
INTERFERENCE
DETECTOR (TCAID)
TRACK CIRCUIT BLOCK A method of working trains over a section of line where safety is ensured by the
use of track circuits or other means of automatic train absence detection and
without the use of block instruments.
TRACK CIRCUIT The connection of one rail or component of a track circuit to another rail or
BONDING component, so as to ensure electrical continuity. On rails carrying traction
return current its function is performed by the traction return bonding.
TRACK CIRCUIT A device that records the passage of a vehicle by causing a permanent
INTERRUPTER disconnection within the track circuit until the device has been renewed.
TRACK INTERVAL The distance between the running edges of the nearest rails of adjacent parallel
tracks.
TRACK JUMPING Occurs when a fast moving vehicle passes over a very short track circuit (or a
short arm of a longer track circuit) and fails to de-energise the track relay.
TRACK RELAY (TR) Generally a neutral relay with a low coil resistance and low power consumption,
which acts as part of a track circuit. It is either connected directly to the rails,
or via a capacitor or tuner unit.
TRACK SECTION A portion of railway track having fixed boundaries and for which the train
detection system provides information on its state of occupancy (occupied or
clear) to the signalling system.
TRACTION BOND A cable specifically provided for continuity of traction return current, although it
may additionally carry track circuit current.
TRACTION RAIL See common rail.

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TERM DEFINITION
TRACTION RETURN The bonding required to carry the traction return current on both a.c. and d.c.
BONDING electrified lines. Traction return bonding is generally parallel bonded.
TRAIN DETECTION Equipment and systems forming part of or providing input to the signalling
SYSTEM systems to detect:
• the presence or absence of vehicles within the limits of a track section; or
• that a train has reached, is passing or has passed a specific position.
Where required, a train detection system may additionally detect the direction
in which a train is travelling.
TRAIN WHEEL Items of equipment that provide the necessary functions to indicate the passage of
DETECTOR a train wheel past a particular position on the track.
TRANSMITTER (Tx) An electronic device that converts, modulates or encodes a discrete input, into a
form that is suitable for sending to another site.
TRANSPOSITION BOND A jumper cable provided where track circuit polarities and / or traction return
rails change sides across a pair of IRJs, or transposition joints. Purposes included
the correction of track circuit polarity stagger or traction current imbalance, or
to facilitate series bonding in S&C.
TRANSPOSITION JOINT An IRJ where transposition bonds are used to transpose the traction and / or
track circuit rails.
TRAP POINT A point (usually switch and tiebar only), inserted in sidings etc., to unauthorised
movements away from a running line.
TREADLE A mechanical or electrically operated device to detect the presence or passage

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of a train at a specific position.

WHEEL DETECTOR See train wheel detector.
WING RAIL See figure under switches and crossings.
WRONG SIDE FAILURE A Failure which results in the protection normally provided by the signalling
system being reduced.
Also known as safety-critical failure.
YELLOW BOND A jumper cable that is necessary to ensure the electrical integrity of a track
circuit that is fully or partially parallel bonded. It is marked yellow to draw
attention to its importance and to aid inspection.
5 DEFINITION OF INTERFACES
Train detection systems interface with other asset systems in many areas.
To ensure the safety of the total infrastructure system, it is necessary to

control each of these interfaces to an appropriate safety integrity.
Train detection system shall comply with both the external controlling
documents and the relevant clauses within this document, as shown in the
table below:

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Asset Interfaces RT/E/S/11752 Controlling Documents

System Section
Track system IRJs and insulation of fittings Part F, 2 RT/CE/S/049 (design)
standard rail bonding with pre-drilling Part J, 7 to 12 RT/CE/S/103 (inspection)
requirements
RT/CE/S/104 (maintenance)
S&C bonding configuration Part F, 3.3
RT/CE/S/008 (drilling)
rail fixing of train detection devices Part E, 5
broken rail detection Part F, 4.2
damage from mechanised maintenance Part J, 6
Electric single or double rail configuration for traction Part F, 3 RT/E/S/21015 (d.c.
traction return maintenance)
infrastructure
impedance bond positioning, with AWS Part F, 7.3 RT/E/S/21085 (a.c. design)
proximity rules in high current d.c. areas Part H, 5.3
RT/E/S/21104 (d.c. design)
electromagnetic interference Part F, 7
RT/E/S/21111 (maintenance)
Automatic clear state control Part B, 1.1 RT/E/C/11600, Parts F and S
signals
transient operating times Part F, 6
Interlocking clear and occupied state inputs Part B, 1 RT/E/C/11600, Part F
system
transient operating times Part F, 6
measures to mitigate against false release of Part H, 2
interlocking when there is a significant risk
Apparatus physical requirements Part C, 5 RT/E/C/11210 (installation)
housing
electromagnetic interference Part F, 9
Signaller's occupied/undefined state indication Part H, 1 GK/RT0025
display
transient operating times Part F, 6 RT/E/S/10067 (VDUs)
system
Power supply requirement for secure power supplies Part E, 2 none
system and/or battery backed supplies Part F, 13
within voltage and frequency tolerances Part E, 7.1
adequately rated for the required load and Part C, 1.4
fused at correct rating to protect the
signalling cable
earth-free ('IT' system to BS 7671) Part C, 1.5
local earth of correct impedance Part C, 2.5
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It is similarly necessary to control the interface between the infrastructure

and the train. This is the purpose of the following Railway Group Standards:
Rolling Stock Interfaces Controlling Documents

Authorised rail vehicles clearances and positioning of IRJs GK/RT0011 (train detection)
with route acceptance
minimum track circuit lengths, which may GE/RT8029 (clearances)
be dependent on permissible speed
interlocking measures to mitigate against
any deficiencies GO/RT3208 (contamination)
lightweight vehicles GO/RT3270 (route acceptance)
track circuit assister (TCA) fitment GM/RT2185 (safety systems)
(and prohibition with Lucas track circuits)
rail contamination GM/RT2004 (maintenance)
electromagnetic interference
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PART C PERFORMANCE REQUIREMENTS
The configuration of newly specified train detection systems used for any
particular application shall fulfil the safety and reliability requirements of the
infrastructure controller. This shall be agreed as a result of formalised safety
management procedures and will generally require the production of a safety
case for the relevant specific or generic application.
1 SYSTEM SAFETY
1.1 General
The following features are fully described in Parts D to F, Configuration

Parameters:
• Supplementary systems may be necessary to provide the safety integrity
required to detect lightweight vehicles.
• Where track sections define clearance points, their extremities must be
positioned to give adequate clearance with all permitted types of rolling
stock.
• Some delay may need to be incorporated into track section clearance times
and, where necessary, the minimum length of track sections restricted, so
as to prevent a fast moving train being lost between track sections.
• Where necessary, mitigation measures must be taken to prevent
interference between adjacent train detection systems.
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• Where susceptible to interference from high powered electric traction

units, immunity must be achieved.
• Where mounted in the vicinity of safety-related equipment susceptible to
electromagnetic interference, proximity rules must be followed.
1.2 Newly Specified Systems
1.2.1 Safety Integrity Level
The Safety Integrity Level applied to the system shall generally be at least 2, as
defined in BS EN 50129.
When used for a high integrity application, the train detection equipment may
be used in multiple or in conjunction with other train detection systems in
order to provide the required integrity level for the application (i.e. using
duplication/diversity).

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However, wheel detectors may be used in applications where there is a

significantly lower safety integrity level required, in which case there is scope
for the use of simple cyclic proving.
1.2.2 Safety Performance Benchmark
The frequency of wrong side failure per track section shall be less than 0.05
failures per million hours, where wrong side failure is defined as a failure that
causes the section occupancy status output to be Clear when it should be
Occupied or Undefined.
1.2.3 Hazard Analysis
As part of the required safety management hazard analysis, due account shall
be taken, in addition to those items already detailed, of the following factors:
• Common mode failures
• Systematic failures
• Failures of time delay adjustment method
• Function confirmatory test periodicity
• Application complexity
• System effects of supply Interruptions, resulting in reset.
• Availability of application documentation, test equipment etc.
• Calibration requirements of test equipment
• Tolerance to cabling and earth leakage faults
• Track mounting arrangements and controls in place to ensure correct
mounting throughout the life of the installation, including rail detection.
• Commissioning methods, the test tolerances and drift on ‘bedding in’.
1.3 Track Circuits
The following features are fully described in Part F, Track Circuit

Configuration Parameters:
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• To guard against bond failure causing a vehicle to go undetected, series

bonding shall be used wherever practicable. Where impracticable over a
length likely to lose a vehicle, yellow bonding must be applied as a
mitigation measure.

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• The track relay or receiver must be sufficiently immune to interference

voltage so as to prevent false energisation. Track circuit length must be
restricted to achieve this.
• Track circuits shall be configured, wherever practicable, such that IRJ
failure does not cause a false clearance. This is generally achieved by
electrical staggering across the IRJ, either by polarity, phase or frequency
difference.
1.4 Overcurrent protection
See section 2.2, below.
1.5 Insulation and Isolation
The circuits connected to the train detection equipment are generally earth-
free in order to give a degree of first earth fault tolerance. The equipment
shall therefore be suitably isolated from any conductive casing or material that
may be intentionally or become unintentionally earthed (e.g. running rail).
There shall be sufficient electrical isolation, in terms of insulation co-

ordination (clearance, creepage and through insulation distances),
commensurate with the environment, service life and the integrity levels
required. Newly specified equipment shall be double insulated to BS 2754,
class II.
Exposed terminals must be prevented from making electrical contact with

other terminals where there is a risk of a component becoming loose or tools
being dropped. The preferred method is by shrouding.
1.6 Surge Arresters
Surge arresters connected to track cables must not be earthed because of the
danger from multiple earth faults caused by a traction fault or lightning strike.
1.7 Recommendation on Positioning of Train Detection

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Equipment
Electrical isolation between track cables and the interlocking environment is

desirable in electrified areas. Consequently, equipment connected to track
cables should generally be confined to lineside locations. See also section 4
for the positioning of track relays and track section monitoring devices.

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2 OCCUPATIONAL SAFETY
2.1 High Voltages
Special precautions shall be taken to protect personnel from the high voltages
present on impedance bond coils and other terminals, as well as from traction
voltages under fault conditions, including fusing, insulation, labelling and
earthing. These shall generally be based on BS 7671.
Installation Procedures require impedance bond primary coils to be shorted

out before changing capacitors.
The following voltages may be expected to be present on existing equipment:

Track Circuit Type Equipment Voltage
A.C. phase sensitive track circuits feed end terminals (single rail track circuits) 180V
feed end terminals (double rail track circuits) 700V
all impedance bond terminals (where applicable) 600V
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relay end terminals (double rail track circuits) 300V

TI.21 track circuits all impedance bond terminals (where applicable) 500V
HVI track circuits all feed end terminals 700V
all relay end terminals 500V
track transformer terminals 700V
rails 150V
Reed track circuits all impedance bond terminals (where applicable) 300V
2.2 Track Circuit Fusing in Electrified Areas
2.2.1 Standard Track Circuits
Refer to each Product Specification for specific fusing arrangements. To gain

maximum protection for staff and equipment in electrified areas, fusing
arrangements of track circuit tail cables shall be as follows:
A fuse, preferably fully enclosed to BS 88, is to be provided in the apparatus

housing in one leg of the track cables (both feed/Tx and relay/Rx end), as
protection against traction faults, as follows:
• Single rail track circuits shall be fused in the insulated rail leg.
• Double rail track circuits shall be fused in the leg connecting to the
impedance bond winding.
The removable carrier in the other leg shall be fitted with a shrouded link.

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2.2.2 Transformer Coupled Track Circuits
In the case of track circuits that are transformer coupled to the rails, fuses are
not required in the track cables. However, shrouded terminals shall be
provided in the apparatus case if the nominal voltage exceeds 25V.
2.3 Insulation of Terminals
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Track cable terminations in electrified areas (section 2.2) and those in non-
electrified areas bearing a nominal voltage that exceeds 25V a.c. or 60V d.c.
shall be fully shrouded or situated in dedicated enclosures, as described in
Code of Practice RT/E/C/11600. The terminals of all associated track circuit
equipment shall also be shrouded or enclosed, except when using the safety
procedures for work on electrical equipment.
The shrouding may take the form of a transparent Perspex sheet, which is
removable for maintenance purposes.
2.4 Safety Labelling
Due to the high voltage present on impedance bonds and other track circuit
equipment, it is necessary to install warning signs on the outside of all lineside
apparatus housings containing track circuit equipment.
The "Caution, risk of electric shock" warning signs (Figure E21) depict a
yellow triangle with lightning flash, as described in the Installation Specification.
2.5 Safety Earthing
The standard rules for earthing apparatus housings and class 1 equipment shall
be followed, with all earth bonding shown on the wiring diagrams.
RT/E/C/11600 gives guidance on how to achieve the requirements of BS 7671.
This earthing invariably requires a lower impedance than any requirement for
Fast Transient Earthing, which is desirable to protect electronic equipment
from transient interference.
Earth wiring must be as short and straight as practicable.
2.5.1 Electrified Areas
Electrical equipment safety regulations require that personnel shall not be able
to touch two separately earthed electrical systems at the same time, as this
could expose them to dangerously high voltages under fault conditions.

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The traction return rails and associated jumper cables, together with the
metallic lineside structures supporting the overhead contact wires/return
conductors, etc. in a.c. electrified areas form a single comprehensively earthed
system. In d.c. and dual electrified areas, the traction return system must not
be earthed, but the same principles apply. The metallic lineside apparatus
cases and internal racking etc. must be earthed for staff safety purposes but it
is undesirable to connect them to the traction return system since this would
expose the safety control equipment to greater interference. However, the
traction return rail is connected to equipment in the apparatus case via track
circuit tail cables. The following design precautions are therefore necessary in
order to assure both staff and system safety in all circumstances:
• Lineside apparatus cases and protective railings must be sited such that it is
physically impossible for any person to simultaneously touch both earthed
systems (including the body of a rail vehicle).
• Any terminals, fuses or links etc. which are connected to the traction
return rail must be shielded against touch.
In addition to these requirements, all installations in a.c. electrified areas shall

conform to RT/E/S/21085, which are summarised in RT/E/G/00004.
2.6 Conductor Rail Protection Boarding
With single rail track circuits, every effort must be made to keep the traction
return rail adjacent to the conductor rail so that an emergency short circuiting
bar can be properly applied, as described in GO/RT3091. Designers must
therefore ensure that the insulated rail is placed on the side remote from the
conductor rail, wherever practicable. This design requirement shall be applied
using the minimum number of transpositions. The electrification organisation
may also be prepared to assist in difficult cases by changing over the
conductor rail.
Where this is not practicable, the permanent way organisation must provide
and maintain single protection boarding between the conductor rail and the
insulated rail wherever these run adjacent or, alternatively, fit a plastic shroud
around the foot of the conductor rail to prevent the application of a short
circuiting bar at such locations. The requirement for either must be
minimised at the design stage. (When the conductor rail projects into a single
rail track circuit and is adjacent to the insulated rail for the distance of the
ramp only, protection boarding need not be fitted for this requirement.)
Protection boarding shall also be applied in the other instances detailed in

RT/E/C/27020.
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2.7 Newly Specified Systems
The design of the System and its components shall be such as to prevent
contact with parts energised at 60 V or above during normal installation,
testing or maintenance operations. The degree of protection afforded may
take into account the training such personnel would have received and the
duties they are generally required to perform. Appropriate warnings shall be
displayed where a door or access panel allows access to parts energised at 60
V or above.
No voltages higher than 110 V shall be present on any accessible parts.
The design of the System shall be such as to minimise the risk of injury to staff
from sharp edges or similar features.
The design of the System shall be such as to minimise the risk of injury to staff
from tripping hazards.
The materials of which the System is constructed shall wherever practicable

be fire retardant.
The materials of which the System is constructed shall be chosen such that
when they are subjected to heat and flame they shall not emit any toxic
products and the emission of smoke and fumes shall be minimised.
The System shall be designed to minimise the need for personnel to go on or

near the line during installation, testing, commissioning and maintenance and
at all other times, and shall minimise the risk to personnel when required to
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go on or near the line.
Any equipment at the trackside shall not appear similar to any form of
signalling indication to drivers of approaching trains.
3 RELIABILITY
Where necessary to achieve the required safety or dependability

requirements, Code of Practice RT/E/C/02104, Enhanced Maintenance for
Track Circuit Systems, shall be followed.
A reliability target for an individual application of a minimum MTTF (Mean

Time to Failure) is to be achieved by the design of component parts of a
system in total. This may take into account the replacement of some parts at
pre-determined intervals.

Issue 2
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Means shall be provided to detect failures in duplicated or redundant systems,

such as the following:
3.1 Duplicate Track Circuit Rail Connections
Duplicate connections to the rails are generally the preferred arrangement for
all track circuits, except where specified in the relevant Product Specification.
Where duplicate connections are used the method of wiring is as shown in

Part J, Installation Specification.
3.2 Parallel (Yellow) Bonding
Details are giving in Part F, Track Circuit Configuration Parameters.
4 MAINTAINABILITY
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Various techniques are available to enhance maintainability. Some are listed in
the Signalling Design Handbook. These shall be incorporated wherever
practicable and as agreed with the infrastructure controller.
Examples include the use of disconnection boxes and preterminated track

cables, and the provision of condition monitoring and fault diagnostic tools.
Track relays and other track section monitoring devices shall be easily
accessible so that their operation can be seen from a point where adjustments
can be made and communications are readily available to remote points of
adjustment. The difficulty of using radio telephones in metal clad buildings
shall be taken into account.
4.1 Communications
It is desirable that communication circuits are available between the

feed/transmitter and relay/receiver sites to facilitate setting up and fault
finding. The communication circuits may be run in the same multicore cables
as the feed, transmitter, relay or receiver circuits.
At certain electronic installations, the data cables carry communication cores

which may be used for this purpose.

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4.2 Cut Section Monitoring
AA2 AA3 AA3/4 AA4 AB1

RX RX TX RX TR
AA2 AA3 AA4 AB1

BC3 BB6
BC2 BC1
BC3 BC2 BC1/2 BC1 BB6

RX RX TX RX RX
LOC. 10 LOC. 11 LOC. 12
Figure C1
Track circuits, indicated to the signaller as a single entity, must not consist of
more than two non-monitored cut sections (where track circuits are centre
fed, four receivers (Rxs) may be non-monitored).
Where a monitoring device is provided, it must indicate to the technician the

location at which the failed relay/receiver is housed, irrespective of the line
affected. With reference to Figure C1, an example of the labelling for an
individual display would be “Loc 10 (AA2, AA3, BC2, BC3)”.
The monitoring device will usually be housed at the nearest interlocking, but
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this will largely be governed by the routine and out-of-hours fault finding
cover arrangements which exist in the vicinity.
The transmission of information to the monitoring device may be achieved by

additional FDM channels, a low-cost FDM system approved for use in
signalling or telecommunications cables or direct wire circuits.
See Part H, section 4.2.1, for further details of cut sections.
5 ENVIRONMENT
5.1 Environmental Conditions
All train detection equipment shall conform to specification BR967, category

D, and, in addition, track-mounted equipment shall conform to BR967,
category F.

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5.2 Electromagnetic Interference Susceptibility and Emissions
The train detection equipment shall be compatible with the railway

environment in terms of susceptibility to, and the generation of,
electromagnetic interference. The system shall meet the requirements of the
EMC directive 89/336/EEC by complying with DD ENV 50121-4.
Note that acoustic jacketing may be required for certain audio frequency
equipment.
5.3 Environmental Descriptions
Train detection systems shall be fit for use in the following environments, so
far as they are relevant to the system application criteria:
5.3.1 Track Circuit Systems
The majority of running rails are used to form track circuits to provide a
means of proving the absence of trains. The general arrangement is that a low
power signal is transmitted from one end of the track circuit, along one rail, to
a receiving device. The other rail forms the return path. When the track
circuit is ‘clear’, the receiver is energised. When a train is between the
transmitter and receiver, its axles provide a low impedance circuit between
the two running rails, shunting the signal and causing the receiver to de-
energise. This state is the ‘occupied’ condition.
Many different types of track circuit equipment are in use to meet specific site
requirements, in particular, only specially immunised systems can be used
where a.c. or d.c. electric traction is provided.
The current forming the track circuit signal may be d.c. or a.c. up to 3kHz and
may be of complex waveform. Voltages range from a few hundred mV to
impulses of 500V. Some types of track circuit form tuned circuits in the rails
and circulating track circuit currents can reach 30A.
Track circuits are maintained so that they are guaranteed to detect a specified
shunt resistance known as the ‘drop shunt’. Although there are detail
differences between types, this value is generally not lower than 0.3Ωfor any
point in any track circuit. An exception exists for a type of system used on
non-electrified lines only, which has a short area within the length of the track
circuit where 0.25Ωis accepted.
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A section of railway track is electrically defined by the provision of insulated

rail joints (IRJs), or equivalent, in the rails at either end as shown in Figure C2.
A source of electrical energy is connected, via a series impedance, across the
rails at one end and a detector, which is receptive to the particular form of
electrical energy, is connected across the rails at the other end.
Insulated
Rail Joints
Transmitter Detector
(Feed) (Relay)
Figure C2
With no train within its boundaries, the detector senses the transmitted
electrical energy and energises the repeater circuit. This conveys the absence
of a train to the signalling system (i.e. track circuit clear).
A train within the track circuit will cause the rails to be short circuited such
that the detector no longer sees sufficient electrical energy; it therefore
changes state and informs the signalling system (i.e. track circuit occupied).
It can be seen that an electrical short circuit between the rails, caused other
than by a train, or any disconnection within the circuit, will fail the track
circuit and inform the signalling system that the track circuit is occupied. Such
a circuit configuration incorporates a high degree of “fail safe”; it does,
however, depend upon good electrical contact between the wheel sets of the
train and the rails upon which they run. It also depends upon a continuous
low impedance path between the steel tyres of each wheel via the connecting
axle.
Track circuits apply this basic principle in a variety of ways for various reasons.
The source of electrical energy may be d.c., a.c. at power frequencies, a.c. at
audio frequencies, or a series of impulses. The detector may be a simple relay,
a more complex a.c. vane relay or a receiver tuned to a particular frequency
or pattern of signals. Additional items may have to be added to overcome the
problems arising from sharing the rails with heavy currents created by an
electric traction system.
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5.3.2 A.C. Electrified Areas
The a.c. electrification traction power supply system forms part of the railway
infrastructure owned and operated by Railtrack. The system provides
nominal 25kV, industrial frequency, supplies to trains via an overhead line
contact system. The return path for traction current is via the running rails
and either earth or a dedicated return conductor.
In the 1950s, the introduction of overhead 25kV 50Hz a.c. electrification in

place of the then standard overhead 1500V d.c. electrification and the 650V
d.c. third rail system was driven by the benefit of significantly reduced traction
current for a given power output. This enabled supply feeder stations to be
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sited at greater distances apart (20 to 30 miles) whilst the overhead catenary
and its supporting structures could be of lighter construction. The overall
result is the reduced cost of electrification.
Traction units continued to use d.c. traction motors which derived their
supply via rectification of the a.c. supply – indeed, it was the advances in
rectification technology with the advent of semiconductors which made the
change to a.c. distribution a viable proposition.
The change to industrial frequency a.c. created additional interference

problems, primarily associated with electromagnetic induction into lineside
control and communication circuits.
The 1990s have seen the emergence of the three phase induction traction
motor controlled by sophisticated power electronics packages as a successor
to the simple d.c. motor. Whereas with the d.c. traction motor, the traction
unit could be regarded as a passive load with interference effects arising from
the resulting traction current, the three phase traction package has the
potential to itself generate interfering harmonics over a wide spectrum in the
traction current. This has necessitated giving much greater attention to the
traction package design with respect to track circuits than was previously the
case whilst the detailed methodology for such analysis has not reached a level
of maturity whereby hard and fast design rules can be laid down.
Trains with induction motor drives are therefore subject to special

assessment and authorisation on a route specific basis via individual Safety
Case arrangements.
The information provided in this document applies under normal levels of

traction current only. It does not apply to fault currents.

Issue 2
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a) Booster Transformers and Return Conductors
Although other configurations are practicable, and have been used in the past,
the most common arrangement for many years has been that using booster
transformers and return conductors as depicted in Figure C3.
To Feeder Station
Return
A Conductor B C
Booster Booster Booster
Transformer Transformer Transformer
Overhead Contact Wire

Mid Point
Mid Point Connector Connector
Traction Return Rail

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Figure C3
Booster (current) transformers are mounted on the lineside structures at

regular intervals along the track and an insulated return conductor is provided
in addition to the overhead contact wire from which the traction unit picks up
its power. The contact wire supply passes through one winding of the 1:1
booster transformer whilst the return conductor passes through the other
winding. The return conductor is bonded to the traction return rail at the
mid-point between adjacent booster transformers.
With reference to Figure C3, when the traction unit is drawing current from
the overhead contact wire between booster transformers A and B, the
overhead contact wire supply current is being drawn through booster
transformer A whilst the return current is initially injected into the rails
beneath the traction unit. Given that electrical principles demand that an
equal and opposite current must flow in the return conductor winding of
booster transformer A, the return current from the traction unit is drawn up
the respective mid-point connector into the return conductor where it now
remains all the way back to the feeder station.
When the traction unit pantograph moves between booster transformers B

and C, the overhead contact wire supply current passes through both A and B
booster transformers and the return current travels forward of the unit to the
mid-point connector between B and C before returning through both A and B
booster transformers.

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Thus, the effect of this arrangement is to reduce significantly the amount and
distribution of traction return current actually flowing in the rails, which
minimises induction into the lineside cables and so eases the interference
immunisation measures required for the track circuits concerned.
Important Safety Note
Unlike structure bonds (normally zero current) and periodic track-

to-track cross bonds (usually an alternative parallel path), mid-
point connectors which become detached from the return rail are
extremely hazardous if touched. For this reason, they are installed
with either RED sheaths or RED markings at the point of rail
connection. If observed disconnected, staff shall inform the Electric
Control Room immediately. REMEMBER – DO NOT TOUCH !!
b) Neutral Sections
The a.c. overhead contact wire supplies of adjacent feeder stations are
isolated from each other by neutral sections (sections of electrically insulated
catenary which still permit the mechanical passage of the pantograph). To
prevent a traction unit from powering itself into a Neutral Section and
thereby drawing a damaging arc, the traction unit is automatically powered
down and disconnected via an on-board circuit breaker before entering a
Neutral Section and is automatically reconnected after passage. This is
achieved by positioning permanent inductors on the sleeper ends either side
of the Neutral Section which are sensed by bogie mounted receivers on the
traction unit as shown in Figure C4. This system is referred to as APC
(Automatic Power Control) and uses the same permanent inductor and
receiver equipment as used for AWS (Automatic Warning System).
Neutral
APC Inductors
APC Inductors
Section
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Figure C4

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5.3.3 D.C. Electrified Areas
The d.c. electrification traction power supply system forms part of the railway
infrastructure owned and operated by Railtrack. The system provides
nominal 650/750 V d.c. supplies to trains via a third rail mounted outside the
running rails. The return path for traction current is via either or both
running rails, dependant upon the site requirements. The traction return
system is not intentionally connected to an earth electrode.
Prior to the 1950s, direct current was the only form of electrical energy used
for traction purposes in the UK.
It was implemented on major networks, such as London Underground, and

other smaller systems, such as Liverpool (Merseyrail), Euston – Watford and
the North London Lines, using a 650V d.c. third rail system. Similarly, on the
former Southern Region d.c. lines a 660/750V d.c. third rail system was
installed, where the voltage at each substation along the line is progressively
stepped up from 660V to 750V.
The exposed nature of the conductor rails necessitated the voltage being
relatively low. Therefore, very high currents were needed to provide the
required power requirements. However, this imposed severe limitations on
three and four rail d.c. traction systems due to the voltage drop.
The use of overhead catenary wires enabled the supply voltage to be

increased to 1500V, and a number of these systems were introduced in the
1930s & 1940s, e.g. Manchester and Sheffield. However, the necessary size of
the overhead conductor and the structures to support it proved very
expensive.
With the introduction of 25kV a.c. electrification schemes in the 1950s, the
current requirements and the resultant volt drop were dramatically reduced
for similar power levels, resulting in a reduction in size of overhead
conductor and supporting structures. The supply substations could now be
sited at much greater distances apart, reducing the overall costs.
All overhead 1500V d.c. systems in the UK have now been converted to 25kV
a.c. and only conductor rail d.c. systems remain. These conductor rail d.c.
systems continue to provide valuable service and will do so in the future on
account of the vast investment which would be needed to change to 25kV a.c.
electrification.
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Trains with induction motor drives are therefore subject to special

assessment and authorisation on a route specific basis via individual Safety
Case arrangements.
The information provided in this document applies under normal levels of

traction current only. It does not apply to fault currents.
a) Third Rail Conductor Rail System
With reference to Figure C5, the positive conductor rail is supplied from
lineside substations and current passes to the traction motors by way of the
collector shoes. After passing through the motors, the current returns to the
substation through the wheels and axles of the train and through one or both
running rails.
It should be noted that substations are connected in parallel to the conductor

rail system and a train may be drawing current from more than one
substation. As the distance from the nearest working substation increases,
the resistance of both the conductor and return rail paths increases.
Therefore, the voltage across the traction motor decreases.
Additional IRJs are provided in both rails at the boundary between electrified
and non electrified lines in order to minimise traction current returning to the
substation via undesirable paths, causing interference and electrolytic
corrosion.
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Substation
Positive Conductor Rail Collector Shoe
Running Rails
Traction Motors
Figure C5

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b) Fourth Rail Conductor Rail System
London Underground Limited (LUL) uses a system that allows the traction
current to return to the substation through a collector shoe to a negative
conductor rail laid in the centre of the four foot. This rail is insulated from the
running rails, which are therefore free from traction return current.
Where LUL trains run over Railtrack lines equipped with the third rail system,
e.g. Richmond – Gunnersbury, Putney Bridge – Wimbledon and Queens Park
– Harrow & Wealdstone, a fourth rail is installed and bonded to whichever of
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the running rails is used for traction return current, to allow the return
current to flow when LUL trains are running. LUL trains are fitted with third
and fourth rail shoes, whilst others only use the third rail system.
c) Fourth Rail (Non-Contact Return Reinforcement)
In areas of high traction return currents (currently where class 92, 373 and
465 units run) an additional rail is sometimes provided in the four foot or on
the sleeper ends to reduce the resistance of the return path to the substation.
This rail has no physical connection with the train, but is electrically bonded to
the traction return rail in single rail track circuit areas or the cross bonding
connection of an impedance bond in double rail track circuit areas. In other
areas, large negative conductor cables may be used in place of a fourth rail.
d) Track Paralleling (TP) Huts
Track Paralleling Huts are usually located approximately midway between

traction substations. They enable the paralleling of conductor rails through
circuit breakers to reduce the resistance between the substation and the train,
thereby improving the voltage seen by the train. The effect can be used either
to run longer trains by increasing circuit breaker overload settings or to allow
substations to be positioned further apart.
The paralleling of the conductor rail is done through circuit breakers so that
disconnections of the parallelism can be made in the event of emergency or
maintenance.

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e) Track Alive Relays
On parts of the former Southern Region, where regenerative braking is used,

some single end fed branch lines have “Track Alive Relays” installed (one per
running line). These relays give a remote indication to the Electrical Control
Room that the track is live. This track condition can arise even when the
circuit breaker is opened due to current being fed back into the system from a
regenerating train.
If the negative lead is disconnected from the track, it can result in the negative
lead rising to traction potential.
5.3.4 Dual Electrified Area
Some lines are dual equipped with both a.c. and d.c. traction systems using the
running rails as a common return. The traction currents present in the
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running rails consequently originate from both a.c. and d.c. systems.
Special measures are required to be taken to prevent d.c. return currents

from flowing through the earth, or from flowing for long distances into an a.c.
electrified area, which would consequently require immunisation. These may
include:
• isolation of overhead line structures from earth,
• traction return isolation devices for use whilst a d.c. traction unit is
operating.
5.3.5 Immunity from Traction Interference
The introduction of traction units incorporating a.c. asynchronous, three

phase and inverter drives, e.g. Networker, Class 373, Class 323 and Class 92,
creates new track circuit interference risks arising from the wide frequency
spectrum over which such units are capable of generating interfering current.
Special additional rules govern track circuit design in such circumstances. This
document will be amplified further as developments take place.
Where there is a significant change in the traction loading of an existing

system, e.g. three phase drive, it will be necessary to revalidate the track
circuit design against the effects of the increased traction return currents.

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The Project Manager for the introduction of new traction units is responsible
for ensuring that a proper traction safety case is developed and submitted to
the Infrastructure Controller for approval. This shall consider all types of
track circuit that are approved for use and meet the application criteria for
the lines over which the new traction units are to run. Any consequent
restrictions on the use of any of these track circuits on such lines shall be
listed on the Rolling Stock Acceptance Board (RSAB) certificate and published,
without delay, as a revision to the Product Specification of the respective
track circuit.
5.3.6 Non-Electrified Lines
Where the lines are non-electrified, traction currents are not normally
present in the running rails.
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PART D AXLE COUNTER CONFIGURATION

PARAMETERS
The configuration parameters for axle counters are given in Railtrack

Company Specification RT/E/S/10129, Train Detection Using Axle Counters.
1 DEFINITION OF CLEARANCE POINTS
Where an axle counter head is used to define a clearance point, the

requirements of GK/RT0011, Appendix A, must be satisfied.
See Part F, section 5, for further details.
2 INTERFACING WITH TRACK CIRCUITS
The appropriate sections of Part F, Track Circuit Configuration Parameters,

shall be applied.
2.1 Continuity of Train Detection
Where continuity of train detection is required, it shall be ensured that, for

the shortest train travelling at permissible speed, the rear track section cannot
register clear until the forward one registers occupied, in every instance.
Where necessary, this may be achieved by positioning the axle counter head
such that the track sections overlap, or by incorporating additional delay into
the track section response as described in Part F, section 6.
2.2 Electromagnetic Interference
See Part F, section 9.3, for restrictions on the installation of axle counter
equipment adjacent to track circuits of certain frequencies.
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PART E WHEEL DETECTOR CONFIGURATION PARAMETERS
1 DESCRIPTION
The wheel detector equipment shall consist of a track mounted sensor unit
and may additionally utilise a separately mounted control unit in order to
provide the required functions.
The detector shall be capable of sensing train movements over the sensors in
either direction (omni-directional). Detection of the direction of the vehicle
movement may be a requirement for particular applications.
Where appropriate, this part also applies to mechanical treadles, which

generally use at least one stick relay to perform the function of the control
unit.
2 APPLICATIONS
Wheel detectors to this Specification may be used in a wide range of signalling

applications, and the particular requirements of any application, especially with
respect to safety afforded by the configuration, shall be assessed prior to any
approval process.
Wheel detectors which comply with this Specification are suitable for high
integrity applications (such as for level crossing strike-in). Where the
equipment is used in other applications, a lower level of integrity may be
justified.
The application is only valid where a secure power supply or suitable battery
back-up is available.
3 SENSOR UNIT
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The track mounting arrangements for the sensor unit shall take into account
any effect this has on the sensitivity of the equipment.
With the exception of those parts essential for the function of mechanical
wheel detection (e.g. striker arms), all track mounted equipment, including any
cover (see section 6.4) shall not be foul of the Structure Gauge. Any part of
the mechanism designed to come into contact with the detected wheel, shall
not have any significant effect on the wheel, taking into account the maximum
permissible line speed.

Issue 2
Page E2 of 6
Track mounted equipment shall not be prone to damage by the passage of

vehicles, which may result in a reduction in the integrity of the wheel detector.
Possible proximity to live conductor rails and the depth to which space
underneath rails is required shall be taken into account with respect to the
safety and practicability of installation and maintenance activities, without an
isolation of the traction supply.
The design of the sensor and any track mounting shall have due regard for its
vulnerability to vandalism and, where appropriate, shall be able to withstand
the weight of a human being (typical 100 kg) without sustaining damage or
detriment to performance.
Entry into the equipment enclosure shall be effected by the use of hand tools,
and a method of sealing to detect and deter unauthorised access shall be
provided.
4 CONTROL UNIT
Where the equipment configuration includes a separately mounted control

unit (or units), then this shall be suitable for mounting in a place of safety with
respect to maintenance activities.
5 RAIL / WHEEL PARAMETERS
The sensor unit shall be designed to operate with rail sections which are in
use by Railtrack, in accordance with GC/RT5019.
Track mounting of sensors shall not result in stresses that reduce the life of
the rail. --`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Holes drilled in the rail shall be minimised and meet the specification of the
infrastructure controller in accordance with the requirements defined in
GC/RT5019.
The detector shall be capable of operation when the sensor is fixed on either
rail, under all permitted cant conditions. Full details of any restrictions due to
track curvature or cant are to be supplied as part of any approval submission.
The detector shall be suitable for operation by all types of traction and rolling
stock wheelsets to BS 5892 and with a diameter greater than 250mm, without
adjustment.

Issue 2
Page E3 of 6
The detector shall be capable of operating correctly for all acceptable

parameters for new and worn wheel, flange and rail profiles as defined in
GM/TT0089 and GC/RT5019, including wheel flats, cracks and cavities up to
the level where vehicles or rails would be required to be immediately taken
out of service.
The wheel detector operation shall not be affected by reasonably expected

variations in relative flange position, with respect to the rail, such as hunting,
track spread and the tendency for the flange to climb.
In all cases, correct detection of train wheels shall not be compromised by a

tolerance of ±2 mm in the positioning of the track mounted sensor, with
respect to any parameter, given in the fitting instructions.
6 OPERATION
6.1 General
Specific application requirements shall be agreed between the infrastructure
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controller and supplier, commensurate with achieving the safety and reliability
requirements of this Specification.
Direction sensing may be specified when required for particular applications.
6.2 Interface
The output interface of the wheel detector must be suitable for the form of
interlocking that uses the output data, with respect to ratings, number of
normally open/closed contacts, timing and safety integrity requirements.
For maximum versatility, the following requirements shall be complied with:

• The outputs shall be insulated from any other conductive parts of the
equipment and each other.
• Each output shall be capable of switching one 5W relay, with an operating
voltage of 24V to 50V d.c. and a typical time constant of 30 ms.
Where direction sensing is required, this shall be provided either by additional

outputs or by inhibiting the output, for the passage of wheelsets in the non-
sensed direction (as specified for the particular application).
The change of state of the outputs shall be completed within 250 ms of

initiation by the presence of a wheel within the specified detection distance
from the sensing element.

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In order to avoid repeated operation of the output by the separate detection

of individual wheelsets within a single train, the output shall persist for a time.
A method of adjusting the output persistence time following the passage of a
wheelset shall be provided. This adjustment may be effected either at the
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track mounted sensor or within the control unit and shall be capable of
providing any delay between 2 s and 8 s, with a repeatability tolerance of
±10% of the set delay. Where the adjustment is indicated (strap position, knob
pointer etc.), then this indication shall be accurate to within ±10% of the actual
delay.
A separate output function, indicating detector health status may be provided

on the track mounted sensor, the separately mounted control unit or both.
This shall be taken into account in any safety analysis.
Where the output of the wheel detector is to be provided by a separate

control unit, this shall be suitable for mounting at a distance of not less than
100 m from the sensor unit, via cables with loop resistance of up to 2Ω.
6.3 Detection Distance
A change of state of the detector output shall be initiated by the presence of a

wheel within a detection distance from the sensing element to be specified by
the supplier. This specified detection distance shall remain constant to within
50mm throughout the service life and operating environment of any given
design configuration of wheel detector, and in all cases shall be less than 1m.
For the purposes of providing a wide range of different system configurations,

it shall be possible to mount sensors on the same rail, within 1m of each other,
without affecting the performance of either sensor.
Track mounted sensors shall be capable of operation to the requirements of

this Specification, when mounted at a distance of no more than 1m from any
rail irregularity (e.g. joint, weld or breather)
6.4 Detection of Other Objects
The design of the detector equipment, with respect to sensitivity and

directionality, shall be such that it minimises the risk of false detection or
operation by people walking or carrying tools in the four-foot (between the
rails) or in the cess (by the side of the track).
A suitable cover may be used in order to deter the close proximity of any
manually carried objects which may cause false operation.

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6.5 Permitted Speed
The wheel detector shall have a stated maximum permitted speed that will
limit the scope of application. This should typically be in excess of 100 miles
per hour.
6.6 Confirmatory Test
Details of a practicable method of confirmatory testing (preferably GO /

NOGO) of any installed wheel detection system shall be provided in order to
satisfy the safety and reliability requirements of this Specification. This shall
make reference to any specialised or standard test equipment and any
particular calibration and operating requirements.
7 ELECTRICAL
7.1 Power Supply
Where an external power source is required, then the detector equipment

shall be suitable for operation with both a.c. and d.c. supplies of nominal
voltage, frequency, and capacity such that detector equipment will require
minimum complexity with respect to the relevant interlocking control power
supply.
Detector equipment shall be designed to successfully operate within a supply

voltage range of between 75% and 125% of the nominal voltage (for both a.c.
and d.c., smoothed or unsmoothed), without adjustment. Supply voltage
outside this range shall neither affect the correct operation of the equipment
nor shall it result in the closure of the normally open contacts and opening of
the normally closed contacts. To ensure that permanent damage does not
occur the train wheel detector may have some form of protection that
provides isolation. The preferred method for supply restoration provided by
this form of protection is automatic (once the supply returns within its limits).
However, the operation of user replaceable components (e.g. fuses), is
acceptable but non preferred.
No permanent damage shall result from connection of the supply voltage with
either polarity.
Inrush currents shall be limited with respect to the particular protection

requirements.
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Correct operation of the detector equipment shall not be compromised by

the loss of supply for up to 50 ms, at no less than 10 s intervals. Any such loss
of supply shall either not affect operation or result in reset and automatic
restoration of the required output state within 8 s of restoration of the supply.
Correct operation of the detector equipment shall not be compromised by

surges of +65% and sags of -30% of the actual supply voltage, in addition to the
above dynamic variation, for periods of up to 100 ms.
The detector equipment shall not suffer permanent damage due to the
presence of a short circuit on the outputs, or between conductors in any
lineside connecting cable.
The detector equipment shall have a declared maximum power drain for
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intended applications. This shall not exceed 20 VA for a single application.
8 MAINTENANCE
In order to simplify maintenance procedures, the required minimum period

between confirmatory functional tests shall be not less than 6 months, whilst
on-track adjustment and any remedial work, such as the replacement of worn
parts, shall not be required more often than once a year.

Issue 2
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PART F TRACK CIRCUIT CONFIGURATION

PARAMETERS
1 BALLAST RESISTANCE AND TRACK CIRCUIT LENGTH
1.1 Electrical Behaviour of Railway Track
1.1.1 Ballast Resistance
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Ballast resistance is the resistance between the two rails of a track circuit and
comprises of leakage between the rail fixings, sleepers and earth. The value of
this resistance is dependent upon the condition of any insulations, cleanliness
of the ballast and the prevailing weather conditions. The ballast resistance is
inversely proportional to track circuit length and is expressed as ohm
kilometres, typical values being in the range 2 to 10Ωkm. Lower values may
be obtained in wet conditions with bad drainage and/or contamination with
conductive materials. Higher values may be obtained in dry/clean conditions
or during frosty weather. A reliable track circuit must therefore be able to
operate over a wide variation of ballast resistance.
Most simple explanations of track circuit operation portray ballast resistance

as a single resistance connected between the rails as shown in Figure F1.
Whilst such a representation is useful in explaining the simple behaviour of d.c.
track circuits, it is important to understand that the model’s limitations make
it unsuitable to explain many of the more complex phenomena demonstrated
by track circuits. For the types of track circuit used, the reactance of the
ballast can be considered as negligible.
Rail
Ballast
Resistance
Rail
Figure F1

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When considering other than the simple case, a more accurate model would
represent the ballast resistance as a series of resistances between each rail and
earth as shown in Figure F2. Although there is a further component of
resistance between the rails independent of earth, it is high compared to the
rail–earth resistance and can be discounted for most calculations.
Rail
Earth
Rail
Figure F2
1.1.2 Rail Impedance
The d.c. resistance of rail is very low, around 0.035Ω/km, although this is
increased to approximately 0.25Ω/km by the relatively higher resistance of
galvanised iron bonds in jointed track. The inductance of rail can raise the
overall impedance per rail from approximately 0.3Ω/km (50Hz) to, in the case
of reed track circuits, 2.5Ω/km (400Hz) and for TI.21 track circuits, 10Ω/km
(2kHz). These impedance values may be increased further by large traction
currents, due to the rail being driven toward saturation.
When considering a.c. track circuits, rail inductance must be taken into
account by application of the further complex model including rail inductance
as shown in Figure F3. Although of little consequence at power frequencies,
audio frequency track circuits exhibit a steep decline in rail voltage as distance
from the transmitter increases. Since the ballast resistance is now distributed
throughout the length, detailed calculation requires the use of hyperbolic
functions.
These effects can usually be ignored when considering the operation of a.c.
power frequency track circuits, where rail voltage can be expected to decline
very little between the feed and relay ends.
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Rail
Earth
Rail
Figure F3
1.1.3 Rail to Rail Capacitance
Although an even more complete picture would include rail–to–rail

capacitance, this is very small and of marginal significance relative to track
circuit operation at audio frequencies.
1.2 Operation and Adjustment of the Simple Track Circuit
Consider the simple d.c. track circuit depicted in Figure F4.
Feed Cable Cable

Resistance Resistance Resistance
TR
Rail
Train Ballast
Shunt Resistance
Cable
Cable Rail Resistance
Resistance
Figure F4
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1.2.1 Track Circuit Clear
The ballast resistance forms an additional load in parallel with the relay. As
the ballast resistance falls due to wet weather, the current drawn from the
feed increases. This will cause the voltage across the feed resistor to increase,
so reducing the rail and relay voltages. If this reduction causes the relay
voltage to fall below the relay pick–up value, the track circuit will not clear
after an occupying train has departed. A further reduction of the relay voltage
to below relay drop–away value will fail the track to the occupied state
without the passage of a train.
Reducing the value of feed resistance has the effect of increasing the current
fed into the rails and raising the rail/relay voltage.
Long feed end leads insert additional non–adjustable feed resistance and
thereby reduce the effectiveness of the adjustable feed resistance. Long relay
end leads reduce the ratio of relay voltage to rail voltage by potential divider
action; the effect is to cause the track circuit to indicate occupied at a higher
ballast resistance. It therefore imposes a shorter maximum workable length.
1.2.2 Track Circuit Occupied
When the track circuit is occupied by a train, a short circuit current will flow
from the feed end equipment, which is limited by the value of the feed
resistance and the characteristics of the feed end equipment itself. The feed
end equipment is designed to cope with this worst case power dissipation.
The train shunt resistance is in parallel with the ballast resistance. With any
given value of feed resistance, the relay will operate at particular values of
combined ballast/train shunt resistance. Thus, higher ballast resistance will
require a lower value of train shunt resistance to operate the relay and vice
versa.
The minimum permitted drop shunt resistance is 0.5Ω (0.3Ω on certain

impedance bond track circuits). During very dry weather or severe frost
conditions, the ballast resistance increases towards its natural maximum and
will offer only a small contribution towards the overall shunt. Thus, when a
0.5Ω (0.3Ω) shunt is placed across the rails, it must still reduce the relay
voltage to below drop–away value.
It should also be noted that the track relay is dropped by short circuit rather
than disconnection. Therefore, the drop–away time of the relay is increased
due to the inductive circuit prolonging the decay of the coil current.
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1.2.3 Principles of Basic Adjustment
The difficulty with adjusting track circuits (where such adjustment is provided)
is knowing the prevailing value of ballast resistance. Details entered on the
track circuit record card provide a useful history. These vary with track
circuit type and the appropriate Product Specification shall be consulted.
Assuming average conditions, the feed resistance is adjusted to obtain a relay

voltage in the range 25% to 75% above the pick–up value whilst maintaining
the drop shunt resistance at a value greater than the minimum required. If the
track circuit fails due to wet weather, it may be possible to remedy the
situation by reducing the feed resistance. It is important that the track circuit
is re–tested after it has dried out.
1.3 Track Circuit Length
1.3.1 Maximum Length
It can be seen that the maximum operational length of a track circuit is limited
by three factors:
• the declining value of ballast resistance,
• the increasing value of rail impedance,
• immunisation/electrification requirements, including electromagnetic
compatibility with trains.
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As the various types of track circuit feed/transmitter produce differing power

outputs, and as rail impedance is frequency related, it follows that the
maximum workable length will vary with track circuit type, the configuration
used and the minimum ballast resistance at which the track circuit is expected
to remain functional. Details are given in the appropriate Product
Specification.
The maximum lengths quoted are based on ballast resistances as follows:

• 3Ωkm for timber sleepered track,
• 5Ωkm for concrete sleepered track,
• 10Ωkm for steel sleepered track.
If it appears likely that a track circuit will be required to operate at or near its
maximum permitted length, tests shall be made to ascertain whether ballast
conditions etc, are satisfactory, particularly in wet weather, before the scheme
design is finalised. The unpredictable effect of level crossings shall also be
borne in mind.

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On electrified lines, track circuits may have to be further restricted in length

in order to limit the effects of interference from the traction system.
1.3.2 Minimum Length
To cater for the longest wheel base vehicles, a standard minimum effective
track circuit length of 18.3m must be provided for new and altered works.
The action to be taken if the above dimensions cannot be achieved is given in
GK/RT0011.
Minimum lengths resulting from interface delay requirements between

different types of track circuit are detailed in section 6.
In addition, for certain jointless track circuits, a minimum operational length,

dependent upon the adjustment parameters of the specific type of track
circuit, is given in the appropriate Product Specification.
1.4 Types of Sleepers
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The following types of track can be found on Railtrack infrastructure:
• timber sleepered track,
• concrete sleepered track (or concrete slab track),
• steel sleepered track.
1.4.1 Concrete Sleepers
Early forms of concrete sleeper were fitted with chairs for bullhead rail in
similar fashion to those fitted to timber sleepers. The chair was usually
secured to the sleeper with a through bolt from the underside. These did not
present any widespread problem since track circuits were not common in the
rural areas, where concrete sleepers were seen to be advantageous.
Although short track circuits can be made to work over such sleepers, the
ballast resistance is usually quite low and subject to more severe weather
related swings. It is also now known that damp concrete behaves as an
electrochemical secondary cell which can give rise to residual voltage
problems with d.c. track circuits.

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Modern concrete sleepers incorporate a rubber pad under the rail foot and
moulded insulations where the fixings bear on the top of the foot, as shown in
Figure F5. The effect is to increase ballast resistance to levels significantly
higher than those obtained with timber sleepers. However, the insulations do
erode due to the vibration of passing traffic and, consequently require
periodical replacement. Lack of attention to insulation usually results in
gradual degradation of the ballast resistance rather than sudden failure.
Any proposal to introduce d.c. track circuits over lines with concrete sleepers
shall be subject to a track system condition assessment, as detailed in Product
Specification RT/E/PS/11755 (d.c. track circuits).
Front Arch
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Insulation
Rail Pad
Rail Foot
Centre Leg
Heelseat Rear Arch
Figure F5
1.4.2 Steel Sleepers
Steel sleepers are equipped with insulations similar to modern concrete

sleepers and, provided they are subject to an effective preventative
maintenance programme, track circuits will operate satisfactorily.
However, as the sleeper is in more intimate electrical contact with general

earth, much higher levels of track circuit unreliability will result from poor
insulation than is the case with modern concrete sleepers.
Track circuits that rely on resonant audio frequencies or tuned zones may be
subject to further restrictions on steel sleepers, as detailed in the appropriate
Product Specifications.

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2 TRACK CIRCUIT INSULATIONS
2.1 Insulated Rail Joints
Insulated rail joints (IRJs) are required to join rails together mechanically but
not electrically. They are required for the following purposes:
• to define the limits of jointed track circuits,
• to provide insulation between rails at S&C, necessitating track circuit
transpositions,
• where transpositions are required for other purposes,
• to provide traction return isolation.
The following shall be considered relative to IRJ provision in S&C as

constrained by permanent way engineering considerations:
• IRJs adjacent to cast crossings shall be avoided wherever practicable.
• IRJs run over in the high speed route shall be avoided as far as practicable.
• There shall be a minimum distance of 200mm between chair or rail
fastenings of opposite polarity/phase to reduce the probability of failures
due to metallic litter, etc.
Figure F6 summarises the criteria for positioning IRJs at S&C, including

clearances (see section 5.2) and minimum track circuit length (see section
1.3.2).
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Notes on Figure F6:
C Clearance for vehicle overhang. Not less than 4880mm from the fouling point to the IRJ.
D Distance between inner joints of Not less than 11m if at least one pair staggered < 1.6m.
staggered pairs. Otherwise, not less than 18.3m.
E Distance between staggered pair Not less than 11m if transposition staggered < 1.6m. Otherwise,
and end of track circuit. not less than 18.3m.
F Fouling point. 1970mm between running edges
L Minimum effective length 18.3m minimum
of track circuit.
S Physical Stagger 1.7m max: Isle of Wight lines only.
2.1m max: Insulated rail overlap on electrified lines.
2.6 max: Other cases.
Figure F6
2.2 Minimising IRJs in a Track Circuit
If series bonding becomes complex, it imposes penalties on both reliability and

maintenance. The option of cut sections shall then be considered. A
maximum of four point ends or fifteen IRJs (including boundary joints) per
track circuit is strongly recommended, provided the minimum track circuit
length can be achieved over all routes.

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Insulation Insulation
B
D
C
E
Insulation
A Soleplate
The soleplate is formed from two metal plates secured together by a bolted connection at an intermediate
position between the rails, which includes insulated ferrules, washers and plates to maintain electrical
separation.
Where the soleplate is extended to one side, as required for point machine operation, a second insulated
connection is provided between the point machine and the nearest rail.
B Permanent Way Stretcher Bars

These connect the two point switches together and are formed from two separate pieces connected
together with two bolts. The bolted connection includes insulation ferrules, washers and plates to
maintain electrical separation.
C FPL Stretcher Bar

Insulation ferrules, washers and plates are fitted where the stretcher bar is connected to one of the point
switch blades; usually that furthest from the drive mechanism. The design is such that the insulation can
be fitted at either end of the stretcher bar, but should not be fitted at both ends.
D Point Drive Rod
Insulation is provided either separately, or is incorporated into the drive rod jaw connection onto the point
machine.
E Lock & Detector Rods
Insulated bushes are fitted where the screwed end connections are attached to the switch extension
pieces.
Figure F7
2.3 Point Equipment
Apart from the IRJs, used to electrically separate sections of rail, the reliable
operation of track circuits requires the provision of other insulations in
particular circumstances.
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Any direct metallic connection between the two rails will be interpreted as a
train and will cause the track circuit to fail occupied. At a set of points, there
are many of these connections, which therefore need to be fitted with
insulations, as shown in Figure F7, which is a typical example; there are,
however, some regional variations.
2.4 Buffer Stops
Rail mounted buffer stops in track circuited areas must be fully isolated, by
one of the following means:
• provision of an insulated design of buffer stop,
• provision of IRJs in both rails, for a double rail track circuit, or
• provision of an IRJ in the insulated rail, for a single rail track circuit.
In order to ensure detection of the shortest vehicle, the IRJs shall be located
at 4m +0.5m from the face of the buffer stop. The position of IRJs for friction
buffer stops shall be determined from Figure F8. The type of IRJ must be of a
design which offers similar tensile strength to conventional steel fishplates.
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Notes: The point 'N' shall be painted on the platform at a distance of at least 'D' in
advance of the fixed end stop. A distance greater than 'D' shall be provided where operational
requirements permit, to allow for higher impact speeds.
The IRJ shall be installed not more than 4.5 metres in advance of point 'N'. The initial position (I)
for the buffer beam shall be between point 'N' and the IRJ and not less than 3.5 metres behind
the IRJ.
Initially the buffer beam must be set to point 'I'. Subsequently the position shall be checked daily
and if it has moved significantly arrangements must be made to pull it back to point 'I' before it
reaches point 'N'.
Figure F8 - Positioning of Friction Buffer Stops (not to scale)

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In electrified areas, the rails beyond the final IRJ(s) shall be traction bonded to
the traction return system to ensure that a traction bogie adjacent to the
buffer stop does not loose its return path.
Friction buffer stops shall be equipped with a track circuit interrupter,

positioned at point 'N' in Figure F8, to detect a buffer stop collision. Other
types of buffer stop may also be provided with an interrupter, mounted on
one of the running rails adjacent to the buffer stop, beyond the normal
stopping position, as described in Product Specification RT/E/PS/11764.
Further requirements for buffer stops are given in GK/RT0031 and

GC/RT5033.
3 TRACK CIRCUIT CONFIGURATION
3.1 Double and Single Rail Track Circuit Configuration
Double rail track circuit arrangements have both rails fitted with IRJs to
completely isolate a track circuit. Impedance bonds are used when a traction
current return path is required. IRJs are not required with jointless track
circuits and fewer impedance bonds are needed. The double rail configuration
is preferred for track circuit integrity.
Single rail track circuit arrangements have only one rail fitted with IRJs to
separate the track circuits, known as the insulated rail. The other rail is
electrically continuous and is known as the common rail.
Whilst some designs of track circuit can be used in either single or double rail
mode, others are limited to one mode of application.
See section 3.3 for the configuration criteria in S&C.
The considerations for electrified areas are given in sections 3.4 and 3.5.
The bonding for each configuration is described in section 4.5.
3.2 Jointless Track Circuits
Insulated rail joints can be expensive both to install and to maintain, especially
on tracks subjected to high speed, high axle weight traffic or where there is an
intensive service.
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The use of audio frequencies permits the physical limits of an individual track
circuit to be defined by tuned short circuits between the rails rather than by
insulation in the rails themselves. Consider two jointless track circuits
abutting at a tuned zone as shown in Figure F9. Non-track mounted
equipment has been omitted for clarity.
Tuned
Zone
Feed F1 Tuning Tuning Feed F2

Unit F1 Unit F2
Figure F9
The tuned zone comprises a measured length of track with a tuning unit
across the rails at each extremity. The track circuits operate at different
frequencies and each tuning unit is designed to its own track frequency, such
that the following criteria are obeyed:
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a) Consider frequency F1:
The F2 tuning unit behaves as a short circuit between the rails, due to series
resonance of its inductive and capacitive components.
The F1 tuning unit tunes the two rails (inductive) and the F2 tuning unit short
circuit to parallel resonance, thus presenting a significant impedance to
frequency F1.
b) Consider frequency F2:

The F1 tuning unit behaves as a short circuit between the rails, due to series
resonance of its inductive and capacitive components.
The F2 tuning unit tunes the two rails (inductive) and the F1 tuning unit short
circuit to parallel resonance, thus presenting a significant impedance to
frequency F2.
A wheelset proceeding along track circuit F1 will shunt the track circuit, but
when it enters the tuned zone its effectiveness will reduce until, having passed
tuning unit F2 (short circuit at frequency F1), it will no longer shunt track
circuit F1.
Similarly, the wheelset would not shunt track circuit F2 as long as it remained
on track circuit F1, due to tuning unit F1 presenting a short circuit to
frequency F2. As the wheelset passes F1 tuning unit, it commences to shunt
frequency F2, becoming more effective as it progresses towards the F2 tuning
unit and beyond into F2 track circuit proper.

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By careful design of components, it is possible to arrange a short overlap in

the centre of the tuned zone where both track circuits are effectively shunted.
Since the design of individual tuning units must take account of both
frequencies, it is necessary to specify the exact frequencies involved. Such
equipment is therefore produced for a fixed set of frequencies and those
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frequencies are used in pairs alternately along the track.
3.3 Switches and Crossings (S&C)
Double rail track circuits are not generally suitable for use through S&C.
It is usually necessary for one or more adjacent track circuit to share one
common rail. This is generally the case for a crossover, or more complex
S&C, where it is not practicable to fit IRJs opposite each other in the six foot
area of the turnout between the running lines. It is also not practicable, in
electrified areas, to fit a set of impedance bonds at this point.
However, through simple S&C layouts (such as single turnouts) in non

electrified areas, fully jointed double rail track circuits are permitted, provided
that standard double rail IRJ and bonding arrangements can be applied.
Double rail track circuits are permitted in the running line portions of clipped
and padlocked connections and those operated from an adjacent ground
frame which are subject only to an emergency release, provided that the
following limitation is acceptable:
Standard double rail IRJ and bonding arrangements apply through the S&C,
which means that a track circuit gap is created over the centre portion of a
crossover when reverse. In this case, spur bonding is not required on any
turnout where the track circuit is gapped.
3.4 A.C. and Dual Electrified Areas
3.4.1 Single Rail Track Circuits in A.C. Electrified Areas
With reference to Figure F10, traction return current flowing in the single
traction return rail creates a longitudinal a.c. volt drop along its length, which
is a function of the current value and the impedance of the traction return rail.
A wheelset at the feed end will impress this interfering voltage on the relay,
whilst a wheelset at the relay end will similarly impress the interfering voltage
on the feed set. The track circuit equipment must be immune both to false
operation and to damage from such impressed voltages.

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Longitudinal Volt Drop
a.c. Traction Return Current
Feed Relay
Figure F10
The a.c. immunity of d.c. track circuits is achieved by using an a.c. immunised
receiver or track relay, as described in Product Specification RT/E/PS/11755.
However, the application of a.c. to the relay coil can interfere with its correct
energisation from the d.c. source. A fault condition can arise if the track
circuit is subjected to substantial a.c. interference when unoccupied, causing a
right side failure.
In dual electrified areas, a dual immune type of track circuit is required.
3.4.2 50Hz Immune Double Rail Track Circuits
Jointed double rail track circuits using resonated impedance bonds, as shown
in Figure F11, may be of two basic types:
• Track circuits operating at 831/3Hz using double element vane relays.
• Track circuits operating in the 300 to 400Hz range using reed filters.
The resonating capacitors attached to the auxiliary windings are selected to

match the particular track circuit frequency.
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IRJ ½ Traction Current IRJ
½ Traction Current
IRJ IRJ
Cross Cross
Bond Bond
Track Track
Transmitter Receiver
Figure F11 (Illustrative Only)
Jointless double rail track circuits, such as TI.21, can be used with a
considerable saving in IRJs and impedance bonds, although traction cross
bonding will still require the provision of resonated impedance bonds.
3.5 D.C. Electrified Areas
In d.c. traction areas both running rails are generally required for the higher
traction return currents. This limits the train detection to double rail track
circuits. In S&C areas, it is not normally practicable to bond the track in
double rail form, so single rail track circuits have to be installed for a short
distance. To compensate for this loss of traction return path, it may be
necessary to reinforce the traction return with additional negative return
cables and cross bonding to other lines.
3.5.1 Single Rail Track Circuits in D.C. Electrified Areas
Figure F12 shows the general arrangement of a single rail track circuit. The
major part of the traction return current IT flows in the return rail, creating a
volt drop along its length. A proportion of traction return current IP, typically
less than 1%, also flows in the insulated rail.
A wheelset across the rails at the feed end causes the volt drop to be applied
to the relay end equipment, whilst a wheelset at the relay end causes its
application to the feed equipment. It can be seen that the worst case
interfering voltage is proportional to the maximum traction current and the
length of the track circuit.
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D.C. immune track circuits need to operate safely and reliably in the presence
of these voltages and are therefore restricted to a maximum length.
Volt Drop
D.C. Traction Current IT
IP = < 1% IT
Track Feed
TR
TQ
Figure F12
3.5.2 Double Rail Track Circuits in D.C. Electrified Areas
Double rail track circuits are preferred, since they allow both rails to be used
for traction return currents. Where jointed track circuits are used, to allow
the traction currents to flow past the insulated rail joints, impedance bonds
are required at both ends of the track circuit.
Figure F11 shows the general arrangement of a double rail track circuit.
4 BONDING
Bonding describes the means by which the individual rail sections are
connected together electrically for track circuit and/or traction return
purposes.
4.1 Series or Parallel Bonding
The style of bonding is dependent on the configuration of the track circuit, the
type of electrification, if any, and whether there is any S&C present.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Where practicable, track circuits shall be designed with all the rails bonded in
series, so that any disconnection will de-energise the track relay and cause a
right-side failure.
The following can generally be series bonded:

• both rails of double rail track circuits,

Issue 2
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• the insulated rail of single rail track circuits, and

• the common rail of single rail track circuits in non-electrified areas.
When series bonding is not reasonably practicable, and the track circuit has to
be designed with sections bonded in parallel, or with spurs off the series
bonded section, the bonding shall follow the requirements for yellow bonding
given below. This minimises the risk of a disconnected or high resistance bond
giving a wrong side failure and loss of vehicle detection, or of the track circuit
being falsely energised by a feed from an adjacent track circuit.
Situations where series bonding is not practicable include:

• switches and crossings (S&C) design constraints,
• common rail bonding in electrified areas,
• long turnout spurs, and
• where supplementary bonding to protect against residual voltage is
required by the infrastructure controller.
Examples of series and parallel bonding are shown in Figures H8 and H9,
respectively.
Where yellow bonding is required, track circuit bonding and/or traction

return bonding may provide this function. In each instance it shall be
designated as yellow bonding.
The design process for yellow bonding is given in Part H, section 6.
Provided that a spur is very short and it is unlikely that a train would be lost if
the bonding became disconnected, it is permissible to bond it in parallel
without additional safeguard. However, where the spur is longer, parallel
bonding may be used to ensure that vehicles are not lost due to disconnection
of part of the parallel system. This is achieved by creating a mesh of
alternative diverse bonding paths between parallel elements, and clearly
identifying the associated bonds by their yellow colour. It is necessary to
ensure that such yellow bonds are repaired quickly before other bonds in the
mesh have time to fail in a manner likely to cause an unsafe failure.
Because of the complication of significant rail impedance with additional rail

sections, audio frequency track circuits are generally unsuitable in all but the
simplest of S&C.
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4.2 Detection of Rail Breaks
Where rails are series bonded, a completely broken rail will be immediately
detected as a right side track circuit failure (i.e. occupied).
Where a rail is not series bonded, a break in it will not be detected by the
track circuit.
4.3 Definition of Bonding Types
When bonding sections of rail together to form track circuits, equipment of

differing performance has to be used depending upon the type of track circuit
and the type or absence of electrification; e.g. a jumper bond or fishplate
bonding may vary in design depending upon:
• whether it is part of a traction rail system,
• whether it is proved intact via series bonding,
• whether it is part of a parallel “safety-through-diversity” system.
In order to avoid repetition of bonding equipment detail in each part of this

document, a method of classifying bonding types has been developed in which
fishplate bonding is identified separately from jumper bonding, the ‘family tree’
being shown in Figure F13.
Bonding
Jumper Fishplate
Bond(ing) Bond(ing)
Standard Traction Yellow Yellow Standard Traction

Jumper Jumper Standard Traction Fishplate Fishplate
Bond(ing) Bond(ing) Bond(ing) Bond(ing) Bond(ing) Bond(ing)
Figure F13
4.3.1 Fishplate Bonding
This type of bonding is used to improve the reliability of the electrical

connection between pieces of rail which are already in casual electrical
contact by virtue of their construction. Whilst the most obvious item in this
category is the un-insulated fishplate, this method of bonding extends to
elements of S&C, such as crossings, wing rails etc, where the components are
also bolted together without intervening insulation. Fishplate bonding is not
shown on bonding plans.
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There are two types of this bonding:
a) Standard Fishplate Bonding
Used to bond all fishplate rail joints on non electrified lines and a.c. only
electrified lines, generally consisting of two galvanised steel bond wires
secured by channel pins.
On d.c. or dual a.c./d.c. electrified lines, this bonding is only used on the
insulated (signal) rail of single rail track circuits. The most common method is
two galvanised iron bonds attached to the rail at each end with driven taper
pins.
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b) Traction Fishplate Bonding
Used to bond all fishplate rail joints on d.c. or dual a.c./d.c. electrified lines
which form part of the traction current system.
4.3.2 Jumper Bonding
This covers jumper cables which bond together sections of rail for track
circuit and/or traction purposes; those sections may themselves be formed
from many individual pieces of rail which are bonded together with fishplate
bonding. There are four types of jumper bonding:
a) Standard Jumper Bonding
A light current jumper bond between sections of rail which is proved intact as
part of fail-safe series bonding and does not form any part of a traction
current system.
b) Yellow Standard Bonding
Used on non electrified lines or long spurs of insulated (signal) rail on

electrified lines.
A jumper bond between sections of rail which is not proved intact by fail-safe
series bonding. Safety is assured by installing at least three alternative
jumpers, such that two jumper disconnections are not, by themselves, unsafe.
It is a mechanically robust light current cable and is identified either by a
yellow sheath or a yellow sleeve at its termination. Its mechanical strength
allows its electrical integrity to be inferred from regular visual inspection.

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c) Traction Jumper Bonding
Traction rated bonding attached to the traction rail of electrified lines but
which is not relied upon for the integrity of track circuit operation.
d) Yellow Traction Bonding
Provided in accordance with the same design principles as Yellow Standard

Bonding, except that it is traction current rated.
4.4 Yellow Bonding Principles
The design process for yellow bonding is given in Part H, section 6.
The design principles whereby the need for yellow bonding is identified are
the same for both non electrified and electrified lines. Electrification only
affects the rating of bond to be installed and the organisation responsible for
its installation and subsequent maintenance.
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Yellow bonding ensures that a single or double disconnection will not result in
an unsafe condition.
Yellow bonds are to be clearly identified on bonding plans, as shown below.
An example of a parallel bonded common rail is shown in Figure F14.
Other Yellow Bonds

Y Y Y
Switch Reinforcement Yellow Bond

Y
Figure F14
Wherever the rail designated to require yellow bonding passes through a set
of point switches, its continuity is to be strengthened by a “Yellow Bond” as
shown in Figure F15.

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Common Rail Through Points

Y
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OR
Figure F15
4.5 Bonding Configurations
4.5.1 Electrified Lines
a) Double Rail
The preferred configuration is double rail, implemented with series bonding

on both rails to traction standards (Traction Jumper bonding).
b) Single Rail
Only where the double rail configuration is impractical, such as in S&C or

short track circuits, the single rail mode may be used. This shall preferably be
implemented with series Standard Jumper bonding on the insulated rail and
parallel Yellow Traction bonding on the common rail (i.e. the traction return
rail). In this mode, it shall be accepted that the traction rail bonding precludes
detection of rail breakage in the common rail.
See section 4.5.3 for spur bonding of the series bonded rail.
See section 4.5.4 for cross bonding of the parallel bonded rail.
See section 4.7 for length limits in d.c. electrified areas.
4.5.2 Non-Electrified Lines
a) Double Rail

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The preferred configuration is double rail, implemented with series bonding

on both rails (Standard Jumper bonding).
b) Single Rail
Only where the double rail configuration is impractical, generally at S&C, the
single rail mode may be used. This shall preferably be implemented with
standard series bonding on both rails, although in complex S&C the common
rail may need to be parallel bonded. The series bonded rails shall be fitted
with Standard Jumper bonding and only the parallel bonded rail with Yellow
Standard bonding.
See section 4.5.3 for spur bonding of the series bonded rail(s).
See section 4.5.4 for cross bonding of the parallel bonded rail.
4.5.3 Permissible Spurs and Spur Bonding
This section covers the permissible arrangements for parallel bonded spur
sections of an otherwise series bonded rail. For parallel bonded rails see
section 4.5.4.
Spurs up to 13m, measured from the first joint or weld of a crossing, are
permitted as shown in Figure F16. provided that there is a maximum of one
fishplated joint between the series bonded rail and the end of the spur, and
that this joint is properly bonded.
Spurs up to a maximum of 60m, measured from the first joint or weld of a

crossing, are permitted, provided they are yellow bonded to the parent series
rail.
First Joint or Weld of Crossing AX

.
ESM
TR
ME
13
Only One
Y Bonded Fishplate
Joint Permitted
If X Or Y >13m Then Additional Cross Bonds To The Stock Rails Will Be Required
Figure F16
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4.5.4 Cross Bonding
This section covers the cross bonding of parallel bonded rails to adjacent
tracks to create a parallel network. Cross bonding shall only be provided in
situations where parallel bonding is necessary, as explained in sections 4.5.1
and 4.5.2. These purposes can be summarised as follows:
• with single rail track circuits in electrified areas, between traction
(common) rails to facilitate traction return currents,
• similarly, with double rail track circuits in electrified areas, connecting
between the centre point of impedance bonds (RT/E/PS/11765, section
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
3.2),
• with single rail track circuits in non-electrified areas, between common rails
to protect against residual voltage interference (non-preferred
arrangement) (RT/E/PS/11755),
• in complex S&C, if series bonding is impracticable,
• additional cross bonding applicable to all the above cases, to provide
diversity and fulfil the rules for yellow bonding (Part H, section 6).
The maximum intervals between successive cross bonds in a.c. electrified

areas are given in Appendix C of RT/E/S/21085.
4.6 A.C. Electrified Areas
Due to the lower levels of traction return current and the fact that it is drawn
into the return conductor via the mid-point connector, rail impedance does
not present the same degree of problem as with lower voltage d.c. traction
systems. Single rail traction return is usually sufficient, which has the added
advantage of permitting earthing of the catenary support structures by the
simple means of bonding them to the nearest traction return rail.
Only a.c. immune d.c. track circuits and HVI track circuits are normally
allowed on a.c. electrified lines in single rail mode, which demands IRJs in one
of the running rails.
Some other forms of track circuit, such as TI.21, require both rails to be
balanced with respect to earth and with respect to the traction current flow in
each rail. This type of track circuit has the distinct advantage of not requiring
IRJs, but requires the catenary support structures to be bonded to a dedicated
earth wire electrically separate from the traction return rails. Also track-to-
track cross bonding must be applied via the centre connection of impedance
bonds in a similar fashion to d.c. double rail track circuit cross bonding.

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4.7 D.C. and Dual Electrified Areas
Both running rails generally need to be fully bonded to provide the lowest
possible resistance for the traction return current; this would be provided as
a matter of course in non-track circuited territory. In track circuited areas,
double rail track circuits shall be provided so that both running rails can be
used for the traction return path. Careful attention shall be given to double
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
rail track circuits to assure traction current balance by equalising rail
resistance in cases of curves and check rails (see Product Specification
RT/E/PS/11765). There are, however, a number of situations where double
rail traction return paths are either not practical, unnecessary or unduly
expensive.
On plain line, track circuits are normally provided in a double rail

configuration, although on lightly loaded lines, single rail may be permitted. All
track circuits less than 100m long shall be designed as single rail due to the
adjustment difficulties with short double rail track circuits. On plain line,
single rail track circuits must not exceed 200m unless written agreement is
obtained from the infrastructure controller.
In terminal platforms, single rail track circuits are acceptable, subject to a

maximum length of 300m. Duplicate rail to rail bonds must be provided at all
joints in the traction return rail. The traction return rails in adjacent terminal
platforms must also be bonded together at the buffer stop end, as described in
section 2.4.
Due to the problems of series bonding in S&C areas, single rail track circuits
are provided. Maximum conductivity for the traction return currents is
ensured by the parallel connection of adjacent lines and/or reinforcing
conductors as necessary. For clipped and padlocked connections and
emergency crossovers, see section 3.1.
Additional bonds may be required for cathodic protection equipment. This

occurs where traction return current may leak through the earth and travel
along a pipeline, interfering with the cathodic protection. In extreme cases, it
may be necessary to install a polarised bond to return the traction current
(see Figure F17).

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D.C. Electric Negative

Return Leakage
Polarised Bond
Figure F17
4.8 Responsibilities for Bonding Design and Installation
All responsibilities are subject to current contracts with the infrastructure

controller, but the traditional responsibilities are as follows. Where
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contractual arrangements specify different demarcation, responsibilities shall
be clarified before commencing work.
The organisation undertaking signalling installation is responsible for:

• All fishplate bonds in non-traction return rails.
• All fishplate bonds in traction return rails of a.c. only electrified areas.
• The position of all IRJs.
• All jumper cables between separate sections of non-traction rails.
• In a.c. electrified areas (excluding the former Southern Region), all rail to
impedance bond connections and connections between impedance bonds
on the same track.
• In dual a.c./d.c. and d.c. electrified areas (excluding the former Southern
Region), the responsibility for impedance bond connections is subject to
special arrangements between the signalling and electric traction
organisations.
• On the former Southern Region, impedance bond connections for track
circuit only purposes.
• All track circuit rail connections.

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• Identifying the need for Yellow Bonding and specifying which bonds are to
be yellow.
• The insulation of all rods connected to the rails and switches.
The organisation undertaking electric traction installation is responsible for:

• All fishplate bonds in d.c. or dual a.c./d.c. traction rails.
• All jumpers bonds between separate sections of traction return rails and
between the centre connection of impedance bonds in different tracks.
• On the former Southern Region, rail to impedance bond connections for
traction purposes.
• All other permanent traction related bonding.
The organisation undertaking permanent way installation is responsible for:

• The insulation of all point soleplates, tiebars and stretcher bars.
• The installation of all IRJs.
5 CLEARANCES AND PHYSICAL STAGGERING
5.1 Track Circuit Gaps and Staggered IRJs
Dimensions of track sections which are critical for achieving safe and reliable
detection are contained in GK/RT0011 Appendix A. If the accuracy quoted
below cannot be attained, minimum dimensions shall be rounded up and
maximum rounded down.
It is essential that all classes of vehicle, irrespective of wheelbase arrangement,

are detected by the track circuiting, otherwise false track circuit clearance
may lead to premature movements of points or irregular release of signals.
Based on the dimensions of rolling stock stated in GK/RT0011, the following
shall apply:
a) The maximum dead section between two track circuits in areas of

continuous track circuiting is 2.6m. This is the minimum wheelbase of
vehicles working unattached.
b) Opposite IRJs must be regarded as the ideal arrangement. Even where

transposition joints are nominally opposite one another, a small stagger
can cause the loss of a single axle, but the risk is directly related to the
degree of stagger. Physically staggering between nominally opposite IRJs
must not exceed the following limits:
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Non electrified areas 2.6m

Electrified areas if the traction rails overlap 2.6m
Electrified areas if the insulated rails overlap 2.1m *
Isle of Wight lines 1.7m *
Note*: These distances are stipulated to prevent a motor bogie losing its
negative return path (see Figure F6 for clarification).
c) There must be at least 18.3m between the nearest joint of any

transposition pair and an IRJ which defines the boundary of a track
section, unless occupation of the adjacent track section will maintain any
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
required locking. However, if the stagger at the transposition is less than

1.6m, this distance may be reduced to 11m.
d) There must be at least 18.3m between any two transposition pairs within
a track circuit. However, if the stagger at either transposition is less than
1.6m, this distance may be reduced to 11m.
e) Full details of these critical dimensions for train detection are contained in
GK/RT0011, together with action to be taken if the above dimensions
cannot be achieved.
5.2 Fouling and Clearance Points
1970 mm (Between Running Edges)
4880 mm
Crossing Nose Fouling Point Clearance Point
Figure F18
5.2.1 Fouling Point (see Figure F18)
This is a position a short distance away from the point of running line
divergence (crossing nose). Should any part of a vehicle on one track be
between the crossing nose and the fouling point, it will make physical contact
with any vehicles passing on the other route.

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The fouling point occurs where the distance between the running edges of the
two rails is 1970mm, measured at right angles from the diverging line. (Note
that, prior to December 2000, the distance of 1970mm was generally
measured at right angles to the line for which the fouling point was being
determined. The new method gives marginally increased clearances, but is not
retrospective.)
In the case where tracks become parallel with a running edge separation of
less than 1970mm, the fouling point occurs where the tracks first become
parallel.
5.2.2 Clearance Point (see Figure F18)
As track circuits detect the wheelsets of vehicles which are inboard of

bodyshell limits, the boundary of any track circuit designed to give assurance
of clear passage along the other route must be some distance beyond the
actual fouling point. This is defined as the clearance point.
In the absence of protecting trap points, the clearance point is 4880mm

further from the crossing nose than the fouling point. Where trap points are
provided, the clearance point is defined as the switch tips of the trap points.
In both cases, the IRJ defining the track circuit limit is positioned at the first
suitable rail joint beyond the clearance point. All clearance points shall be
shown on the bonding plans.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
5.2.3 Site Assessment and Relaxations
The position of all critical IRJs shall be assessed prior to undertaking new
works, the introduction of new rolling stock, or where the position of IRJs in
the vicinity of connections/junctions has been changed.
The procedure to be followed is given in Part G, which also interprets the

relaxations allowed in GK/RT0011.

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6 OPERATING CATEGORY AND INTERFACE DELAY

REQUIREMENTS
6.1 Time Delays
There can be significant differences between the drop-away and pick-up times
of different types of track circuit, such that the rear track may register clear
before the forward one registers occupied. The detection of the vehicle is
therefore momentarily lost, resulting in a wrong side failure, which could
permit the irregular release of vital interlocking. To overcome this, additional
time delays must be built into the pick-up time of track repeaters, the precise
requirement being dependent upon the combination of track circuit types
involved.
The indication circuits to the signaller may be transmitted via a TDM or FDM
link. Therefore the transmission system reaction times must also be
considered to ensure that the signaller does not observe an apparent loss of
train detection.
6.2 Operating Categories and Conditions
In order to simplify the number of possible permutations, track circuits are

assigned to operating categories as follows:
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Track Relay Operating Characteristics Operating Category
Slow to Pick Up - Quick to Drop Away A

Medium to Pick Up - Medium to Drop Away B
Quick to Pick Up - Slow to Drop Away C
Track Circuit Type Operating Category
TI.21 A
UM71 (French) A
D.C. (all types) B
A.C. phase sensitive (50Hz and 831/3Hz) B
Aster B
Reed with adjustable track filter B
WR Quick Release (a.c./d.c.) B
Diode B
Coded B
Alstom High Voltage Impulse (HVI) C
Reed without adjustable track filter C

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VT1(SP) and WSL FS2600 track circuits are very slow to operate and their
operating characteristics do not lend themselves to categorisation by this
method. The configuration data provided in the respective Product
Specifications must be used when abutting to either of these types of track
circuit and include minimum length restrictions.
Where the time delay is achieved by relay cascade, it is important that other
contacts of the TR and any intermediate repeater relays are not used for
control indication purposes. To prevent inadvertent subsequent use, a
suitable note must be made on the Contact Analysis Sheet.
A schedule must be provided listing all TPRs, the individual sections repeated
by each TPR and the type of track circuit (including the frequency in the case
of a jointless track circuit).
With Geographical systems, the differing combinations of abutting categories

of track circuits need to be examined and dealt with specially, according to the
original design principles. With free wired relay interlocking and SSI, they
must be dealt with as follows:
6.2.1 Category A
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When used with a free wired relay interlocking, these track circuits do not
require a slow to pick up TPR. Therefore, the TR may be used directly in
controls.
When used with an SSI, standard track circuit data must be used.
6.2.2 Category B
When used with a free wired relay interlocking, these track circuits require
one slow to pick up TPR, in accordance with Figure F19
When used with an SSI, standard track circuit data must be used.
EG TR
BR 933
B50
EG TPR
EG TR
N50
Figure F19

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Page F32 of 52
6.2.3 Category C and Category B abutting Category C
When used with a free wired relay interlocking, these track circuits must be
provided with two slow to pick up TPRs, in accordance with Figure F20. The
TR and TPR must be in the same location case or equipment room. The T2PR
must be controlled directly by contacts of both TR and TPR to prevent the
drop-away of T2PR from being unnecessarily delayed whilst still achieving the
delayed pick-up required.
When used with an SSI, track circuit data with “extra delay” must be used.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
A minimum track circuit length applies to category C track circuits, effective
where the permissible speed exceeds 70mph, and requires the track circuit to
be shunted for at least 550ms when any route is used at permissible speed.
This gives minimum lengths as follows (unless a longer minimum length is
applicable to the type of track circuit concerned):
Permissible Minimum Permissible Minimum

Speed Length Speed Length
<75mph 18.3m 100mph 25m
75mph 19m 105mph 26m
EG TR EG TPR
BR 933
B50
EG T2PR
BR 933
EG TPR
EG TR EG TPR
N50
Figure F20

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7 ELECTRIC TRACTION IMMUNITY
7.1 Track Circuits and Electric Traction
Beyond the boundaries of electrified areas, track circuit type and configuration
can be selected on the basis of train detection and economic criteria alone.
However, track circuit arrangements in electrified areas are constrained by
the need to ensure safe and reliable operation of both signalling and traction
systems. This means that the track circuit must be immune to both false
operation and damage by the flow of traction currents through the rails.
Parallel tracks are cross-bonded at regular intervals, such that the traction
return current from an individual train will have a number of different parallel
paths back to the supply. This minimises the impedance to the traction supply
and hence the volt drop, whilst it also limits the amount of current which can
flow through an individual track circuit.
Although permitted track circuits will be inherently immune to false operation

(wrong side failure) from the presence of traction currents flowing in the rails,
in some circumstances these can be of a magnitude sufficient to cause damage
to equipment, or right side failure of the track circuit. The levels of traction
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
current that the track circuit is subjected to can generally be sufficiently

limited by well maintained bonding, track circuit length restrictions (single rail
track circuits) and balance of traction currents between rails (double rail track
circuits).
Specific restrictions related to interference are contained within the individual

track circuit type Codes of Practice.
7.1.1 D.C. Electrified Areas
In d.c. electrified areas, the relatively low supply voltage results in high
currents returning to the sub-stations via the running rails. In order to
minimise voltage drop in the d.c. traction supply, wherever practicable, all
running rails are used for the return of traction currents and therefore double
rail track circuits are used. However, in S&C areas, it is not usually practicable
to bond the track in double rail form, therefore single rail track circuits have
to be installed.

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Traditionally, all track circuits in d.c. electrified areas, were operated with
50Hz a.c. current, using phase sensitive vane relays. Double rail track circuits,
with impedance bonds providing traction current continuity, were provided
on plain line and single rail track circuits in S&C areas. More recently, jointless
modulated frequency track circuits have been introduced, reducing the
number of IRJs and impedance bonds required in plain line areas.
7.1.2 A.C. Electrified Areas
In present 25kV a.c. electrified areas, traction currents are lower than in d.c.
systems and in most cases, single rail traction return is sufficient for
electrification purposes. Increased traffic levels and alternative feeding
arrangements, may however, increase the need for both running rails to be
used for traction return.
Traditionally, all track circuits in a.c. electrified areas, were operated with d.c.
current, although feed and relay components are specifically modified to
provide protection from damage and immunity to interference.
7.1.3 Dual Electrified Areas
Where tracks may be subject to the flow of both a.c. and d.c. traction
currents, the choice of track circuits is limited to those that are immune to
both and do not use frequencies (including harmonics) contained in the
traction supply.
7.1.4 Single Rail Track Circuits
Where traction return current flows through a single rail track circuit, the
majority of the current will flow in the traction rail, resulting in a voltage drop
along its length. This voltage drop is proportional to the current, the track
circuit length and the impedance of the rail. With a train shunt applied toward
the feed end of the track circuit, this voltage drop can be presented across the
insulated rail and track receiver in series. Dependent upon the relative
impedance of the insulated rail and the receiver at the frequencies of interest,
a proportion of this voltage will be applied across the receiver.
If the traction supply contains some voltage disturbance at a frequency to

which the track circuit is sensitive, then this will be conducted through trains
and flow as current through the running rails. If this is of sufficient magnitude,
form and duration, then with a train shunt at the feed end, a wrong side failure
could occur.
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In addition to conducting the voltage ripple present on the traction supply,

modern traction units employing active control methods (such as three phase
drives) can actively generate currents at other frequencies and superimpose
them onto the supply. Whilst the traction control systems can be designed so
as to avoid critical frequencies as far as practicable, some interference content
at frequencies used by track circuits may be produced. Depending upon the
type of traction unit, the magnitude of this interference content may be limited
by the use of an Interference Current Monitor Unit (ICMU) on the train,
which will isolate the traction unit from the supply if sufficient interference
flowing through the train, is detected. These ICMUs however, take a finite
time to operate, and whilst the operate delay, due to the use of slow
operating repeat relays, is generally sufficient to cope with transient
interference, it may be necessary to modify the track circuits before the train
can reliably operate.
7.1.5 Double Rail Track Circuits
Where both running rails are used for traction current return, the
electrification arrangements, using impedance bonds, are designed to keep the
currents flowing in each rail balanced. Under such conditions, any
interference content within the traction current shall similarly be balanced and
little or no interference applied to the receiver. However, due to a number of
reasons, interference currents flowing through the track circuit may be, or
become, imbalanced:
• presence of check rails;
• track curves;
• earthing of one rail;
• bonding differences;
• asymmetric position of conductor rail / catenary;
• broken rails;
• disconnected impedance bond sideleads
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When the track circuit becomes unbalanced any interference in the traction
return current due either to disturbances in the supply, or generated by
traction units, will result in interference being presented to the receiver. The
magnitude of this interference is largely independent of the length of the track
circuit, but is proportional to the imbalance of currents flowing through the
receiver end of the track circuit (either an impedance bond or tuned zone).
Therefore, with a train occupying the track circuit, interference can be applied
to the track receiver, which if of sufficient magnitude, form and duration, will
cause a wrong side failure of the track circuit.
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Further information on traction current imbalance is given in Product

Specification RT/E/PS/11765 (impedance bonds).
7.2 Electrification Boundaries
The requirements are given in RT/E/S/21085 for a.c. lines and RT/E/C/27021
for d.c. lines.
7.2.1 IRJs at Electrified/Non Electrified Boundary
At the boundary between electrified and non electrified lines, initial isolation
IRJs must be provided in both running rails at a sufficient distance beyond the
end of the catenary/conductor rail to prevent an overrunning train from
injecting traction current into the rails on the non electrified side of the joints.
All track circuits within 800m of the initial isolation IRJs on the non electrified
side must be immune to the traction system and, where practicable, provided
with double rail IRJs. In any case, the track circuit joints marking the farther
extremity of the 800m zone must be equipped with double rail IRJs, positioned
such that they and the initial isolation IRJs cannot be simultaneously bridged
out by trains.
If any siding occurs within the above 800m zone, a second set of isolation IRJs
must be provided in each rail of the siding immediately clear of the running
line.
Where there are no track circuits on the non electrified side of the initial
isolation IRJs, a second set of isolation IRJs must be provided in each rail 800m
beyond the initial isolation IRJs.

Issue 2
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7.2.2 D.C. Electrified/Non Electrified Boundary Additional

Requirements
The collector shoes on d.c. multiple units are interconnected within each
multiple unit set. Therefore, it is the length of the longest multiple unit which
will dictate the position of the initial isolation IRJs in d.c. traction areas.
Traction return bonding must be extended into track circuited non electrified
lines and sidings for at least 120m beyond the end of the conductor rail, the
tips of the points, or as agreed with the infrastructure controller.
Track circuits beyond this distance and throughout the buffer zone must be
provided with double rail IRJs to be fully isolated, or else the traction negative
bonding must be continued for at least a further 335m. This ensures that an
electric traction unit inadvertently entering a non electrified area will not lose
its negative return whilst any shoe is still in contact with a conductor rail. If
the line concerned connects with an electrified line at more than one point, it
must have continuous traction bonding throughout in order to prevent
traction return current passing through the couplings of a train which is
bridging two traction bonded portions of a siding.
To contain fully the d.c. return current, there shall be two fully isolated double
IRJ arrangements separated by a distance greater than the longest train length
and positioned such that they cannot be simultaneously bridged out by trains.
This is usually applied by creating an 800 metre buffer zone beyond the first
set of IRJs and ensuring that all track circuits impinging on that zone are
themselves provided with double rail IRJs and are d.c. immune. On non track
circuited lines the requirement for the buffer zone IRJs still applies.
On lines where Eurostar Class 373 operations are authorised, the above
distances will need to be extended accordingly.
7.2.3 Sidings Off Electrified Lines
Where sidings are electrified, adequate traction return paths are required,
including jumpers adjacent to buffer stops (see section 2.4). (This may also
apply to non electrified sidings.)
Double rail insulations, in the form of two sets of IRJs at a minimum of 27.4m
apart, are to be provided beyond the last track circuit in private sidings, sidings
leading to stores or depots containing flammable or explosive substances, and
in other sidings where isolation from electric traction is required. Wherever
practicable, these IRJs shall be on the railway side of the boundary for ease of
maintenance.
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7.2.4 A.C. and D.C. Electrified Areas Abutting
Where there is a requirement for inter-running with trains operating on

differing electrification systems, IRJ separation between the differing traction
systems cannot generally be achieved. In these areas, a suitable “buffer” zone
of dual immunisation must be provided.
The extent of this zone is dependent upon track layout, position of feeder
stations and type and number of traction loads. It requires specialist
assessment and subsequent verification. Due to the number of variables
involved, it is not practicable to lay down any hard and fast design rules which
could be applied to all cases. Scheme designers shall seek specialist advice at
the scheme planning stage so that the order of magnitude of the problem can
be properly assessed and due recognition given to the cost of the solution.
Retro-fitting additional immunisation as a result of unsatisfactory
commissioning trials will usually involve high direct cost and considerable
postponement of commissioning.
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Generally, penetration of a.c. interference into d.c. traction territory is limited

by the comparatively high rail impedance at 50Hz, in combination with the
booster transformer action, in forcing the a.c. return circuit to use the
legitimate return path. As a general guide, for track circuit applications,
immunisation against 50Hz electrification shall be maintained for a distance of
3km beyond the extremity of the 50Hz system.
On the other hand, the general earthiness of the a.c. return rail system and
the low d.c. resistance of rail, together with the voltage gradient between the
d.c. traction unit and substation created by the high d.c. currents, usually
results in d.c. penetration many miles into a.c. traction territory. Careful
appraisal of the particular situation may permit a graded immunisation scheme
where simpler, less expensive solutions may be practicable at greater
distances from the d.c. injection point. Immunisation of track circuits on the
a.c. electrified system and non-electrified lines against d.c. interference may
involve distances up to 20 km.
Dual Electrification Overlap schemes are therefore subject to special

assessment and authorisation on a scheme specific basis via individual Safety
Case arrangements.
7.3 Impedance Bonds
Double rail track circuits on electrified lines require the use of impedance
bonds:

Issue 2
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• at jointed extremities of track circuits,

• at electrification connections (e.g. substations, track paralleling huts, track
impedance relay installations, feeder stations, track sectioning cabins,
booster transformer mid-point connections),
• for cross bonding between tracks at regular intervals,
• for structure bond connections to structures and earth wires (a.c.
electrification only).
Full details are given in Product Specification RT/E/PS/11765.
There is some loading of the track circuit by each impedance bond and the
maximum number of impedance bonds in a track circuit must not be
exceeded. Reference shall be made to the maximum length of track circuit in
the appropriate Product Specification.
7.4 Electric Traction Units Compatibility
Many of the parameters affecting track circuit design are related to the
physical and electrical characteristics of the trains operating over the track
circuits.
Trains with induction motor drives are subject to special assessment and
authorisation on a route specific basis via individual Safety Case arrangements.
Means of providing compatibility between rolling stock and track circuits,

without the use of ICMUs, is preferable and modern traction units may be
acceptable for use with the existing track circuits, if it can be demonstrated
that the predictable level of interference which may be generated, is
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
insufficient to interfere with correct track circuit operation. Such an

assessment will need to make reasonable assumptions as to the proportion of
traction current that can flow through an individual track circuit, the resulting
magnitude of interference which will be presented to the track receiver and
the minimum response time of the receiver and interlocking. Therefore the
validity of such assessments relies upon the following:
• cross bonding between parallel tracks;
• track circuit length limitations;
• prevention and detection of imbalance;
• integrity of rails and bonds;
• operating times.

Issue 2
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Caution: Although general precautions and limits that provide compatibility

between rolling stock and track circuits, have been included in the appropriate
Product Specifications, these are not comprehensive and special conditions
may apply to certain routes to permit the operation of rolling stock, as listed
on the RSAB certificate.
Where new types of rolling stock are to be introduced, existing constraints

will require reassessment, as to their adequacy. Where alterations are
required to be made to existing train detection systems over lines
where special conditions may apply, any such alterations shall be
subject to assessment under the RSAB certificate.
8 RAIL CONTAMINATION AND THE DETECTION OF

LIGHTWEIGHT VEHICLES
8.1 Lightweight Vehicles and Others Susceptible to Poor Train

Shunt
The following types of track circuits are not generally permitted on non-
electrified lines used by lightweight vehicles in Classes 14X to 16X or other
modern rolling stock designated as susceptible, unless they are fitted with
Track Circuit Assisters (TCAs):
• A.C. phase sensitive #
• Aster type U #
• Aster 1 Watt
• Coded (low frequency)
• Reed #
• TI.21 #
• WR quick release type #
• low voltage D.C. set up for high sensitivity #
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• other D.C. styles not approved for new work (see RT/E/PS/11755)
However, the types of track circuit identified with "#" may be used in the
following circumstances:
• on uni-directional lines, or
• where sequential track circuit proving is provided.
All the above types of track circuit may be used where an assessment shows
that all susceptible vehicles permitted to use the line are fitted with TCAs.

Issue 2
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However, trains fitted with TCAs are not permitted to run over lines
equipped with Lucas 40V 2Ω type track circuits.
8.2 Background
If all rails and tyres were clean and wheel-rail contact was perfect, any type of
vehicle would satisfactorily operate any type of track circuit. However,
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secondary lines in particular have suffered a fall in traffic leading to regular

formation of light rust films. At the same time, the vehicles using such lines
have been increasingly of the modern DMU variety, which magnify the train
shunt difficulties because of their suspension design, brake type, weight (which,
although still heavy, is relatively light) and small number of vehicles in a train.
When a vehicle is static on a light rust film, the track circuit voltage will usually
break it down and the track circuit will occupy. This is because the track clear
rail voltage is higher than the film breakdown voltage. However, when that
vehicle is moving, the wheels are continually rolling onto new film which
requires to be repeatedly broken down. Consider the following sequence of
events:
When a wheel first enters the track circuit, the track clear rail voltage is
presented across the film. The film breaks down resulting in the rail voltage
collapsing towards zero.
As the wheel moves on to new surface, there is insufficient voltage available to

break through the new film. The train shunt is removed and the rail voltage
rises towards the clear value.
When the rail voltage attains the breakdown level, the film is punctured, the
train shunt re-applies and the rail voltage once again plummets toward zero.
The result is a high frequency noise voltage across the rails which can be
observed with a suitably sensitive instrument.
Where the threshold breakdown voltage is less than the rail voltage at which
the relay drops away, the noise will not result in track circuit malfunction.
This parameter is used to assess the performance of various track circuit types
relative to their ability to detect lightweight vehicles.

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8.3 Solutions
8.3.1 Track Circuit Assister Interference Detectors
To assist vehicles in shunting track circuits, a device known as the Track

Circuit Assister has been fitted to modern diesel multiple units and on-track
machines. The requirements are given in GM/RT2185 and GM/RT2400,
respectively.
In addition, trackside TCA Interference Detectors (TCAIDs) assist in the

achievement of reliable actuation of track circuits for trains fitted with TCAs.
Details are given in Product Specification RT/E/PS/11762.
8.3.2 Stainless Steel Strip
At locations where oil film or rust is excessive, (e.g. traction depots, terminal
platform lines, etc), a stainless steel strip can be applied to the surface of the
running rail by the permanent way organisation. This must be shown on
bonding plans, using the symbol specified in RT/E/C/11004. The vibration
caused by the resulting uneven rail surface restricts its application to very low
speed applications (5 mph maximum).
8.3.3 High Voltage Impulse Track Circuits
Alternatively, the Alstom High Voltage Impulse (HVI) track circuit may be
used (see Product Specification RT/E/PS/11756).
An obsolete style, the Lucas 40V 2Ω pulsing type track circuit, may still be
found in some areas of poor rail surface, but note that these are prohibited on
lines over which trains fitted with TCAs operate, as they are not
electromagetically compatible.
8.4 Rail Contamination
8.4.1 Train Shunt Imperfection
The energy seen by the relay with a train on the track circuit will depend upon
the resistive value of the train shunt (see Figure F4). This energy will be zero
only when the train shunt is zero. Whilst the ohmic resistance of an axle and
wheels is virtually zero, there are a number of factors that can make the
effective train shunt much higher. Since some factors are track based, whilst
others are vehicle specific, the precise mixture of factors applying to a
particular vehicle at a particular place can be very variable.
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8.4.2 Rust Films
Light rust film on the rail head and/or tyre tends to act as a semi-conductor, in
that it exhibits high resistance until the voltage exceeds a particular threshold
value when it breaks down completely. The breakdown voltage rises in
sympathy with the extent of the contamination; very heavy rust films, resulting
from prolonged disuse, render many track circuit designs incapable of
detecting vehicles. Figure F21 gives an approximate characteristic of such films.
Damp Dry Heavy Rust

Light Rust Light Rust Or
Leaf Residue
Current
Very Good Poor Bad
Good
0.01V
0.05V 0.1V 0.3V 0.6V - 200V

Voltage
Figure F21
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The mechanical strength of light rust films is much reduced by the presence of
moisture when the contaminant tends to be squeezed out from the wheel-rail
contact patch and doesn’t cause any shunting problems. Therefore, lightly
rusted rails will only be a problem when dry. This problem is most severe
when conditions are:
• showery weather accompanied by drying wind; or
• prolonged periods without trains.
Special precautions need to be taken after relaying operations, when track

circuits must not be restored to full operation until a reasonable surface has
been created.

Issue 2
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8.4.3 Leaf Residue
This problem is confined to particular areas where the extent of lineside

afforestation is significant. It is also limited to autumn when trees are shedding
their leaves. Leaves are drawn into the wheel-rail interface by the passage of a
train, where they are squashed into a pulp which contaminates both rail and
tyre. The severity of this problem in particular years is connected to the
general weather situation. In simple terms, reasonably dry weather with little
wind will cause the leaves to fall gradually over a long time period and to be
reasonably sap free when they do fall. Conversely, gale conditions will lead to
a sudden massive fall of sap laden leaves. It is the latter situation which gives
rise to the worst conditions.
In terms of track circuit operation, the electrical characteristics of severe leaf

residue are similar to very heavy rust. Fortunately, the sites suffering such
problems are generally known and special arrangements can be made.
8.4.4 Coal Dust and Sand
Problems with coal dust on the rail head tend to be confined to colliery areas,
where coal deposited on the wagon chassis after loading/unloading is
subsequently shaken off. Sand contamination is usually associated with slow
moving locomotives using their sanders excessively.
In each case, the effect is similar to heavy rust films.
8.4.5 Composition Tread Brake Blocks
Certain types of rolling stock are fitted with a composite type of tread brake
block instead of the traditional cast iron variety, the intention being to
improve brake performance. This is found to deposit a contaminant film on
the steel tyre, which tends to insulate the train from the rails.
8.4.6 Tread and Disc Brakes
When considering the electrical contact between two pieces of metal

separated by a thin film of insulation, it can be appreciated that surface
roughness of the metal can permit high spots to penetrate the film. Where
this occurs, the insulation will be ineffective.
Tread brakes cause the tyres to be roughened at each brake application,

whereas disc brakes allow the tyres to be rolled into a very smooth surface
condition. This can be observed visually as tread braked tyres have a matt
appearance, whilst disc braked tyres show a mirror-like quality.
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Issue 2
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Therefore, tread braked vehicles provide a better train shunt than disc braked
vehicles.
8.4.7 Axle Weight and Suspension Design
The pressure applied to any contaminant film is proportional to the

downward force of the wheel on the rail and this is proportional to vehicle
axle weight.
In practice, wheels do not roll smoothly and friction free. There is a guidance
force continually pulling the wheelset into the correct trajectory and this
guidance force is associated with microscopic slippage between wheel and rail.
Advances in bogie design have tended to reduce this guidance force and
slippage, giving a smoother ride for the passenger as well as reducing the wear
rate of both rail and tyre.
Unfortunately, these qualities reduce the ability of the tyres to penetrate any
film, as well as reducing their ability to clean the rail by abrasion.
8.4.8 Track Geometry
Vehicle guidance force and wheel rail slippage are increased in curved track.
Therefore, train shunt will be improved when the vehicles are travelling on
curved track.
9 ELECTROMAGNETIC INTERFERENCE
There are proximity restrictions in the positioning of the following track

circuit equipment and cabling in relation to the following equipment, due to
electromagnetic interference:
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
• Aster Track Circuit Equipment,

• Reed Track Circuit Equipment,
• TI.21 Track Circuit Equipment,
• WSL FS Track Circuit Equipment,
• FDM Transmission Systems,
• Reed Point Detection Equipment,
• CCTV Equipment,
• Axle counter equipment.
Reference shall be made to the appropriate Product Specifications.

Issue 2
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9.1 Track Circuit Equipment Positioning
With a view to obtaining the best possible performance, track circuit

equipment shall be positioned as close as reasonably practicable to the
associated rail connections, and any maximum limits laid down in the individual
track circuit sections must not be exceeded. This also permits better
communication between technicians when working apart, undertaking drop
shunt tests, etc.
In tunnels and on viaducts, the feed and relay ends of a track circuit shall be
mounted in the same lineside apparatus housing, provided that no electrical
parameters are infringed.
If the design of track circuit is such that staff are not required to make
adjustments (e.g. HVI track circuits), the relay or receiver equipment may be
grouped in equipment buildings provided that no electrical parameters are
thereby infringed. However, communication between technicians shall also be
considered and it may be necessary to locate relay or receiver equipment near
to the equipment room door to facilitate the use of mobile telephones.
Disconnection boxes may be provided if site conditions warrant. These must

be shown on wiring diagrams, but are not generally required on bonding plans.
9.2 Layout and Wiring of Lineside Apparatus Housing

Equipment
All relays shall be mounted as near to the top of the lineside apparatus housing
as practicable.
Tail cables are to be terminated at the bottom of the lineside apparatus

housing in one of the following manners, as appropriate:
• Directly onto the track fuse and link.
• Directly onto the track fuses.
• Directly onto two links.
• Directly onto a surge arrestor.
Where the lineside apparatus housing is remote from the track connections,
any surge arrester or track fuse required must be located at the tail cable
terminations nearest to the rail connections.
Where special restrictions apply to wiring and/or positioning of equipment,

this must be clearly shown on all wiring/layout drawings, so that if any
alterations are made at a later date, the restrictions are readily apparent.
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9.3 Axle Counter Equipment Adjacent to Audio frequency

Track Circuits
SEL 5kHz axle counter detector heads (i.e. one-on-each-rail style) must not be
installed within 200m of a TI.21 frequency A transmitter (1699 Hz), or an
Aster U type/SF15 transmitter of 1700 Hz.
SEL 5kHz axle counter detector heads must not be installed within 100m of a
frequency E or G transmitter (1549 Hz or 1848 Hz), or an Aster U type/SF15
transmitter of 1580 Hz or 1850 Hz.
Axle counter detector heads of any style or frequency must not be installed in
or within 5m of any audio frequency track circuit tuned zone, nor within 15m
of any end termination unit. This applies to TI.21 and Aster type track
circuits.
Wherever practicable, it is preferable to install audio frequency track circuits

with the receiver, rather than the transmitter, adjacent to the axle counter
section. This applies to TI.21, Aster, reed and FS2600 type track circuits.
10 IRJ FAILURE PROTECTION AND ELECTRICAL STAGGERING
Track circuits shall be configured such that IRJ failure does not cause a false
clearance. This is generally achieved by electrical staggering across the IRJ,
either by polarity, phase or frequency difference.
10.1 Electrical Stagger
Where the electrical energy of one track circuit is capable of operating the
adjacent track circuit due to IRJ failure, the polarity (d.c.) or phase (a.c.) of
each must be arranged so that they oppose rather than reinforce each other.
The intent being that IRJ failure will not result in false operation.
The following methods are available to counteract lack of proper electrical

stagger:
• Provide an additional transposition to restore correct electrical stagger.
• Abut feed ends.
• Provide a feed end relay (d.c. track circuits only).
• Convert one track circuit to a non-interfering form of energy.
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10.2 Jointed Track Circuits Abutting Non-track Circuited Line
In order to detect defective IRJs where a jointed track circuit adjoins a non-
track circuited section, a short circuit bond must be provided immediately
beyond the IRJs, as shown in Figure F22. This bond shall be a standard bond
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
on non electrified lines, or a traction standard bond on electrified lines.
AA
Figure F22
11 MUTUAL INTERFERENCE BETWEEN TRACK CIRCUITS
11.1 IRJs Between Differing Track Circuit Types
IRJs must be provided in both running rails at the point where differing track
circuit types abut. Any special cases are considered in the relevant Product
Specifications.
11.2 Prohibited Arrangements
The following prohibitions exist:

• A WSL FS2600 track circuit must not be located adjacent to a Reed track
circuit, or installed on any line where overlay track circuits exist.
• The relay end of a WR Quick Release type track circuit must not abut
Aster U Type/SF15, TI.21, A.C., or Reed track circuits, or an Aster Z Type
transmitter.
• For new work, an Aster U Type/SF15 transmitter must not abut a WR
Quick Release type, D.C., or A.C. track circuit, nor a non-track circuited
line.
• Track circuit intermixing of the following frequencies are prohibited for
equipment in the same location case, parallel track circuits, track circuits
abutting at an insulated rail joint and tail cables in the same cable route:

Issue 2
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Prohibited Intermixing
U TYPE/SF15 TI.21 Z TYPE FS2600
1700 Hz Frequency A
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
2300 Hz Frequency B
2000 Hz Frequency C
2600 Hz Frequency D 2580 Hz Channel 1
Frequency E Channel 10
11.3 Interference Paths
Particular care shall be taken to ensure that no false clearance of a track

circuit can occur as a result of interference from adjacent track circuit feeds,
via traction bonding or other lines/sidings.
For instance, in electrified areas, a double rail frequency track circuit, such as
TI.21 or reed, must not be arranged so that it is surrounded by a single rail
area or by a non-track circuited area bonded for traction return, i.e. the
following must be avoided:
11.4 Mutual Interference
It is important to realise that where track circuits are connected together by a

common rail, and detectors are used that are unable to discriminate between
their own and other track circuit feeds, a degree of mutual interference
between such track circuits is inevitable. This condition may be introduced by
design (single rail track circuits on electrified lines) or by failure (IRJ failure of
double rail track circuits).
The simplest way to describe mutual interference is to use the example of two
d.c. single rail track circuits as shown in Figure F23 and Figure F24. It will be
realised that this model also equates to a double rail insulated track circuit
with a failed IRJ. Figure F23 shows the equivalent circuit in track circuit type
format, whilst Figure F24 converts it to a standard electrical format for easier
presentation of cause and effect.

Issue 2
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Consider the circuit in Figure F24 under conditions where VFB feed supply is
disconnected. Clearly, a voltage will appear across RRB as a result of VFA, the
value of which will depend on circuit parameters. The extent to which this
voltage is of concern depends upon its value relative to the operating values of
the relay.
Provided that the bonding remains intact, an unsafe failure cannot arise from
the mutual interference; either both track circuits will fail right side (occupied)
or they will both show occupied when either one of them is legitimately
occupied. However, there is the possibility of a wrong side failure where a
bonding disconnection occurs.
It is not appropriate to explain all possible scenarios here; the possibility is

mentioned simply to convey the fact that some track circuit defects can be
exceedingly difficult to understand and explain. Certain constraints are
applied to various track circuit designs in order to limit the possibility of
wrong side failure. Therefore, the design constraints described in this
document shall not be breached without expert advice.
Common Rail TC A TC B
RRA RRB
RFA RFB
VFA VFB RCB

RCA
RSA RSB
Earth
Figure F23
Notes for Figure F23 and Figure F24:

TC “A” TC “B”
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OPEN CIRCUIT FEED VOLTAGE VFA VFB

FEED RESISTANCE RFA RFB
RELAY RESISTANCE RRA RRB
INSULATED RAIL EARTH RESISTANCE RSA RSB
COMMON RAIL EARTH RESISTANCE RCA RCB

Issue 2
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Further Track Circuits

Common Rail
RCA RCB
RFA RRB RFB

RRA Earth
VFB
VFA
RSA RSB
Figure F24
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12 PROHIBITED ARRANGEMENTS
Track circuits are designed to be de-energised by the presence of a train

applying a shunt to the rails and not by cutting off the feed.
The possibility of electrical interference between certain rolling stock and

track circuit types means some track circuits are now prohibited.
Consequently, arrangements of the following type are not permitted:
12.1 Cascading of Track Circuits
The cascading of cut sections (i.e. controlling the feed to a track circuit by the
relay of the next track circuit) is not permitted. The individual cut sections
shall be either returned individually to the interlocking or summated in the
track repeat relay lineside circuit or, in the case of electronic systems,
summated in the data.
12.2 Selective Operation of Track Circuits
Operation of a portion of a track circuit by the selection of the positions of a

set of points is not permitted. Such portions must be separately track
circuited.
12.3 Prohibited Track Circuits
Certain types of track circuit equipment are prohibited from use on Railtrack
controlled infrastructure. This list is limited to:
AC Track Circuit 83.3Hz.

Issue 2
Page F52 of 52
13 POWER SUPPLIES
Track circuits require either a secure power supply or a suitable battery back-
up unit, depending on application.
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PART G SITE ASSESSMENT PRIOR TO DESIGN
Various site surveys and assessments have to be undertaken before finalising

the application design of a train detection system (see RT/E/S/11201).
An assessment of concrete sleepered track for residual voltage problems is

described in Part F, section 1.4.1.
The following procedure applies to all critical IRJs, for new works and where
the position of IRJs in the vicinity of connections/junctions has been changed.
1 MAINTENANCE OF JUNCTION CLEARANCES
Specific action is required at each location:
a) when it is assessed for the running of new rolling stock
b) where insulated rail joint positions are changed.
2 BASIC REQUIREMENTS: FOULING AND CLEARANCE POINT
Where lines converge, it is necessary to define track circuit limit dimensions

which ensure that traffic passing along one route is not obstructed by vehicles
standing on the other. The two critical dimensions are referred to as the
fouling point and the clearance point, as shown in Figure F18.
The standard dimensions are detailed in Part F, section 5. This Part of the
Specification defines the action required where clearance is less than 4880mm
but meets the requirement of GE/RT8029.
3 WHEN 4880MM (16 FEET) CLEARANCE IS MET OR EXCEEDED
Where the distance between an IRJ and the fouling point meets or exceeds
the 4880mm requirement then the junction is clear for the passage of
authorised rolling stock, except for the need to check the special case in
section 3.1.
3.1 Special Case: Class 373/2 Rolling Stock

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Where class 373/2 rolling stock is planned to run over the junction, the
following additional checks shall be carried out, irrespective of the minimum of
4880mm clearance being met.

Issue 2
Page G2 of 6
a) If the angle of intersection between the two rail lines is equal to or less
than 68° and the clearance meets or exceeds 4880mm, then the junction
can be considered to have acceptable clearance. Angle of junction to be
recorded specifically on the record clearance sheet (Figure G3).
b) If the angle of intersection between the two lines is greater than 68° then
the same additional checks must be carried out as for a junction failing to
meet the standard 4880mm clearance (Section 4).
The infrastructure controller must be informed of such instances immediately

by the person responsible for measurement.
4 WHEN 4880MM (16 FEET) CLEARANCE IS NOT MET
When:
a) The distance between the IRJ and the fouling point is less than the
4880mm requirement,
or
b) Special Case: Class 373/2 trains are to be permitted to run with an angle
of intersection between lines greater than 68°,
then the procedure shown in Figure G1 shall be used to comply with

GE/RT8029, as follows:
4.1 Clearance between the kinematic envelope of two passing trains to be

checked. If clearance is greater than 100mm, junction is deemed clear subject
to approval as in section 5(a).
Special Case: Clearance of 50mm, between two class 373 trains is acceptable,
and again the junction can be deemed clear, subject to approval as in section
5(b).
4.2 If the above clearances cannot be achieved, then the IRJs must be moved
to achieve adequate clearance. Where reasonably practicable the IRJ shall be
positioned at least 4880mm from the fouling point.
4.3 At all checked IRJs where there is less than 4880mm between the IRJ
and the fouling point then:
a) A datum plate giving the IRJ distance from the fouling point shall be fixed
to the sleeper adjacent to the IRJ. Details of the plate are attached as
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Figure G2.

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Page G3 of 6
b) A record of the critical joint shall be made on the associated signalling and
bonding plans. This shall be in the form of a note stating “Position Critical
IRJ ####”, where #### is the distance in millimetres from the fouling
point.
c) A survey data sheet shall be submitted for all critical clearances to the
infrastructure controller (Figure G3).
d) The Zonal Signal Engineer shall ensure that signalling and bonding plans
are updated to include critical IRJ Positions.
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IRJ identified as requiring

assessment
Does IRJ position meet the

4880 mm requirements of Yes
GK/RT0011 Appendix A.3
No
Does IRJ require
checking for
Class 373?
Yes
Redesign the junction Yes Is angle of intersection No

arrangements? for Class 373 greater
than 68o?
Check clearances in
accordance with No
GE/RT8029
No
Is clearance
acceptable?
Yes
Attach an IRJ Datum

Plate to a rail sleeper or
timber adjacent to the IRJ
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Update signalling and Junction declared clear

bonding plan to include for passage of checked
location notes on critical
rail vehicles
IRJ
Figure G1 - Clearance Procedure Flow Chart

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Page G5 of 6
CRITICAL
IRJ POSITION 100
mm
####
FROM FOULING POINT
150 mm
Full Size
Material - Pressed Aluminium
Fixing - Shot Fired Fixings through holes in pressing, or by bonding to cleaned surfaces
Wording size - 48 and 28 point
Number size - 72 point
Figure G2 - Location Critical IRJ Datum Plate
5 APPROVALS
a) Where clearance is below 200mm but above 100mm, the location needs
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to be reported by Project Manager to HSE/HMRI.

b) Below 100mm and addition to (a), dispensation is also required from
HSE/HMRI. The infrastructure controller must be informed by Project
Manager of progress on such items.

Issue 2
Page G6 of 6
Ref: Location: TC No: Distance Clearance

between IRJ and Distance
Fouling Point
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Signed:
Date:
Figure G3 - Record of Clearance Survey - Blank Form

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PART H DESIGN REQUIREMENTS
The principles laid down here apply to the planning, layout and design of all
types of train detection system, but particularly track circuits and track circuit
bonding. Special requirements for individual types of track circuit are given in
the appropriate Product Specification.
Note that trains with induction motor drives are subject to special
assessment and authorisation on a route specific basis via individual
Safety Case arrangements.
1 DESIGN CODES OF PRACTICE
RT/E/C/11004 Symbols for Use on Signalling Plans and Sketches
RT/E/C/11116 Assessment Of Signalling Systems Before Signalling Design

Alterations
RT/E/C/11202 Signalling Design Control Tables
RT/E/C/11205 Symbols for Signalling Circuit Diagrams
RT/E/C/11600 Signalling and Operational Telecommunications Design:

Technical Guidance
RT/E/C/11701 Signalling Design: Production Guidance
2 DESIGN REQUIREMENTS --`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
The design requirements for train detection systems within the total
infrastructure include the following, which are detailed within Parts D to F,
Configuration Parameters:
• interfaces with authorised rail vehicles (positioning of IRJs, minimum track
circuit lengths, which may be dependent on permissible speed, and
interlocking measures to mitigate against any deficiencies),
• interfaces with the permanent way (IRJs, standard rail bonding with pre-
drilling requirements and S&C bonding configuration),
• interfaces with the electric traction infrastructure (single or double rail
configuration and impedance bond positioning),

Issue 2
Page H2 of 25
• interfaces with the interlocking system (operating times and measures to

mitigate against false release of interlocking when there is a significant risk),
and
• the requirement for secure power supplies and/or battery back-up.
3 CHOICE OF TRAIN DETECTION SYSTEM
The use of the more sophisticated types of train detection system is only cost
effective where their functional capabilities are of benefit. There are a number
of design features of train detection systems which constrain choice for a
given application:
• The need to detect vehicles on poor rail surfaces.
• The need or otherwise to avoid insulated rail joints.
• The need for immunity to a.c. and/or d.c. traction interference.
• The need to achieve maximum reliability at economic cost.
• The need to track circuit through complex S&C.
• The type of sleepers, where ballast resistance is critical.
3.1 Use of Axle Counters
Although only track circuits positively prove the absence of a train, axle
counters do have a high degree of integrity and may extend for much greater
distances.
Every new application requires safety assessment to demonstrate that no

overall reduction in safety would result. However, an application of axle
counters to a non-track circuited line would be likely to gain ready approval.
Proposals for use of axle counters in lieu of track circuits must include
documented consideration of, and, where necessary, mitigation measures to
cover, the following situations:
• re-initialisation after a failure (see GK/RC0527),
• lack of broken rail detection (see Part F, section 4.2), and
• inability to use track circuit operating devices (T-CODs). See
RT/E/S/21136.
The secondary safety benefits may be balanced against each other, e.g. failure
to detect broken rails could be traded off against improved reliability in
detecting trains, as described in GK/GN0611, section 4.4.4.
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3.2 Track Circuits
Figure H1 summarises the key attributes and limitations of each type of track
circuit.
Suitable For IRJs Immunity From Suitable
Lightly Used Required For S&C
Type Lines 50Hz a.c. d.c.
D.C. Medium Voltage Yes Yes Yes No Yes

A.C. Immune #1
D.C. Diode #1 Yes Yes No No No
TI.21 #1 No No Yes#4 Yes No
HVI #1 Yes Yes Yes Yes Yes
D.C. Low Voltage Plain No Yes No No Yes
D.C. Low Voltage No Yes Yes No Yes
A.C. Immune
D.C. Medium Voltage Yes Yes No No Yes
Plain
D.C. Medium Voltage Yes Yes Yes Yes#2 Yes
A.C. Immune/D.C.
Tolerant
WR Quick Release No Yes No No Yes
A.C. 50Hz Vane No Yes No Yes Yes#3
A.C. 831/3Hz Vane No Yes Yes Yes Yes#3
A.C. VT1(SP) No Yes No Yes Yes
Reed Type RT No Yes Yes Yes Yes
Aster/SF15 No No No No No
WSL FS2600 Yes No Yes #5
Notes:
# 1 Preferred track circuits for new works.
# 2 Limited d.c. immunity. Used in an area of a.c. lines close to a.c./d.c. dual lines not fitted with any means of
isolating the traction rail systems. Use must be subject to a proper immunisation evaluation exercise.
# 3 Single rail type has restricted length but adequate for S&C application. Double rail type is difficult in
complex S&C but permits long length in plain line.
# 4 The use of TI.21 on a.c. electrified lines requires the earthing of lineside structures to be to a separate
conductor rather than to the rail. This precludes the use of TI.21 on a.c. lines unless part of a major new
electrification scheme.
# 5 Single rail type has not yet been approved.
Figure H1
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3.3 Immunity from Traction Interference
The principle used in the choice of train detection system for a.c. electrified
lines is that it must be immune to damage or false operation from a.c. traction
systems. Since the traction return current may contain harmonics of the
fundamental 50Hz frequency and other frequencies arising from transient
effects, train detection systems must be immune to damage and false
operation when stimulated by a significant range of frequencies.
CAUTION: Although general precautions and limits that provide

compatibility between rolling stock and track circuits, have been
included in the appropriate Product Specifications, these are not
comprehensive and special conditions may apply to certain routes
to permit the operation of rolling stock.
Where new types of rolling stock are to be introduced, existing

constraints will require reassessment, as to their adequacy.
4 DESIGN DELIVERABLES
The design deliverables associated with track circuits that are specified in the
Signalling Design Handbook (Code of Practice RT/E/C/11701) include:
• signalling/scheme plan,
• control tables,
• track circuit schedule,
• location area plan,
• bonding plan (or track plan),
• interlocking layout and wiring, and
• location layout and wiring.
4.1 General Drawing Requirements
4.1.1 Track Circuit Nomenclature
The terminology to be used is given in RT/E/C/11701.
Identification of individual track circuits shall be in accordance with

GK/RT0009 and must be shown on plans at convenient intervals within the
respective track circuit.
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To avoid confusion with other plan annotation, the following Track Circuit
designations shall generally be avoided:
B, F, I, N, O, R, Q, T, CL, LP, OL, HVI, RB, RN, RR, RT, RX, TB, TC, TF, TI, TJ,
TN, TO, TR, TX, VT, IBJ, IRJ, OCC.
4.1.2 Symbols for Plans
The symbols given in RT/E/C/11004 apply to all signalling plans, scheme plans,
location area plans and bonding/track plans.
Symbols for signalling control and display systems are covered by GK/RT0025.
Symbols for negative bonding plans are given on drawing RT/ETE/5/3/1.
Symbols for permanent way plans are shown in RT/CE/S/049, Section F, with
the exception of those given in section 4.4, below, for the signalling
requirements to be added.
4.1.3 Frequency Allocations
All frequency and channel allocations shall be shown on signalling/scheme

plans, location area plans and bonding/track plans.
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4.2 Signalling/Scheme Plan
4.2.1 Cut Sections
Designing cut sections into a track circuit is a method of reducing the

continuous length. The track circuit is split into individual track circuits, each
one controlling the same final track repeat relay. They are indicated as one
track circuit to the signaller. Special care must be taken where an individual
section of such a track circuit is used separately for control purposes (e.g.
level crossing timing).
Cut sections must be identified in accordance with GK/RT0009 (i.e. AA1,

AA2, AA3, etc) in the direction of normal running. The two portions of a
centre fed jointless track circuit are treated separately for this purpose (e.g.
AA2 and AA3 in Figure H2).

Issue 2
Page H6 of 25
(50HZ) (Centre Fed)

Track Circuit Jointless
Track Circuit
AA1 AA2 AA3 AB
Relay Feed AA2 AA2/3 AA3 AB

RX RX RX
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
TX
Figure H2
4.2.2 Centre Feeds
Thus, centre feeds may be used to create additional track sections. However,
the shunt zone at the centre feed must not be used to define a precise point,
such as for stop signal replacement, overrun detection or the release of route
locking. It may, however, be used for the following:
a) The strike-in point for automatic level crossings provided it is backed up
by a treadle.
b) Train approaching indication/warning.
c) Approach locking.
d) Replacement of banner repeater or distant signals provided the centre
feed is at least 100m ahead of the signal.
For items b), c) and d), the two portions must be identified as separate track
circuits on the signaller's display system. Otherwise the portions shall be
simply identified as cut sections of a longer track circuit.
4.2.3 IRJs at Signals
Where a signal is replaced to danger by occupation of the first track circuit

ahead, the IRJs shall generally be positioned between 5m and 20m beyond the
signal. For further information see RT/E/C/11600, Part F.
Note that a tuned zone does not guarantee a tolerance in track circuit
operation of better than + 10m from the centre of the zone. Thus, where a
signal is replaced to danger by occupation of the first track circuit ahead, the
first track tuning unit of the tuned zone in the direction of running must be
positioned at the signal, or not more than 5m ahead. If the track circuit is end-
jointed, the IRJs must be positioned in accordance with RT/E/C/11600, Part F.

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4.2.4 Low Power Track Circuits
Attention must be drawn to low power track circuits on signalling/scheme

plans.
4.2.5 Track Circuit Interrupters
Where required by signalling principles, generally at trap points and certain

buffer stops, track circuit interrupters shall be provided, in accordance with
Product Specification RT/E/PS/11764.
4.3 Bonding Plan (or Track Plan)
Bonding plans, in accordance with RT/E/C/11701, shall be provided for all

track circuited areas.
The procedures for inter-disciplinary checking are given in section 5.

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4.3.1 Symbols for Bonding Plans
Symbols depicting track circuits on bonding plans are to be in accordance with

RT/E/C/11004.
If an impedance bond contains an internal resonating capacitor, the symbol

must be shown filled in.
4.3.2 Bonding Details in D.C. Electrified Areas
Separate Track Plans and Negative Bonding Plans are only used on the former
Southern Region.
The impedance bond rail connections and the bond to bond connections must
be shown on bonding plans. Traction return cross bonding between lines are
the responsibility of the electrification organisation and need not be shown on
track plans for the former Southern Region, but are required on bonding plans
for d.c. traction systems elsewhere.
Traction return bonding essential to the operation of track circuits must be

shown on all bonding plans (see Figure H3).

Issue 2
Page H8 of 25
BB
X Y
BB F
AA
R AA F
Notes:
Bonds shown thick are traction return bonds,
Rails shown thick are insulated rails.
Figure H3
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The following rail connections shall be shown and identified by a note:
• Rail connections which require traction voltage warning labels, as shown in
Product Specification RT/E/PS/11765 (impedance bonds).
• Rail connections for cathodic protection.
• Remotely Controlled Traction Current Isolators (CTIs) and the associated
rail connections.
4.3.3 Adjacent Lines
In all cases where lines run adjacent to or cross each other, but are not
physically connected, all these lines must be represented on the bonding plans
and the bonding plans cross referenced to each other.

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4.4 Permanent Way Scale Diagrams
The following symbols are to be used on the 1:100 and 1:200 scale diagrams
when requesting IRJs and point insulations to be installed by the permanent
way organisation. The symbols are to be coloured red on plans returned to
the permanent way organisation.
Note: On Permanent Way Plans, dimensions are to the inside

edges of rails.
Symbol Description
Insulated rail joint required.
Insulated soleplate and stretcher bars required (position of insulation

to be shown).
Drilling of insulated soleplate for facing point lock required, to

MD 82017 (position of insulation to be shown).
Extended sleepers and soleplate required for the installation of

combined type machines with left hand drive (show in reverse for
right hand drive). Standard facing points (not clamp locks), drilled to
BRS-SM 318.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---

combined type machine. Right hand drive for single or double slips (not
clamp locks), drilled to BRS-SM 319.

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Page H10 of 25
Symbol Description

combined type machine. Left hand drive for single or double slips
(not clamp locks), drilled to BRS-SM 320.
Indicates switch rail, stock rail and soleplate to be pre-drilled for

clamp locks with multiple drives and soleplate, in accordance with
BRS-SM 2200, 2228, 2240, 2244 or 2260, as appropriate. If concrete
sleepers are to be used, they are required to be drilled in accordance
with BRS-SM 622.
Stainless steel strip welded to rails required.
4.5 Circuit Diagrams and Rack Layout
Lineside location circuit diagrams shall show all track cables (but not
intermediate bonding) terminated on the appropriate rail, together with any
disconnection box or impedance bond terminations, in accordance with
RT/E/C/11701. The terminology shall be directly related to that used on the
bonding/track plan.
Where special restrictions apply to wiring and/or positioning of equipment,

this must be clearly shown on all wiring/layout drawings, so that if any
alterations are made at a later date, the restrictions are readily apparent.
Attention must be drawn to low power track circuits on location wiring

diagrams.
Gain setting straps on record diagrams shall be shown unconnected, but a

note shall be added stating that the connections are defined on the track
circuit record card.
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4.5.1 Symbols for Circuit Diagrams
The symbols used shall comply with RT/E/C/11205.
4.6 Recording of Deficiencies
The designer shall record the following deficiencies on the signalling plan or
bonding plan, as advised by testers, installers or maintainers:
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
• any critical or sub-standard clearances at S&C, dimensioned to fouling

point,
• any lack of correct electrical staggering, and
• for d.c. track circuits, where the maximum extraneous value of residual
voltage is 30% of relay pick-up voltage, rather than 30% of minimum drop
away, as permitted in Product Specification RT/E/PS/11755.
5 JOINT PROCEDURES FOR BONDING PLAN ALTERATIONS
As the Bonding Plan is the instrument of joint agreement between the

signalling organisation and both the electrification organisation (in electrified
areas) and the permanent way organisation, it shall be produced and issued to
the relevant parties at the earliest opportunity. Work shall not commence
until any necessary signatures have been obtained.
The technical design process for bonding is given in section 6.
5.1 Non-electrified Areas
In non-electrified areas, the Bonding Plan is generally the responsibility of the

signalling contractor, who designs the bonding of all rails. Normal procedures
for design details shall be followed. However, the position of IRJs shall be
agreed with the permanent way organisation in complex areas by marking up
the permanent way scale plan.
5.2 Electrified Areas (except as in Section 5.3)
In electrified areas, the following procedures, or equivalent, shall be followed,

involving both the signalling and electrification organisations. In addition, the
positioning of insulated rail joints (and the provision of conductor rail
protection boarding, where applicable) shall be agreed with the permanent
way organisation, as in section 5.1.

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Page H12 of 25
The signalling organisation shall obtain the base plan for a new electrification
scheme at an early stage from the electrification organisation, preferably
drawn on a CAD system. To the base plan for new schemes, or to the existing
Bonding Plan, the following new or altered requirements shall be added:
• position of insulated rail joints,
• identification of the insulated rail and traction (or common) rail, in single
rail track circuit areas,
• all track circuit bonding, identifying any yellow bonds necessary track
circuit feed and relay connections and other details traction bonding
essential for track circuit operation all other yellow bonding, including
traction cross bonding,
• all impedance bonds, correctly spaced, in double rail track circuit areas,
• conductor rail gapping requirements, where applicable signals requiring
structure bonding (a.c. and dual electrified areas).
When checked, a certification block shall be added and a minimum of two

prints issued to the electrification organisation. One of these shall be
returned to the signalling organisation amended in blue to show the full
traction bonding for approval. This copy shall be signed by both the signalling
and electrification organisations.
The source record shall be amended and two additional copies issued to the
electrification organisation for installation. If modification is required during
installation, one copy shall be modified in blue and returned to the signalling
organisation for the source record to be updated.
5.3 Electrified Area of the Former Southern Region
Normal procedures for design details shall be followed for Track Plan
production and agreement shall be obtained with the permanent way
organisation as described in section 5.1.
Here, the signalling organisation produces a separate Track Plan derived from
the permanent way Track Layout Drawing. This is issued to the electrification
organisation at the earliest practicable opportunity, which produces separate
traction return Negative Bonding Plans and Conductor Rail Plans. The
signalling organisation shall provide the following details on the Track Plan:
• position of insulated rail joints,
• identification of the insulated rail and traction (or common) rail by liaison
with electrification organisation, in single rail track circuit areas,
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Issue 2
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• all track circuit bonding, identifying any yellow bonds (if applicable) track
circuit feed and relay connections and other details,
• all impedance bonds, correctly spaced, in double rail track circuit areas and
the position of AWS inductors,
• signals requiring structure bonding (a.c. and dual electrified areas only).
The electrification organisation provides the following details on the

conductor rail plan:
Position of conductor rail by liaison with the signalling organisation, in single

rail track circuit areas, traction isolation hook switches, conductor rail gaps
and the position of AWS inductors (derived from the Track Plan).
The signalling organisation shall check that the signal rail is designed on the
side remote from the conductor rail, that the conductor rail is adequately
gapped so as not to foul signalling equipment and that there are no positive
traction cables in the vicinity of AWS inductors.
The electrification organisation provides the following details on the Negative

Bonding Plan:
• position of insulated rail joints (derived from the Track Plan),
• identification of the insulated rail and traction (or common) rail (derived
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
from the Track Plan),
• all traction bonding,
• all impedance bonds (derived from the Track Plan), together with traction
leads,
• conductor rail protection boarding,
• the position of AWS inductors (derived from the Track Plan).
The signalling organisation shall check that the Negative Bonding Plan agrees
with the Track Plan. The traction bonding essential for track circuit operation
shall be checked, identifying all yellow bonds and marking any additional yellow
bonding (if applicable), checking that protection boarding has been provided
where necessary and that there are no negative traction cables in the vicinity
of AWS inductors.
A certification block shall be applied to these drawings for signing.
Any deficiencies shall be marked on the Negative Bonding Plan before

returning it for certification, as in section 5.2. The electrification organisation
then issues the Negative Bonding Plan for installation.

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6 BONDING
When designing new bonding, the following constraints shall be applied by

considering the layout as a whole. Where the requirements are mutually
exclusive, they shall generally be applied in the following order of priority:
a) Series bonding shall be applied wherever practicable (Part F, section 4.1).
b) All IRJs shall be correctly electrically staggered, such that IRJ failure does
not result in the false operation of a track circuit
(Part F, section 10).
c) Transposition joints shall not be positioned so as to allow a single axle
or bogie to be undetected as a result of a physical stagger at the
transposition joints (Part F, section 5.1).
d) The length of spurs shall be kept as short as reasonably practicable and
shall not, in any case, exceed 60m in length (Part F, section 4.5.3).
e) On high current d.c. electrification systems, neither traction return bonds
across the track, nor impedance bonds, are permitted within 3.5m of an
AWS inductor in either direction and, generally, they are not permitted
within 75m beyond the inductor in the direction(s) for which the AWS is
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
effective. In cases of difficulty, the latter distance may be relaxed to that
which is covered in 1.5 seconds at line speed. This requirement also
applies where high current feeders cross a line that is not rated for high
current (RT/E/PS/11765).
f) Track circuit interrupters shall only be wired in series with the track
circuit bonding where permitted in RT/E/PS/11764. In all other cases a
separate circuit shall be provided.
g) Fully series bonded double rail track circuits shall be used in non-
electrified areas, except in the vicinity of S&C where other configurations
are permissible (Part F, section 4.5.2).
h) Fully series bonded double rail track circuits shall be used in d.c.
electrified areas, except as follows: track circuits less than 100m in
length shall be single rail (because of difficulties in adjusting short track
circuits equipped with impedance bonds); track circuits through S&C shall
be single rail and may be extended by up to 100m beyond the S&C,
subject to an overall maximum of 200m; and on terminal lines single rail
track circuits may be used for a distance not exceeding 300m for
reasons of economy (as traction return current is low)
(Part F, section 4.7).
i) Where double rail track circuits are used in electrified areas, impedance
bonds shall be provided at those locations specified in RT/E/PS/11765.

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Page H15 of 25
j) On d.c. electrified lines, the common rail shall, wherever practicable, be

positioned adjacent to the conductor rail. Where this is not practicable,
single protective boarding between the conductor rail and running rail (or
application of a conductor rail shroud) shall be provided
(Part C, section 2.6).
k) On a.c. electrified lines, the common rail shall, wherever practicable, be
positioned on the cess side to enable structure bonds to be kept short.
l) Where a track circuited line abuts a non track circuited line, a short
circuit bond shall be provided between the rails immediately beyond
the final track circuit IRJs, in order to detect double joint failure
(Part F, section 10.2).
m) The layout shall be configured with as few bonds as practicable,
consistent with the above items, in order to minimise failure points.
n) Jumper cables shall be kept as short as practicable, in order to minimise
the risk of damage and also to minimise their electrical impedance.
o) The number of IRJs shall be kept to a minimum and, if practicable without
increasing the number, shall be avoided in the higher speed route at a
turnout (Part F, section 2.2).
p) Track feed or relay tail cables in the common rail shall, wherever
practicable, be positioned opposite the respective connection in the
insulated rail.
q) With d.c. track circuits, the common rail shall generally be balanced with
respect to earth by alternating the polarity of adjacent track circuits. This
is not possible, however, between adjacent track circuits within S&C
because the requirement for electrical staggering takes precedence
(RT/E/PS/11755).
r) Other bonding requirements relating to specific types of track circuit
may be found in the appropriate Product Specification. For cathodic
protection measures see also GL/RT1253.
6.1 Design Process
Four stages are required to be considered in turn, viz:

• Stage 1 - Basic track circuit bonding.
• Stage 2 - Spurs from series bonded rails.
• Stage 3 - Parallel bonded rails.
• Stage 4 - Switches on parallel bonded rails.
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6.2 Design Process - Stage One
6.2.1 Bonding Plan
The bonding plan shall be used to determine the basic track circuit bonding
required for each track relay to be shunted by a vehicle occupying any part of
the appropriate track circuit.
6.2.2 Non-Electrified Areas
In non-electrified areas it is generally possible to design track circuit bonding

in series. This is achieved by ensuring that no parallel paths are provided by
which the vehicle could be bypassed in the event of a disconnection. Where
parallel paths are unavoidable, usually due to closely spaced S&C, these are
subject to the requirements for yellow bonding in stage three.
6.2.3 Electrified Areas
In electrified areas the function of some track circuit bonding is provided by

traction return bonding. Traction return bonding is configured as a parallel
network. Consequently, traction return bonding that is utilised for track
circuit purposes is subject to the requirements for yellow bonding in stage
three. (The requirements for yellow bonding do not apply in the case of
double rail track circuits, which are effectively series bonded, because all
traction return bonds are connected via impedance bonds and are not used
for track circuit bonding.) Rails that do not carry traction current (i.e. the
insulated rail of single rail track circuits) shall, wherever practicable, be series
bonded.
6.3 Design Process – Stage Two
Stage two relates to spurs and shall be applied only to series bonded rails. (Spurs
from parallel bonded rails are dealt with in stage three.)
6.3.1 Spurs From Series Bonded Rail Sections

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Series bonded rails have parallel spurs in S&C between the crossing nose and
the next IRJ along the turnout. Spurs shall be as short as reasonably
practicable and shall not, in any case, exceed 60m in length, measured from
the crossing nose joint. See Figure F16.

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Page H17 of 25
Spurs that extend for more than 13m (related to the length of the shortest
train) from the crossing nose joint shall be parallel bonded to the series
bonded rail with two yellow bonds, one at the extremity of the spur and the
other at least 20m from it, unless the spur does not exceed 20m in length, in
which case the bonds may be positioned less than 20m apart. (The stage three
requirement for three yellow bonds does not apply to this stage, because the
spur is physically connected to the rest of the rail section.)
This stage shall also be applied to other spurs from series bonded rails, such as
isolated switch rail spurs, that exceed 13m in length.
6.4 Design Process - Stage Three
Stage three shall be applied to the parallel bonded rail, where parallel bonding
was found to be necessary in stage one.
6.4.1 Designation of Yellow Bonds
The unavoidable parallel bonds between rail sections provided in stage one
are designated as yellow bonds on the bonding plan, by the addition of the ”Y”
symbol, thus requiring the bonds to be marked yellow on site.
The following shall not be designated as yellow bonds:

• series jumper cables (that fail safe), and
• bonds designated as red bonds (this takes precedence).
Because of their diversity, individual yellow bonds do not require to be

duplicated. However, if they are duplicated for other reasons, e.g. where it is
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impracticable to connect a single large traction return bond to the rails, then
both bonds shall be designated as yellow bonds to avoid confusion.
6.4.2 Provision of Additional Cross Bonds
Where yellow bonding was found to be required in stage one, additional

yellow bonds shall then be provided, ideally at least 20m apart, as necessary to
ensure that each rail section is bonded to other sections by at least three
yellow bonds. Particular care shall be taken that all extremities of each rail
section are so bonded. It is preferable to design any additional bond to a rail
section to which the section under consideration is not already connected.
Where rail sections extend for long distances (e.g. in plain line), at least one
yellow bond per km shall be provided, preferably adjacent to feed/relay
connections.

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Page H18 of 25
6.4.3 Further Traction Considerations
Where double and single rail track circuits abut, the impedance bond bus bar
is connected directly to the traction rail of the single rail track circuit, using
duplicate or multiple rail connections. These connections shall be yellow
bonds.
In a.c. electrified areas, where double rail track circuits are used, structure
bond connections shall be made to impedance bonds, either directly or via an
earth wire running parallel to the track.
On single lines in a.c. electrified areas, where single rail track circuits are used
with an earth wire, yellow bonds may be connected between the common rail
and the parallel conductor. These may also be used as structure bonds where
appropriate.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
In d.c. electrified areas, traction reinforcing bonds may be required to
strengthen traction return conductors and particularly to supplement sections
of single rail traction return. When running parallel to the track they cannot
be used for yellow bonding, as yellow bonds are required to be short.
In d.c. electrified areas, some sections of high resistance return path are
provided with an extra rail for traction return reinforcement purposes. This
is bonded at regular intervals to other rails carrying the traction return
current. Such bonds may, if necessary, be designated as yellow bonds.
On lines where provision is made for the inter-running of trains equipped with
the third rail system and trains equipped with the fourth rail system, a fourth
rail is provided between the running rails. This is bonded at regular intervals
to other rails carrying the traction return current. Such bonds may, if
necessary, be designated as yellow bonds.
Bonds designated as red bonds may, if necessary, be used for yellow bonding
without being marked yellow.
6.5 Design Process - Stage Four
Stage four relates to switches on parallel bonded rails and shall only be applied
where stage three was found to be necessary.

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Page H19 of 25
6.5.1 Provision of Additional Bonds within Parallel Bonded Rail

Sections (Switch Reinforcing Bonds)
S&C, and especially fabricated crossings, consist of several lengths of rail in casual
metallic contact, that are bonded together by several fishplate bonds in series. As
this combination cannot be considered to be sufficiently robust for bonding
within a rail section that is parallel bonded, it shall be strengthened with a
switch reinforcing bond between spur ends across the switch, as shown in
Figure H4.
Where the rail section over the switch terminates in an IRJ between the
switch and the crossing nose, a switch reinforcing bond is only required if the
distance from the toe of the switch to the IRJ exceeds 13m. The spur end of the
switch rail will have had a transposition yellow bond connecting it to the next
rail section applied in stage three. The switch reinforcing bond shall be
connected between a point at least 20m from the end of the switch rail spur
and the adjacent stock rail, unless the spur does not exceed 20m in length, in
which case the bonds may be positioned less than 20m apart.
Switch reinforcing bonds shall be designated as yellow bonds. (These yellow

bonds do not count towards the three required per rail section in stage three,
because they are internal to a rail section.)
This reinforcement is not required within rail sections that are series bonded,
as a broken bond would fail safe. It is, therefore, generally only applicable to
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common rail switches.
Figure H4
In complex S&C, such as double slips, the same principles shall be followed,
although it may not be practicable to bond every switch.

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Page H20 of 25
6.6 Bonding Design Process Example
The examples given below illustrate these stages of bonding design for
different electrification systems:
6.6.1
A typical layout that requires bonding is given in Figure H5.

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Figure H5
The four possible configurations for the provision of IRJs within the S&C are
shown in Figure H6. These all allow for either series or parallel bonding of the
rail sections, although there are spurs that are likely to exceed 13m in length.
Each configuration has four IRJs.
(It has been assumed that there is insufficient length to install additional IRJs
between the two sets of points.)
Figure H6

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Page H21 of 25
6.6.2 Stage Two
Spurs that exceed 13m in length are best avoided. This can often be
achieved by the provision of an additional transposition joint. Because of the
proximity of the S&C in the example, this solution is only possible for
configurations (i) and (iv) in Figure H7. Configurations (ii) and (iii)
consequently require spur bonding and, all other things being equal, would
be the non-preferred options.
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To minimise the length of spurs in S&C, short rail sections only require to be
11m in length provided that the physical staggering (at least at one end) does
not exceed 1.6m, as explained in Part F, section 5.1. See rail section X-X in
configuration (iv). (In order to avoid spur bonding the distance from the
crossing nose joint to the transposition joint on the turnout should not
exceed 13m.)
Finally, it is preferable from a civil engineering perspective for the IRJs to be

situated in the lower speed route at the turnout, but this often proves
impossible in practice. For the purposes of this example, all routes have been
assumed to be of equal speed.
Figure H7

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Page H22 of 25
6.6.3 Stages Three and Four
6.6.3.1 Non Electrified Areas
In non-electrified areas full series bonding is practicable. Either configuration

(i) or (iv) from Figure H7 may be used. Figure H8 shows configuration (i)
using single rail d.c. track circuits through the S&C and double rail elsewhere.
There is no requirement for yellow bonding. The track circuit interrupter can
also be series bonded.
Note the short circuit bond between the rails in the siding immediately
beyond the final track circuit IRJs.
Figure H8
6.6.3.2 A.C. Electrified Areas
6.6.3.3 The same configuration can be used, but in electrified areas the
traction (common) rail has to be parallel bonded. Figure H9 shows single
rail d.c. track circuits throughout. All the traction rail parallel bonds have
been made yellow bonds, in accordance with design process stage three.
6.6.3.4 An additional yellow bond has been added between the centre
points of AD and AE track circuits, in order to provide a third yellow bond
on the lower rail section of AE track circuit.
6.6.3.5 A switch reinforcing bond has been provided around the common
rail switch on AD track circuit, in accordance with design process stage four.
(It has been assumed in these examples that the switch rails do not exceed
the minimum- train-wheelbase in length.)
6.6.3.6 Other points of note include:

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Issue 2
Page H23 of 25
• The structure bonds on the single line section can be used as yellow bonds
because an earth wire has been provided.
• The substation feeders are red bonds.
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• In the siding, continuity bonding, rail to rail bonding and cross bonding
has been provided to permit double rail traction return in the siding and
also to reinforce the main line traction return. In this case, double IRJs
are not provided.
• The track circuit interrupter requires a separate circuit.
Figure H9
6.6.3.7 D.C. Electrified Areas
The physical location of the conductor rail is given in Figure H10.
Figure H10
In Figure H11, configuration (iv) from Figure H7 has been used as it gives a
closer match between the common rail and the conductor rail. Where the
conductor rail is on the same side as the insulated rail, single protective
boarding is required and is denoted by a broken line.

Issue 2
Page H24 of 25
Single rail a.c. track circuits have been provided through the S&C and double
rail elsewhere. (D.C. traction requires double rail traction return, except
through S&C.) All the traction rail parallel bonds (in the single rail area) have
been made yellow bonds, in accordance with design process stage three. This
includes the appropriate impedance bond midpoint connections.
Additional yellow bonds have been added as follows:

• between the centre points of AD and AE track circuits, in order to
provide a third yellow bond on the lower rail section of AE track circuit,
and
• between the middle and upper rail sections of AE track circuit, in order
to provide a third yellow bond on the middle rail section.
A switch reinforcing bond has been provided around the common rail switch
on AD track circuit, in accordance with design process stage four.
Structure bonds are not to be provided in d.c. electrified areas.
Traction reinforcing bonds are not shown in this example.

Figure H11
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6.6.3.8 D.C. High Current Electrified Areas
Figure H12 shows the additional traction reinforcing bonds required in high
current areas and track circuits. The AWS inductor is shown so that
neither traction cables nor impedance bonds are positioned where they
would interfere.
Note:
• Two of the red bonds also perform the function of yellow bonds.

Issue 2
Page H25 of 25
• Traction reinforcing bonds have been shown to strengthen the traction

return conductors and supplement the section of single rail traction return.
Figure H12
6.6.3.9 Dual Electrified Areas
Figure H13 shows the method of structure bonding to an earth wire that is
necessary where double rail track circuits are required. Note that, in dual
electrified areas, the traction return system shall not be earthed and
structures bonded to it shall be insulated from earth.
Figure H13
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Page J1 of 28
PART J TRACK CIRCUIT INSTALLATION

SPECIFICATION
1 INTRODUCTION
This Specification explains the general components applicable to all track
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circuits. Components specific to a particular type of track circuit are listed in
the relevant Product Specification.
Installation procedures for individual track circuit types are detailed in the
relevant Product Specification.
Note: The Catalogue Numbers shown within this document are not directly
controlled by Railtrack and as such, will not be maintained and kept up to
date. Although every effort has been made to ensure that these were correct
at the time of publication, it is therefore recommended that your supplier is
contacted and a check is made with regard to the accuracy of these catalogue
numbers prior to use.
WARNING: High voltages may be present on impedance bond and

other track circuit terminals. Extreme care must be taken when
working on this equipment. See Part C, section 2, Occupational
Safety.
2 INSTALLATION CODES OF PRACTICE
General installation standards, together some applicable to train detection

systems, are given in Code of Practice RT/E/C/11210, Signalling Installation:
Track Circuits: General Appendix 2P05
Track Circuits: Rail Terminations Appendix 2P10
Track Circuits: Bonding Appendix 2P15
Track Circuits: DC Appendix 2P20
Track Circuits: DC High Density Appendix 2P25
Track Circuits: Jointless Track Circuits Appendix 2P30
Track Circuits: Aster “U" & SF15 Types Appendix 2P35
Track Circuits: TI.21 Type Appendix 2P40
Track Circuits: Reed (Jointed Type) Appendix 2P45
Track Circuits: WR Quick Release Type Appendix 2P60
Treadles: Silex Type Appendix 2Q05
Treadles: SEL Type Appendix 2Q10
Axle Counters: SEL Type Appendix 2Q50

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Page J2 of 28
3 BONDING RESPONSIBILITIES
See Part F, section 4.
4 IDENTIFICATION OF TRACK CIRCUIT BOUNDARIES
Where required, a plate may be fixed to the sleepers or to the lineside track
circuit equipment to assist identification of track circuit limits.
Wherever a track circuit boundary occurs in a tunnel, a plate bearing the

track circuit name or number must be fixed to the tunnel wall on each side of
the IRJ (or equivalent in the case of a jointless track circuit).
5 PROTECTION OF CROSS TRACK CABLES
5.1 General
Cross track tail cables and jumpers shall be protected from damage, e.g. by
means of orange plastic pipe. This protection need not be continuous across
the cess or six foot, but shall be used where tail cables pass under walkways.
5.2 Orange Pipe Installation
Cut the pipes to length so that the ends are clear of the ballast shoulder. This
helps to prevent ballast from entering. Restrict each pipe length to 3 metres
maximum as long lengths of pipe will not move out of the way if struck by a
tamper tine. However, in S&C areas it may be necessary to use longer lengths
to give full protection across the sleeper bay. It is particularly important that
the pipe is laid straight and centrally in the sleeper bay, and that holes for rail
leads are as close to the rail as practicable, in order to give maximum
protection from tamping machines.
Do not use the ballast to restrain sideways movement. Dig the pipe into a
shallow depression in the ballast keep it visible but allow sideways movement
if struck.
Do not fill a pipe more than half full with cables. This reduces the chance of
cable damage if the pipe is crushed by a tamper. If more cables have to be run,
provide another pipe.
Wherever practicable, do not install a pipe in a sleeper bay adjacent to

conductor rail ramped end to prevent the pipe being ignited by sparks from
the collector shoe.
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Issue 2
Page J3 of 28
To allow the permanent way organisation maximum opportunity for tamping,

do not position a pipe:
• in a bay where there is a rail joint or weld, or in a bay adjacent to them;
• in a bay which is less than 0.37 metres (1 foot 3 inches) wide, unless there
is no other choice;
• in a bay which already has an orange pipe or other obstruction, or in one
adjacent to it. Always leave at least one clear bay between obstructed bays.
If a pipe needs side holes for the exit of track connection cables:
a) Cut the holes with a good quality 40 to 50 mm fixed diameter hole saw.
Do not use other methods of making holes. Round off the sharp edges of
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the hole with a file or deburring tool.
b) Clip the pipe to the foot of the outside of flat bottom rail. On bull-head
rail a cab-lock round the pipe may be secured to the rail web with a taper
pin. These fixings prevent the pipe rotating or moving along its length and
cutting into the cable. The clip will still permit some sideways movement
if the pipe is struck.
c) Leave sufficient slack in the cable so that if the pipe does become
detached from the rail, the connection will not be pulled away. However,
excessive amounts of slack cable shall be avoided in order to minimise
the likelihood of vandalism.
Orange pipe must not be cut along its length unless special dispensation has
been given.
Orange pipe must not be used in tunnels or other areas of restricted

Ventilation. If the pipe does ignite, it is difficult to extinguish and gives off
heavy fumes.
Orange pipe is generally suitable as protection for crossing walkways if it is let

into the surface. When tail cables need to be protected for other reasons,
such as chemical spillage in sidings or for staff safety, a concrete route or
under track buried crossing shall be used.
Catalogue numbers are given in section 10.

Issue 2
Page J4 of 28
Figure J1 shows the general arrangement for orange pipe installation.
Rail web
pipe clip
Orange pipe
Cable strap
(use as few as possible)
Leave some slack here to

allow for minor slews
No rail web
pipe clip
Orange pipe
Dis
Box
No rail web
pipe clip
Cable route
Note Dis Boxes shall be mounted in a permanent Green Zone as defined in GO/RT3000.
Figure J1
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Issue 2
Page J5 of 28
6 MECHANISED TRACK MAINTENANCE
All equipment on the track must be installed clear of the tamping zones
indicated in Figure J2, except cross track orange pipe.
All sleepers may be tamped, except those on either side of Silec treadles and
point rodding.
290
405
Tamping Zone
405
290
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Figure J2
7 RAIL DRILLING
For conventional grades of rail steel, signal engineers use rail drilling machines.
They are preset to drill the two holes required accurately with no adjustment
necessary. Available drilling machines and attachments, together with the
Catalogue Numbers, are listed below:
Description Catalogue No.
Rail bond drilling machine, hand operated (single spindle) : 39/41822 *

Rail bond drilling machine, 110V/500W (twin spindle) : 86/43690 #
Rail bond drilling machine, petrol engine (twin spindle) : 39/41823 *
S&C drilling attachment, for use with 39/41823 : 39/200000
Flexible drive, 8 feet long, for use with 39/41823 : 39/54510
Notes:
* The drilling machine fits over the rail and cannot be left in position whilst
trains pass.

Issue 2
Page J6 of 28
# The drilling machine clamps to the underside of the rail and can be left in
position whilst trains pass.
At sites of heavy wear, particularly in S&C, the permanent way organisation

may fit specially hardened steel rails which can only be drilled with special drill
bits.
Whilst the permanent way organisation permits drilling of 7.2mm holes for
taper pins by signal organisation, drilling of larger holes in hardened steel is a
specialist job to be undertaken by permanent way engineering staff.
The following table of permanent way rail markings is included to assist staff in
the identification of rail types. The brand marks appear as raised characters
on the rail web; confirmation is also provided by paint marks on new rail and
(in some cases) by its magnetic properties.
Type Brand Mark Paint Marks Magnetic Remarks
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Normal None None Yes 1
Wear resisting A A 2 blue Yes 1
Wear resisting B B 3 blue Yes 1
BSC 90 AA 1 blue/1 white Yes 1
90kg chrome 1CR 1 red Yes 1
100kg chrome 1CR 2 red Yes 1
AMS HC Manganese 1 green No 2
AMS LC Manganese W 1 green No 2
MHT - - Yes 1&3
Remarks:
1. Can be drilled using conventional methods.
2. Can be drilled only with special tools/techniques.
3. Identification not yet agreed.
Figure J3
8 RAIL CONNECTIONS
8.1 Introduction
The various methods of making electrical connections to the rail are explained
below:

Issue 2
Page J7 of 28
8.2 Taper Pins
The taper pin requires a 7.2mm hole, 57±2mm above the base of the rail, to
be drilled through the rail. The taper pin consists of a threaded section to
which the various connectors are attached, and a non-threaded end which is
tapered to ensure that the pin is firmly fixed to the rail.
Fit the taper pins into the holes and hit the non-threaded ends with a hammer
to ensure that the pins and the rail are in electrical contact.
Catalogue numbers are as follows:
Track circuit maintenance kit : 88/10037

Comprising:
Pin, taper, BRS-SM 411, 55mm long (10) : 86/44013
Nut, self locking, stainless steel,M6 (10) : 3/179995
Washer, stainless steel, M6 (20) : 3/190825
Nut, stainless steel, M6 (10) : 3/175013
8.3 Pin Brazing
Pin brazing is a method of connecting threaded pins to the rail using electric-
arc brazing. This method will usually be used at new sites or where re-railing
takes place and may be used on standard and hardened steel rails. Pin-brazed
studs shall be installed by staff holding a Certificate of Competency for the
task to be undertaken.
An M12 pin brazed stud may be brazed to the rail web, as shown in Figure J4.
The minimum spacing between connectors is 85mm. The correct torque for
attachment of the rail lug to the M12 studs is 60Nm.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
200 240
115
57+2
NOTE
Self Locking Nut (Supplied) to be Pin Brazed TEE Connector
tightened to a torque of 60Nm
Figure J4

Issue 2
Page J8 of 28
The threaded pins are brazed to the rail, at a position 57±2mm above the base
of the rail, with a silver based filler metal, using a hand held brazing gun
operated by either of the following pieces of equipment:
Portable machine, battery driven on single

rail trolley, suitable for track maintenance,
which will braze approx. 50 pins to the rail. : 20/3003
Large machine, battery driven on double rail

trolley. The batteries are recharged by an
integral petrol driven generator. This unit has
a capacity for 50 brazes per hour and is
suitable for new works. : 20/3001
Both of the above machines require the batteries and the brazing gun to be
ordered separately. These are listed along with other spares and attachments
as follows:
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Issue 2
Page J9 of 28
VF 2300 Brazing gun : 40/515

VF 2300 Angled gun : 20/3021
VF 2300 Extended gun : 20/3011
VF 2300KA Brazing gun : 20/3010
VFRG Batteries : 20/3002
VFLC Batteries : 20/3004
VFKA Batteries : 20/3007
VFKA 250 Battery unit : 20/3005
VFKA 250 Attaché case : 20/3006
Battery charger for vehicle : 20/3008
Battery charger for depot : 20/3009
8mm Ceramic ferrule : 55/27287
9.5mm Ceramic ferrule : 55/16001
8mm Brazing pin : 55/27706
9.5mm Brazing pin : 55/41011
Spark shield : 40/543
Contact arm : 40/507
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12mm/M8 Pin holder : 40/561
Contact set complete : 40/521
Contact nipple and disc : 40/555
Ejector rod complete : 40/536
Key set : 40/520
Screw set : 40/556
Rail bond 25mm x 500mm long : 88/23906
Rail bond 25mm x 145mm long : 88/23907
Rail Bond 25mm x 1500mm long : 86/43511
T connector M12 : 55/9366
Track end connector : 20/3013
V Connector 2 x 25mm x 90mm long : 46/2183
8.4 Cembre
Cembre is a method by which a copper bush is expanded inside a 22mm hole,

65±2mm above the base of the rail, drilled into the rail web. A bolt is then
passed through the copper bush and is used to fix a cable lug to the rail. The
copper bush shall be inserted and expanded a soon as the hole has been
drilled. If this is not practicable, the hole shall be given a protective coating of
jointing paste at the time of drilling and thoroughly cleaned, in the same
manner a described for pin drive fittings when the bush is fitted. Refer to
section 8.6

Issue 2
Page J10 of 28
Cembre Parts Catalogue No.
Rail lead installation kit (M12 steel screw with hollow : 86/017025
hex. head, flat steel washer & self locking nut)
Copper bush for 22mm dia. hole : 86/017026
Expansion plunger. Calibrated high tensile steel : 86/017027
Hydraulic tool with hand pump c/w carrying case : 86/017028
Go/No Go gauge for checking 22mm rail hole : 86/017029
To ensure that the drilled hole is the correct size a gauge is used as detailed
below and shown in Figure J5 :
a) Insert the Go/No Go gauge into the hole.
b) The hole may be used only if the green part passes through and the red
part does not.
c) If the red part passes through, redrill a hole in a different position.
d) The inside of existing holes shall be thoroughly cleaned and bright.
Green (No GO Column)

22 Dia
Red (No GO Column)
GO / No GO Column 65+2
Figure J5
Once the drilled hole has passed the gauging test the following procedure is
used to expand the copper bush :
Refer to Figure J6.

a) Insert the copper bush (Item A) into the rail web.
b) Insert the calibrated plunger (Item B) on bush flange side, ensuring
threaded end projects through to the other side.
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Issue 2
Page J11 of 28
c) Depress the tool pressure discharge lever (Item C) to ensure the piston is
fully retracted.
d) Insert the calibrated plunger (Item B) into threaded housing of either tool
seating (Item D) by using gauge (Item E) located on hexagon end of item
B.
e) Pump until the calibrated plunger is completely through.
Running Edge
D A B E
C D
Figure J6
With reference to Figure J7, the general assembly procedure of the connector
is as follows:
a) Insert the hollow hexagonal headed stud into the copper bush so that the
thread projects from the bush flange side (this will usually be into the four
foot).
b) The stud head will surround the projecting part of the bush without
touching it. Locate lug onto the stud, add washer and lock nut, then
tighten to 60Nm torque.
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Issue 2
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Running Edge
Type AR 60-3 Steel Stud With

Hollow Hex Head (M12)
M12 Washer
Self Locking Nut
Cable Lug
Figure J7
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Figure J8 shows a typical bonding arrangement.
240 76
These dimensions are only
typical. Refer to Layout Drawing
for individual situations.
65+2
NOTE;
Self locking Nut (supplied)to be
Tightened to a torque of 60 Nm.
Figure J8
8.5 Aluminio-Thermic Welding
Thermic welding is a method of fixing threaded pins to the rail by means of a

thermo-chemical reaction. It can be used for traction bonding in both a.c. and
d.c. traction areas.
Two types of studs are available:

Issue 2
Page J13 of 28
1/
2” x 7/8”
fully threaded stud, complete with nut and washers
: Available from ERICO
5/ ” stud with nut, spring washer and flat washer
8 : 46/19800
Note (1): Aluminio-thermic welding is also referred to as Cadweld and

Thermoweld.
Note (2): Any person engaged in these operations must hold a Certificate
of Competency for the task to be undertaken.
8.6 Pin Drive
This method shall be used only where pin braze or Cembre fittings cannot be
used.
A bimetal rail lug (Railway Catalogue No. 55/27614) provides an aluminium

barrel for crimping to aluminium cable and a copper lug for insertion into the
rail.
Where pin-drive lugs are used to make connections to the running rails, the
22mm holes are drilled 65±2mm above the base of the rail, by permanent way
engineering staff. If the rail connection is not made at the time of drilling, the
hole is immediately given a coating of jointing paste (Railway Catalogue No.
7/026200) to minimise the risk of a high resistance connection due to
corrosion.
The connection is made as follows:
Before the lug is inserted in the rail, it is cleaned of all existing jointing paste
and all contact surfaces shall be clean, bright, brushed with a circular wire
brush (Railway Catalogue No. 5/4266) and re-coated with a uniform layer of
jointing paste (Railway Catalogue No. 7/026200).
The lug is secured to the rail by means of the rail lug bond pin, refer to Figure
J9. Pin size No.1 (Railway Catalogue No. 55/27860) , is driven in with a
hammer and is used for the first installation. Pin size No. 2 (Railway Catalogue
No. 55/27862) is used for subsequent installations of a lug. Pin size No.3
(Railway Catalogue No. 55/27863) shall be used only when the rail hole is
oversize, e.g. 7/8” rather than 22mm. After installation, surplus jointing paste
shall be wiped off.
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Issue 2
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All rail lug connections shall be inspected after installation to ensure that the
lug is tight and free from cracks. Any cracked or loose connections are to be
remade.
41 ‘X’
28 0.13
2 x 45O
6R
Bond Pin Number Stamped Here Height 6
Figure J9 shows the rail lug bond pin.
Material: Steel to BS 970 Part 1. 070 M20
Bond Pin
No Diameter Catalogue No
1 14.5 86/044010
2 15.35 86/044009
3 16.15 86/044015
Figure J9
8.7 The Preformed Moulded Rubber Connector
The rail shall have previously been fitted with two threaded studs by one of
the methods described in 8.2 to 8.4.
Secure the moulded connector onto the threaded studs using the self locking
nuts and washers, tightened to a torque of 13 Nm, as shown in Figure J10.
Ensure that the stud protrudes at least one full turn through the nut. As the
insert is now recessed in the moulding, it is necessary to fit a nut on the stud
before the termination is applied, to ensure good contact and prevent the
insert being pulled through the moulding when the outer nut is tightened.
Fit the flange clip over the cable and push the clip onto the foot of the rail.
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Issue 2
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Flange Clip, 6.5mm BRS-SM 849 (1) : 86/43489
Moulded Flexible TC Lead 2.5mm² to GK/RT0301

3.0 metres : 86/44022
4.5 metres : 86/44023
6.5 metres : 86/44024
8.0 metres : 86/44025
30.0 metres : 86/44026
Cable Termination Label 76mm
B (1)
TCABR
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Flange Clip
Taper Pin
Stainless Steel
Washer
Stainless Steel
Locking Nut
Figure J10
8.8 The “L” Plate Connector
“L” Plate connectors are used only where preformed cables are inappropriate.
The rail is drilled in accordance with Figure J11.

Issue 2
Page J16 of 28
Track circuit rail connection kit : 86/44019
Comprising:
Pin, taper, BRS-SM 411, 55mm long (2) : 86/44013
Nut, self locking, stainless steel, M6 (2) : 03/179995
Washer, stainless steel, M6 (4) : 03/190825
Nut, stainless steel, M6 (2) : 03/175013
Plate, BRS-SM 848 (1) : 86/43488
Terminal, crimped, black sleeve, M6 (1) : 54/119568
Flange clip, 6.5mm, BRS-SM 849 (1) : 86/43489
Tube, heat shrinkable, 55mm long (1) : 55/120989
Flange clips may also be obtained for larger cable sizes:
Flange clip, 15mm, BRS-SM 849 (2) : 86/43498

for Aster and TI.21 Track Circuits
Flange clip, 23mm, BRS-SM 849 (3) : 86/43499

for Inductive Loop Reed Track Circuits
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Issue 2
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Cable Termination Label

76mm
B (1)
TCABR
`L' Plate Heat Shrink Sleeve
Stainless Steel
Washer & Nut
Flange
Clip
Stainless Steel
Washer & Locking Nut
Figure J11
The rail should have previously been fitted with two threaded studs by one of
the methods described in 8.2 to 8.4.
Fit a washer and nut to each threaded stud and tighten to a torque of 13 Nm.
Strip back 20mm of the outer sheath of the 2.5mm²(f) cable, followed by 8 to
9mm of the inner sheath to expose the conductor.
Slide the crimp terminal onto the cable and crimp it. Ensure that the crimping
tool is the correct size, and matches the crimp terminal being used. The kit
currently contains an AMP PIDG 6mm terminal, for which a yellow/black
handled AMP tool (59239-4) must be used.
Slide the heat-shrink sleeve onto the “L” plate and thread the cable through
the sleeve until the eye of the crimp is over the end hole of the ‘‘L’’ plate.
Move the heat-shrink sleeve until the entire stripped length of the cable is
covered by the sleeve without restricting the securing hole.
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Issue 2
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Apply heat to the heat-shrink sleeve. Before heating, the sleeve is 55mm long,
and reduces to about 50mm when it is fully heat-shrunk onto the cable and
the plate.
Place the “L” plate assembly onto the threaded studs and secure using the
remaining washers and the self locking nuts, tightened to a torque of 13 Nm.
Fit the flange clip over the cable and push the clip onto the rail.
9 TRACK CIRCUIT DISCONNECTION BOX
The typical arrangement of the track circuit disconnection box is shown in

Figure J12. It is mounted on a stake using two M8 studs (supplied with the
box) and comprises a moulded rubber back with a slide-on metal cover which
can be padlocked using the standard RKB221 padlock. Provision is made to
securely clamp both the lineside apparatus housing tail cables and track lead
cables in the base of the box. A longer stake is available for use where ground
conditions are poor.
Stake (Angle), 760mm long, to BRS-SM 104/13 : 86/10751

Stake (Angle), 1070mm long to BRS-SM 104/11 : 86/88250
Track Circuit Disconnection Box : 86/43877
The termination for each track circuit comprises a four way 2BA link block.
The various cables shall be terminated as shown in Figure J13 (this enables the
individual track leads of duplicated arrangements to be disconnected/tested
separately).
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Issue 2
Page J19 of 28
Figure J12
Note 1: Only one track circuit is allowed in a Disconnection Box and hence
double track circuit boxes are not to be used.
Note 2: Separate tail cables must be provided for each track circuit end.
Note 3: Disconnection Boxes shall be mounted in a permanent Green Zone

as defined in GO/RT3000.
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Tail
Cable
To
Lineside
Apparatus
Housing
Rail 2 Rail 2 Rail 1 Rail 1
Duplicate Lead Lead Duplicate
Track Track
Cable Cable
Figure J13
10 ARRANGEMENT OF TRACK LEAD RAIL CONNECTIONS

(EXCEPT JOINTLESS)
Figure J14 and Figure J15 show typical arrangements of rail connections either
side of an insulated joint. Figure J14 uses 90mm diameter orange pipe and is
the preferred arrangement, except where the pipe is unable to be threaded
under the rail, (e.g. tunnels and other areas of restricted use). Figure J15
shows the alternative method where the cables are clipped to the top of the
sleepers.
In both cases, duplicated single core 2.5mm²(f) flexible cable, fitted with
moulded rubber connectors, is the preferred arrangement to be used
between the disconnection box and the rail. It is terminated on the four foot
side of the rail.
Under no circumstances shall the track leads of different track circuits share a
common rail connection.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Note Combining two track circuits into one 4 core cable is not
permitted.
If required, in order to avoid vandalism, the disconnection box can be

replaced by a heat-shrink jointing kit.

Issue 2
Page J21 of 28
Track lead arrangements for jointless track circuits are described in the
relevant section dealing with the particular design.
IRJ
A C w Y
Traction Return Bond
B D X Z
IRJ
Dis On non-electrified lines the first bay

Dis
Box to be left clear Box
Cable Route
Figure J14
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Issue 2
Page J22 of 28
IRJ
A C W Y
Traction Return Bond
B D X Z
IRJ
Dis On non-electrified lines the first bay Dis

Box to be left clear Box
Cable Route
Figure J15
Pipe, Medium Density, Orange,

6 metres x 90mm : 86/44141
Clip, Pipe for 90mm o/d pipe : 86/44140
Fastaway Clip, 6.5mm for 2.5mm²(f) cable : 86/43489
Moulded Flexible TC Lead 2.5mm²(f):

3.0 metre : 86/44022
4.5 metre : 86/44023
6.5 metre : 86/44024
8.0 metre : 86/44025
30.0 metre : 86/44026
Disconnection Box for Track Circuit : 86/43877

Stake for Disconnection Box 760mm Long : 86/10751
Stake for Disconnection Box 1070mm Long : 86/10751
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Issue 2
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Cable Joint Kit, 1 x 2.5mm²(f) single to

1 x 2.5mm² single : 54/15875
1 x 2.5mm² two core : 54/15873
1 x 2.5mm² single : 54/36101
1 x 2.5mm² two core : 54/36102
11 FISHPLATE BONDING
The method and components described in this section are to be used to

improve the reliability of the electrical connection between pieces of rail
which are already in casual electrical contact by virtue of their construction.
Whilst the most obvious item in this category is the non-insulated fishplate
type rail joint on all non electrified and a.c. electrified lines, this method of
bonding extends to elements of S&C, such as crossings, wing rails etc, where
the components are also bolted together without intervening insulation.
On d.c. or dual a.c./d.c. electrified lines, it is to be used on the insulated rail

only of single rail track circuits.
11.1 Standard Fishplate Arrangement
Two 7.2mm holes, 76mm apart, are drilled through the rail web in the first
sleeper bay each side of the joint. The holes shall be 57 ±2mm above the base
of the rail. The bonds shall generally be fitted on the four foot side of the rail
using channel pins and run close to the base of the rail, as shown in Figure J16.
The short exposed end of the bond shall be folded flat and hammered against
the rail. Bonds shall not be threaded through the fishplates or rail fastenings.
In areas prone to vandalism the bonds may be passed under the rail so that
they are less vulnerable; when this is done one end of each bond is attached to
the inside of the rail and the other end to the outside. However, bonds shall
not be passed to the outside of the rail if there is a conductor rail on that side.
Bond, solid steel, galvanised, 4.29mm x 1670mm : 86/44149

Channel Pin to BRS-SE33 : 86/44012
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Issue 2
Page J24 of 28
76
535
535
76
B
A
B
A
Running Edge
Channel Pin 7.2mm DIA. Hole
Bond
57 ± 2mm
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Figure J16
11.2 Standard S&C Arrangements
11.2.1 Switch/Stock Rail
Switch Rail
Stock Rail
Figure J17

Issue 2
Page J25 of 28
11.2.2 Acute Fabricated Crossing
* *
Parallel Wing Extension
Figure J18
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
If a parallel wing is fitted, holes marked * shall have bond leads fitted prior to
assembly of vee and before the parallel wing is attached. The leads shall be
tied along the rail to prevent damage in transit.
11.2.3 Obtuse Fabricated Crossing
Figure J19
11.3 Fishplates in Concrete Bearer Pointwork
Rail to rail fishplate bonding in concrete bearer S&C shall be achieved using
the same techniques as specified for Standard Jumper Bonding.
11.4 Redundant Insulated Rail Joints
Where redundant insulated rail joints cannot be avoided:

a) In d.c. traction areas, the installation of all temporary bonds across IRJs
which will carry traction return current shall be arranged to traction
standards. If the bond is to carry track circuit currents only, galvanised
iron (GI) bonds may be fitted.

Issue 2
Page J26 of 28
b) In a.c. traction areas, if either side of an IRJ is a traction return rail, the
installation of the temporary bond shall be arranged to traction standards,
but if both sides of the IRJ are insulated rails then standard fishplate bonds
may be used as a temporary measure.
c) In non electrified areas, ordinary bonds shall be used.
12 JUMPER BONDING
This section describes the components and installation of jumper bonds

designed to carry track circuit currents only.
Bonding shall be installed in accordance with the bonding plan. The physical
routing of jumper cables is not precisely depicted on the plan and may be subject
to site conditions, but shall be arranged so that the bonds are as short as
practicable.
All jumper cables shall be laid across the track in a manner that minimises
damage from on track machines.
12.1 Standard Jumper Bonding
This arrangement shall be used on non electrified lines and on the insulated
rail only of d.c. or dual a.c./d.c. electrified lines. It shall not be used for yellow
bonding purposes.
Standard jumper bonding uses the same single core cable as used for track
terminations (RT/E/PS/00005 Type C1 2.5mm²(f)) terminated in the rail web,
using either the “L” Plate connector or preformed moulded rubber
connector.
For cable lengths and catalogue numbers see section 10.
12.2 Yellow Standard Bonding
Where the bonding plan shows yellow bonding between rail sections, fishplate
bonds shall be installed and maintained to a high degree of integrity at all rail
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
joints within the rail sections. Fishplate bonds include the standard bonding at
S&C shown in Figures J17 to J19. Fishplate bonds are not yellow bonds and
are not shown on bonding plans.
Yellow bonds shall generally run at right angles to the track to be as short as
practicable, and ideally at least 20m from another yellow bond so as to avoid
common mechanical damage.

Issue 2
Page J27 of 28
Yellow standard bonding uses RT/E/PS/00005, 35mm² cable, identified with a

yellow sheath or a yellow sleeve at the termination. The bonds are supplied in
various lengths with a moulded rubber connector to specification GK/RT0301,
for connection to the rail at one end and unterminated at the other. Yellow
bonds shall not generally be installed less than 20m apart.
Moulded Flexible TC Lead 35mm²:

3.0 metre : 86/44155
4.5 metre : 86/44154
6.5 metre : 86/44153
8.0 metre : 86/44152
30.0 metre : 86/44151
Jointing Kit For Moulded Flexible TC

Lead 35mm² : 54/037092
13 HIGH VOLTAGES
Fix warning signs (Figure E21) to all exposed track circuit capacitors and to
the outside of lineside apparatus housings containing high voltage track circuit
equipment.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Safety sign, yellow triangle

“caution risk of electric shock”,
50mm wide : 56/144135

100mm wide : 56/144111

150mm wide : 56/144130

Issue 2
Page J28 of 28

“caution risk of electric shock”
plastic laminate 300mm x 300mm : 56/144611
Figure E21
14 LINESIDE APPARATUS HOUSING WIRING
For general wiring procedures the Signalling Installation Handbook shall be

consulted. Refer to the appropriate Product Specifications for special cases.
14.1 Protection of Terminals
Terminals in lineside apparatus housings, dis. boxes, etc and impedance bond
terminal boxes shall be corrosion proofed using Valvoline Tectyl 506
(Catalogue No. 7/58553) as soon as wiring and testing are complete.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
Valvoline shall not be applied to capacitor adjusting slides, fuse clips or end
caps, or the windings of wire-wound resistors.

Issue 2
Page K1 of 4
PART K TRACK CIRCUIT TESTING AND

COMMISSIONING SPECIFICATION
This Specification details the general requirements for testing and

commissioning. Reference shall also be made to the Testing & Commissioning
Part of the Product Specification for the particular track circuit design
involved.
1 TESTING STANDARDS
The requirements for testing and commissioning of track circuits are detailed
in the following Standards:
RT/E/G/11730 Signalling Works Testing Handbook
RT/E/S/11221 Signalling Works Testing
RT/E/C/11721 Code of Practice for Implementation of Control Table

Testing Principles Test and Signal Aspect Test, and
Functional Test of Points
RT/E/C/11722 Code of Practice: Good Practice Test Certificates and

Related Forms
RT/E/G/11740 Signalling Maintenance Testing Handbook
RT/E/S/21131 Signalling Maintenance Testing (formerly GK/RT0231)
RT/E/C/11729 Maintenance and Missing Equipment Test Plans

(formerly GK/RC0729)
RT/E/C/11731 Signalling Failure Investigation (formerly GK/RC0731)
Details of available instrumentation and its uses are given in Part M,

Maintenance Specification.
2 HIGH VOLTAGES
Ensure that warning signs (Figure E21) are fixed to all exposed track circuit
capacitors and to the outside of lineside apparatus housings containing high
voltage track circuit equipment.
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Similarly, in electrified areas, all warning labels as required by the bonding plan
and other safety labelling described in this document shall be fitted before the
commissioning of the traction system.
Details of the warning signs can be found in Part J, section 13.
3 LINESIDE APPARATUS HOUSING INSPECTION
Check that:
a) All track equipment is of the correct type, as specified in the wiring
diagrams, and that applicable pin code configurations are correct.
b) All equipment is correctly labelled.
c) There are no prohibited combinations of adjoining or parallel types of
track circuits.
d) There are no prohibited track circuit equipment combinations.
e) A wire count is carried out on all terminations, and the wiring proved
correct.
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
4 BONDING INSPECTION
Check that:
a) The physical positions of all IRJs or track ends are correct, especially
those defining overlaps or clearance points.
b) The physical stagger between nominally opposite IRJs does not exceed
the permissible dimensions, and that no sub-section of the track circuit is
shorter than the permitted minimum.
c) All rail bonds, rail jumpers, traction bonds, track circuit interrupters and
track feed/relay cables are in accordance with the bonding plan and
scheme plan, and are secure.
In electrified areas, track circuits shall not be brought into use until all
impedance bonds and negative return current connections are securely fitted
according to bonding plans. It is important to recognise that the operation of
the track circuit is dependent upon the integrity of the traction return
bonding. It is therefore important that attention is given to the testing of
traction return bonding.

Issue 2
Page K3 of 4
5 IRJ INSPECTION
5.1 Testing of IRJs
IRJs shall be visually checked for indications of insulation deterioration, general

condition and rail burring over the insulation.
If an IRJ is suspect, a possession of the track circuits concerned shall be

obtained and the IRJ tested for insulation break-down with the track circuits
taken out of service. The metallic components of the IRJ being tested shall be
cleaned to allow a good electrical contact with the test leads. If the insulation
resistance between either plate and rail is less than 2kΩ (measured at, say,
50V to 250V), the joint is likely to fail or has partially failed and requires
attention.
To test the end post insulation, the voltage should be measured across the rail
heads. If there is a voltage between them (the value being dependent on the
type of track circuit), the IRJ end post can be considered to be serviceable, but
--`,,,,`,,`,`,`,,````,,,,,```,`-`-`,,`,,`,`,,`---
if no voltage appears, an end post failure can be assumed.
The engineering supervisor shall be notified of any failure, so that

arrangements can be made with the permanent way organisation to replace
the faulty IRJ.
In the case of d.c. track circuits, IRJs may be tested with the track circuits in
service under certain conditions. This procedure is described in
RT/E/PS/11755.
5.2 Prefabricated IRJs
Edilon and similar prefabricated IRJs must be tested with a 50V insulation
tester (or one that will measure at, say, 250V) prior to installation in the track,
taking care that the IRJ assembly is not in contact with any conducting surface.
Test:
a) Between the two rails.
b) Between both fishplates and the two rails.
c) Between each bolt and the two rails.
The minimum acceptable reading is 500kΩ.

Issue 2
Page K4 of 4
6 PERFORMANCE TEST
a) The track circuit shall be energised and adjusted in accordance with the
relevant Product Specification. If difficulties are experienced, refer to Part
P, Fault Finding Procedures.
b) Ensure that the polarity/phase is correct and that the correct electrical
stagger is achieved.
c) Track circuit interrupters must be tested by disconnection.
d) Ensure that all adjoining track circuits are energised. Remove the feed
links of the track circuit under test to check that only the correct track
relay or relays respond. Check that any remaining extraneous voltage on
the track relay does not exceed that permitted for the particular track
circuit design (see the Testing & Commissioning Part in the appropriate
Product Specification).
e) Set the shunt box to the minimum permitted drop shunt value, and apply
sequentially at all extremities and at selected places within any S&C, to
prove the functionality of the track circuit bonding; the correct track
relay must be seen to drop each time. For jointless track circuits, prove
that the theoretical extremities are the actual extremities.
f) Carry out a correspondence test between the rails of each track circuit
and any indications or to the final TPR, where no indications are provided.
A track circuit must not be commissioned until the person in charge of S&T
work is satisfied that the rail surface is sufficiently free of rust and other
contamination to ensure correct shunting.
7 CONDUCTOR RAIL PROTECTIVE BOARDING
Protection boarding or conductor rail shrouds, as detailed in Part C, section

2.6, shall be arranged to be fitted before the commissioning of the traction
system.
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PART L OPERATING SPECIFICATION
1 NORMAL OPERATION
In normal operation, train detection systems shall operate automatically and

detect all vehicles authorised to operate over them.
However, GK/RT0011 requires special operating procedures to be used in the

following circumstances:
Circumstances Procedure
Failure of a TCA on a fitted train GO/RT3000, section H(ii)
Failure of a TCA on a fitted on-track machine GO/RT3000, section Q(i)
Occasional movements of vehicles not capable of reliably to be individually authorised
operating the train detection system, or under test by Infrastructure Controller
Regular movements of vehicles not capable of reliably not permitted
operating the train detection system
Movement of a self-propelled on-track machine not capable GO/RT3062, section 50
of reliably operating the train detection system
Movement of such a self-propelled on-track machine within GO/RT3000, section Q(i)
a train of reliably detectable vehicles
Vehicle being used within a possession GO/RT3000, section T(iii)
Seasonal leaf-fall contamination GO/RT3208
2 EMERGENCY/FAILURE OPERATION
2.1 Release of Controls
In the event of a track section failure, the signaller may request a release
under GO/RT3000, section E, in the following circumstances:
• when points are locked by a failed track section,
• when a signal route is locked by a failed track section,
• when a track section is occupied by engineering work.
The procedure to be followed is given in RT/E/S/11231, Part C, Appendix D.
The technical requirements for sealed releases to ensure the integrity of the
interlocking are given in RT/E/C/11600, Part F, section 5.8.
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2.2 Temporary Approach Control
Under signalling failure or abnormal operating conditions, it shall be possible,

by operating a Temporary Approach Control facility in the interlocking
associated with a controlled signal, to invoke an approach track section
occupied release on the signal and so reduce the speed of approaching trains.
This may be achieved either on an electronic terminal, or by removing a link

which brings the track occupied control into the signal relay circuit, as
appropriate to the type of interlocking, as described in RT/E/C/11600, Part F,
section 3.11.7.
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2.3 Resetting and Restoration
Following maintenance or failure of a train detection system, it may be

necessary to apply the requirements of GK/RT0027 in resetting and restoring
the system to use.
This is applicable to train detection systems associated with:

• axle counters (see GK/RC0527),
• track circuit interrupters (see RT/E/PS/11764),
• one train working without staff, and
• tokenless block.

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PART M TRACK CIRCUIT MAINTENANCE

SPECIFICATION
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1 INTRODUCTION
This Specification describes the requirements for maintenance and fault finding
on track circuit equipment. Refer also to the Maintenance Codes of Practice.
Procedures specific to a particular design of track circuit are given in the

relevant Product Specification.
Track circuit maintenance can be classified into the following activities:

a) Routine Examination.
b) Drop Shunt Test.
c) Full Test.
2 ROUTINE EXAMINATION
The objective of the examination is to find/remove potential failures and to

ensure that, as far as practicable, the track circuit will function satisfactorily
until the next examination. The examination is mainly visual and can be
undertaken without any need for possession of the track circuit.
Any obstructions or conditions likely to prove detrimental to the reliability of

the track circuit must be dealt with as soon as practicable.
Specific attention must be given to the examination of the following:

a) Track cables and jumper cables, their connection to the rail and clearance
when passing under other rails.
b) Fishplate type bonding, including traction return bonding where provided.
c) Impedance bonds and connections where provided.
d) Metallic and other conductive debris around insulations and rails.
e) Point rodding, signal wires etc, touching or liable to touch either rail.
f) Insulation deterioration and rail burring over insulations.
g) Rust or other rail contaminants on the surface of the rails.

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Page M2 of 5
The relay voltage shall be checked and compared with the entries on the
Track Circuit Record Card. Where the value is significantly different from
previously recorded values under similar weather conditions, a full test shall
be conducted.
2.1 Maintenance and Inspection of Bonding
Bonding shall be inspected to verify that it accords with the bonding plan.
Yellow bonds are recognised as being robust cables with a thin insulation
marked in yellow to assist routine visual inspection and minimise the risk of
undetected damage. The infrastructure controller shall make arrangements
for the immediate repair of any damaged yellow bond (or red bond).
The infrastructure controller shall make arrangements for yellow and red
markings to remain visible and not be obscured by other markings or paint.
If three or more yellow bonds connected to the same rail section are found to be
damaged, emergency arrangements shall be made to protect the integrity of
the signalling system.
In electrified areas, the requirements and responsibilities for maintenance and

inspection of bonding are laid down in the following standards:
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EHQ/PR/S/002 Procedure for the Disconnection of "Yellow" Bonds or

Action when Reported Broken or Disconnected on
A.C. Electrified Lines
EHQ/PR/S/134 Procedure to be Followed when a Return Conductor,
Return Conductor to Rail Connection or Other "Red"
Bonds are Reported Broken or Disconnected
RT/E/S/21015 Maintenance of Negative Traction Cables and Bonding
for D.C. Conductor Rail Systems
3 DROP SHUNT TEST
The commissioning drop shunt test is always carried out with the shunt box
connected between the rails at the relay end of the track circuit.
However, for routine drop shunt tests on d.c. or a.c. power frequency (50Hz -
831/3Hz) track circuits (other than auto-coupled impedance bond types), the
shunt box may be connected across the track circuit relay links in the lineside
apparatus housing. The value of drop shunt obtained at the lineside apparatus
housing will usually be higher than that obtained at the rails, the resistance of
the relay end track leads being the most significant factor.

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It is only permissible to undertake drop shunt tests at the track circuit relay
links in the lineside apparatus housing. where comparative shunts have
previously been carried out both at the rails and at the lineside apparatus
housing, and the two values are endorsed on the record card. It is then
possible to judge any value obtained at the lineside apparatus housing relative
to its theoretical rail equivalent. Where such a theoretical value can be seen
to approach the minimum acceptable, the test shall be verified at the rails.
The procedure for carrying out a drop shunt test is detailed in Part F 3.2.
A variation in the drop shunt value may be caused by variations in equipment

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performance, or by expected variations in environmental conditions, with the

drop shunt reaching the upper end of its range in wet weather and the lower
end in dry weather.
If the drop shunt exceeds the maximum value for the track circuit (see the
appropriate Product Specification), it is likely that the track circuit is being
shunted by poor ballast or debris. The track circuit shall be examined for
these faults. If it appears to be in good physical condition, the track circuit
equipment should be regarded as failed and the cause of the failure
investigated through the fault finding procedure (see the appropriate Product
Specification).
If the drop shunt is lower than the minimum value for the track circuit (see
the appropriate Product Specification), there has been an unexpected
equipment failure. The engineering supervisor is to be informed, and
immediate investigations undertaken to ascertain the cause of the low drop
shunt value.
4 FULL TEST
The full test must be applied whenever alterations are made (e.g. relaying,
lead/jumper renewal, equipment replacement, adjustment, etc). The full test
comprises the following:
a) Carry out a Routine Examination.
b) At the feed end, measure and record the voltages, currents and other
parameters as required on the front of the record card. Any adjustments
required must be in accordance with the relevant Product Specification
for the type of track circuit under test.
c) At the relay end, with the track circuit clear, measure and record the
voltages, currents and other parameters required and enter on the front
of the record card.

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Page M4 of 5
d) Perform a drop shunt test with the shunt box across the rails at the relay
end and enter details on the record card. Where the track circuit is of a
type able to be routine shunted at the relay links in the lineside apparatus
housing, perform a second drop shunt test at this position and endorse
the record card with that value.
e) Set the shunt box to the minimum for that track circuit and connect
across the rails at all extremities of the track circuit, confirming that the
track circuit occupies on each occasion. This test must obtain
simultaneous track circuit occupation where an overlapping section
exists.
5 CODES OF PRACTICE
Further details of track circuit maintenance are detailed in the following

Codes of Practice:
5.1 Maintenance Testing Codes of Practice
RT/E/G/11740 Signalling Maintenance Testing Handbook

(formerly GK/RC0729)
5.2 Maintenance Testing Schedules
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AX01 Replace an Axle Counter Evaluator Card
AX02 Replace an Axle Counter Head or Lineside Evaluator
TC01 Replace Plug-In Track Circuit Equipment
TC02 Replace Track Circuit Equipment
TC04 Replace Trackside Track Circuit Unit
TC05 Replace a Track Circuit Interrupter
TC06 Replace an Impedance Bond
TC07 Replace a Track Loop

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TQ01 Replace a Treadle
5.3 Maintenance Codes of Practice
RT/E/C/02104 Enhanced Maintenance for Track Circuit

Systems
RT/E/C/11552 Signalling Maintenance Specifications Contents
TC01 Track Circuit General Procedure
TC05 Track Circuit, Reed Type RT
TC11 Track Circuit, Aster 1 Watt
TC12 Track Circuit, Aster U Type/SF15 Type
TC26 Track Circuit, FS2600
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PART N INSTRUMENTATION
This section gives details of the tools and instrumentation available for general
use on track circuits.
Instruments designed to be used with particular designs of track circuit can be

found in the relevant Product Specification.
1 MULTIMETERS
In general, both analogue and digital multimeters can be used when testing
track circuits.
Analogue Meters:
Lineman’s AVO HD6 : 86/11001

(No longer available)
Digital Meters:
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Megger Instruments M2006 : 40/56003
Carrying Case : 40/56016
Test Lead Kit : 40/17758
Digital meters will usually require a loading resistor of 150kΩ (Catalogue No.
86/11041) fitted to the meter to ensure that a load current is drawn when
used on voltage tests.
2 UNIVERSAL SHUNT BOX
Various designs of track circuit shunt box have been produced over the years,
some early designs being incapable of coping with the power dissipation
requirements when shunting higher powered track circuits. The only design
described in this document is the current standard design, which is suitable for
use on all track circuit designs (Figure N1).
Universal Track Circuit Shunt Box : 40/5450)

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Page N2 of 9
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Figure N1
The shunt box has two resistance selection dials: 0 - 9Ω and 0 - 0.9Ω which
are additive to give a combined range of 0 - 9.9Ω in 0.1Ω steps. In order to
avoid overheating when left connected, the selected resistance is only placed
between the test leads when the button is pressed.
The unit comes complete with connecting leads fitted with 4mm plugs, and
with two rail clamps for making attachment to the rail foot. These clamps
have upper and lower contact points and shall be attached to a section of
cleaned rail foot without over tightening. The contact points shall be replaced
if they become blunt.
2.1 Drop Shunt Test
Test:
1 Connect the shunt box across the rails at the relay end of the track circuit.
2 To ensure that the clamps make a good electrical contact with the rails,
connect a voltmeter between the rail heads. With zero ohms set on the
shunt box and the button or switch operated, ensure the rail to rail voltage
falls to zero.
3 Set the shunt box to maximum resistance.
4 Whilst keeping the button depressed, steadily reduce the resistance value
until the track relay front contacts are fully open and remain open. The
value of drop shunt can then be read directly from the shunt box. The
following points shall be borne in mind:
a) Track circuits do not react instantly to changes in shunt value and time
shall be allowed for the relay to respond (2-3 seconds is adequate).

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Page N3 of 9
b) It is obviously impractical to start at 9.9Ω and reduce in 0.1Ω steps at

3 second intervals. Do a preliminary test by setting the 0 - 0.9Ω
selector to 0Ω and stepping down the 0 - 9Ω selector to identify the
approximate value. Set the 0 - 0.9Ω selector to 0.9Ω and step down
to obtain the exact value.
For example, if the relay drops at 1.0Ω on the preliminary test, the
actual value lies between 1.0Ω - 1.9Ω.
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2.2 Pick-up Shunt Test
Test:
1 Connect the shunt box as for the drop shunt test and set both resistance
selector switches to 0Ω..
2 Whilst keeping the button depressed, steadily increase the resistance value
until the track relay front contacts just close. The value of pick-up shunt
can then be read directly from the shunt box (as for the Drop Shunt Test,
similar techniques of delayed stepping and preliminary approximation shall
be used).
3 RAIL CLIP INSULATION TESTER
The vast majority of concrete sleepered track comprises a resilient insulating

pad between the underside of the rail and the sleeper, with the rail secured on
each side by a clip bearing on the rail foot. Insulation is maintained by plastic
pads between the clip and the rail foot.
Vibration causes the clip to wear through the pad, putting the rail in electrical
contact with the concrete, which degrades the ballast resistance, and, if the
track circuit is d.c. operated, may increase the levels of residual voltage. The
degradation occurs gradually and identification of the failed insulations can be
difficult.
The Rail Clip Insulation Tester, sometimes known as “PRIT” or “K9”, consists
of a unit with an extending handle, which can be rolled along the rail head (see
Figure N2). Metal brushes mounted on each side “sweep” the rail clips,
measuring the rail to clip insulation. Low values are indicated by an audible
alarm.
Rail Clip Insulation Tester : 40/17741

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3.1 Operation
In d.c. traction areas, the machine must not be used on the rail adjacent to the
conductor rail unless an isolation has been obtained. The brushes must be
fully retracted and the insulated brush guards fitted before lifting over
conductor rails.
Figure N2
3.2 Preparation
Set the brushes to the correct height.
The unit is equipped with “on/off” and “polarity change” switches on the
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chassis and “test” and “silence alarm” buttons on the handle.
Switch “on” and set the “polarity change” switch to +ve.
Press the “test” button, note the continuous alarm tone and then silence it by
pressing the “silence alarm” button.
If no alarm is given, or if the alarm sounds only when the “test” button is
depressed, the battery shall be replaced with type PP9 or equivalent and the
unit rechecked.
3.3 Use
Push the unit along the rail.

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Page N5 of 9
When an alarm is received, press the “silence alarm” button and check by re-
sweeping the suspect fastening. Turn the “change polarity” switch to -ve and
re-sweep: If an alarm is received, the clip is faulty; if there is no alarm, the clip
on the other rail is suspect.
The clip assembly shall then be plainly marked for attention by the permanent
way organisation.
The brush carriers can be raised/lowered to cater for flat or Pandrol type rail
clips by moving the brush carrier handle to its vertical position to release the
locking mechanism.
Care must be taken to ensure that the rollers of the unit do not straddle any
IRJs, causing “flicking” of adjacent track circuits.
4 TRACK CIRCUIT FAULT DETECTOR
Short circuits between the rails can be difficult to locate, since, except for
audio frequency types, the short circuit results in an identical drop in rail
voltage along the length of the track circuit and gives no clue as to its physical
location. Without the Track Circuit Fault Detector, it would often be
necessary to sub-divide the trackwork to locate the faulty section.
The detector is designed to be used on the trackwork of a track circuit where

the feed and relay have been disconnected. It consists of two portable battery
powered units: a transmitter and a receiver.
Transmitter This is housed in a box incorporating an “on/off” switch and

an LED indication. Yellow leads with clips are provided to
connect the unit across the rails or lineside apparatus housing
links. It is battery powered and outputs an intermittent high
frequency voltage.
Receiver This is housed in a box incorporating an “on/off” switch and

an LED indication. It is battery powered and incorporates an
internal aerial, amplifier and loudspeaker. When the receiver
detects a signal from the transmitter it outputs an audible
tone.
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Before commencing to test the bonding of a track circuit, the track circuit
fault detector shall be checked as follows:
a) The transmitter leads shall be connected together and the transmitter
switched on.

Issue 2
Page N6 of 9
b) The receiver shall then be switched on and held near the transmitter
leads; an audible tone should be heard emitting from the receiver (this
simple test will prove that the fault detector is working correctly).
c) The feed and relay ends of the track circuit under test shall be
disconnected. With jointless track circuits, the track circuits either side
of the track circuit under test shall also be shorted out.
d) The transmitter shall then be connected across the rails at the feed end
and switched on. The receiver is switched on and held near the rail; an
audible tone should be heard emitting from the receiver. No tone may
indicate a bad connection to the rails. If the rail connections are good,
the fault is an open circuit, which may be found in the conventional
manner. If an audible tone is heard, the receiver should then be carried
along the track near to the rail and when the receiver passes the short
circuit, a distinct drop in the volume of the tone will be noted.
e) With audio frequency track circuits it may not be necessary to disconnect
the feed, as the receiver will detect the steady tone of the feed frequency
until the short circuit is passed. If this method does not prove successful,
the transmitter should be used in the conventional manner.
f) The rail impedance limits the useful range of the device (as measured
from the transmitter). Where this occurs, the transmitter is simply
moved to another position within the track circuit and the test repeated.
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5 DOUBLE MILLIVOLTMETER FOR USE IN D.C. ELECTRIFIED

AREAS
Figure N3
Figure N3 shows the double millivoltmeter, which comprises the following:

• A unit fitted with twin centre-zero millivoltmeters controlled by a common
selector switch for 5, 25 or 100mV ranges.
• Two pairs of 4m leads with sleeving bonds attached at ½m spacing to
enable a 1m test length of rail to be measured when making balance tests.
• Four rail flange clamps, having upper and lower contact points (do not over
tighten).
• Two test prods for checking cable, lug or bolt connections where clamps
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cannot be attached.
Tests rely on the ratios between the two meters contained within the unit,
therefore the instrument does not require calibration; it shall, however, be
checked in accordance with configuration procedures.
If a double millivoltmeter is not available, the tests may be carried out using a
pair of identical digital multimeters (e.g. Fluke 23) set to the d.c. mV range.

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5.1 Uses of the Millivoltmeter
Since the traction return system is connected to give the maximum number of
parallel traction current return paths, the current passed by any rail or cable
should rise and fall gradually when trains are running. By observing the
millivoltmeters in relation to train positions and the location of substations or
TP Huts, the meters should rise and fall when trains are under power.
Consequently, faults can be monitored in traction return networks at
locations remote from the one under test.
A sharp rise or fall in traction return can be due to a train passing over a fault
in the return system or one of the following:
• The driver operating the train controller, i.e. when the train starts away
from stationary.
• The train becoming gapped, i.e. when none of the train’s positive pick-up
shoes are in contact with a conductor rail at any instant. Note: Electric
locomotives are especially susceptible to this.
• The driver closing the train controller. (Usually accompanied by a loud
“pop” from the main circuit breaker situated on the power coaches.)
Thus, by observing two or three trains, a suspected traction return fault can
be confirmed. It will be noticed that immediately in front of a moving electric
train there is a “wave” of return current, which shall be ignored.
5.2 Connections
The instrument can be connected in a number of ways, each dependent on the

test being performed. See Part P, section 6, for details.
5.3 Operation
The equipment is designed to enable most tests to be made whilst standing

clear of the track, with the leads passing under the rails. Possession of a track
circuit is not required when using this instrument.
When connecting to rail flanges, side leads or centre plates, it is essential to

clear rust, corrosion or dirt from the contact area.
Before making any connections, ensure the selector switch is set to the
highest range. Insert the leads into the instrument first and then connect to
the test prods or rail clamps. This reduces the risk of interchanging the leads,
which would result in failure of the track circuit and damage to the
instrument.
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Never connect the instrument across either the traction or auxiliary coils of
impedance bonds or allow the connecting leads to come in contact with the
conductor rail, as this will result in serious damage to the instrument.
Do not connect the instrument where a check rail is present, as some current
will be carried in the check rail, resulting in false readings. Transfer the test to
a position where the check rail is discontinued or not present.
Note: All tests must be made when traction current is flowing.
5.4 Traction Return Current Values in Running Rails
An approximation of the value of traction return current flowing in running

rails can be deduced from the millivoltmeter readings. Since the resistance of
one metre of running rail is approximately 35µΩ (micro-ohms), dependent on
rail type, temperature, wear etc., a traction current of 1000A will produce a
volt drop of 35mV along one metre of rail. Therefore, the value of traction
current for other values of millivolts will be as in Figure N4:
Millivoltmeter Traction
Readings Current
5mV 143A
10mV 286A
25mV 714A
50mV 1429A
100mV 2857A
Figure N4
It must be borne in mind that this will be the current flowing in one rail only;
for a total value of current flowing in a double rail track circuit, the summation
of both rail currents must be used.
6 D.C. CLAMP AMMETER
This instrument is used for current measurement without disconnection of

the cable; it can be used for d.c. traction current measurement. The
instrument clips around the cable and the current measurement read directly
from the meter.
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PART P TRACK CIRCUIT FAULT FINDING

PROCEDURES
1 INTRODUCTION
These Procedures give a general outline to faults common to all types of track
circuits; faults caused by electric traction systems or peculiar to a particular
track circuit design are given in the appropriate Product Specification.
When clearing a fault, details of all readings and results shall be noted, to
establish a logical pattern of testing and adjustment. The track circuit record
card(s) shall always be investigated, as deteriorating readings during
maintenance can show the impending failure of a component.
When a fault has been located, the relevant tests carried out up to that point
shall be repeated, as, in the case of multiple simultaneous faults, one fault can
mask another.
Once a fault has been cleared, the track circuit must be fully tested prior to
restoration.
2 CATEGORIES OF FAILURE
Track circuit failures fall into the following categories:
Right Side: Indication shows occupied with no train in the

section.
Protected Wrong Side: Indication shows clear when a train is in the

section, but is caused by a failure of the
indication system only; the train is still
protected by the interlocking.
Unprotected Wrong Side: Track circuit or repeat relay fails to de-

energise when a train is in the section; the
train is no longer protected by the
interlocking.
The nature of the failure can be further categorised:
Permanent: Failure remains static.
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Intermittent: Failure is only apparent for short periods.
3 INTERMITTENT FAILURES
Intermittent faults are often the most difficult to solve, as the failure does not
usually remain static long enough to take all necessary readings and
observations. The following are possible causes dependent on circumstances:
Vibration Vibration caused by the passage of trains can

create intermittent high resistance in bonding
or intermittent short circuits between the
rails (i.e. the failure may remain after one
train but be cleared by a subsequent one).
Trains, or operation of other equipment such
as point machines, shall be observed on site
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or on the signaller’s diagram; If the failure
always occurs with a train at a particular point
or coincides with operation of other
equipment, that geographic site shall be fully
investigated.
Traction Interference This is usually associated with d.c. traction

railways and arises because of the high
currents necessary with the low supply
voltage. If a failure occurs with trains in
certain positions or during times of heavy
traffic, the traction return system should be
investigated.
Earth Faults Due to track circuits being very “earthy”,

especially during wet weather, trains at
certain positions on other lines may affect the
rail to rail voltage of a track circuit, causing
intermittent failures. An earth fault is usually
noticed with a second fault caused by a
defective continuity bond.
Broken Rails/Bonds These can cause intermittent continuity

problems.

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Page P3 of 12
4 RIGHT SIDE FAILURES
When called to a fault, it is first necessary to determine whether the cause lies
in the track circuit itself or its associated repeater circuits. This can be
resolved by proceeding directly to the relay end and examining the track relay
(having confirmed that the track is supposed to be clear !). This section is
concerned with fault location in the track circuit itself.
4.1 Types of Fault
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Since the various track circuits used have differing types of feed units, ranging
from a single d.c. cell to complex transmitters, the methods for checking these
different feed units are described in the appropriate Product Specifications.
If the transmitter or feed is found to be functioning correctly, it can then be

used to determine the general nature of the fault (i.e. short circuit or
disconnection). This can be done by taking voltage and current measurements
at the feed end as shown in Figure P1.
V
A
Feed
Remove Link For Current Measurement
Figure P1
A disconnection in the series bonding will:

a) Reduce the current being fed into the track circuit.
b) Reduce the voltage normally dropped across the feed impedance.
c) Increase the rail voltage at the feed end.
A short circuit will:

a) Increase the current fed into the track circuit.
b) Increase the voltage dropped across the feed impedance.

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Page P4 of 12
c) Reduce the rail voltage at the feed end.
4.2 Locating a Disconnection
The higher rail voltage can be measured at all positions along the track circuit
from the feed end up to the point of disconnection. On the relay side of the
disconnection the rail voltage will be very low. Fault location therefore entails
walking through and checking the rail voltage to identify the position of the
step change in value. The faulty bond etc, can be confirmed by measuring a
voltage across it.
4.3 Locating a Short Circuit
4.3.1 General
The extent of the change in feed end voltages and currents will depend upon
the type of track circuit and the physical position of the fault along the length
of the track circuit. Consult the relevant section concerned with the specific
type of track circuit, as appropriate. The general position is as follows:
a) At d.c. and power frequency a.c., the rail impedance is negligible, and
the resulting electrical circuit is constant, wherever the short circuit is
located within the track circuit. Thus, any voltage across the rails,
permitted by an imperfect short circuit, will be constant throughout the
length, giving no clue as to its physical position.
b) With audio frequencies and impulses, the rails have significant
impedance, and the effect of a short circuit will vary depending upon its
physical position. The closer it is to the feed end, the more it will
increase the feed current and decrease the rail voltage.
In either case, it is not practicable to precisely locate the short circuit by

simple observation of rail voltage along the track circuit. Other methods
available are as follows:
4.3.2 Visual Inspection and Provocation
This is particularly useful where track circuit equipment is not responsible.

Examples of such a fault include signal wire or point rods touching the rails,
and faulty insulation in point connections etc.
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Connect a meter across the rails and observe its reaction when the item of
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equipment is provoked (e.g. waggle the signal wire or stand on the rods,
having first ensured that they will not be operated). In the case of faulty
insulations, a hammer blow to the metalwork adjacent to the insulation will
often produce sharp changes of rail voltage. Alternatively, the insulation
should be carefully dismantled and reassembled.
4.3.3 Use of Track Circuit Fault Detector
The track circuit fault detector comprises a test signal transmitter and a
receiver, both units being self contained with their own battery power supply.
The detector is designed to be used on a track circuit whose feed has been
disconnected and replaced by the test transmitter. However, with audio
frequency track circuits, the transmitter may not be required, as the receiver
will detect the steady tone of the feed frequency.
A full description and details of operation are given in Part N, Instrumentation.
4.3.4 Subdivision of Track Circuit
This technique is particularly useful for track circuits in S&C where the
sections of the track circuit are pieced together with jumper cables. It can be
applied in other situations by removal of fishplates and associated bonds in
conjunction with the permanent way organisation.
Note: This technique must not be applied to a traction return

rail or jumper unless the work is under the direct control
of the electrification organisation.
Where the feed end test indicates a short circuit and a jumper part of the way
through the track circuit is subsequently disconnected, the effect on the feed
end will provide clues as to the location of the short circuit. If the short
circuit lies between the feed and the disconnected jumper, the feed current
and rail voltage will be largely unaffected. However, if the short circuit is
between the disconnected jumper and the relay end, the feed end test will
now indicate the symptoms of a disconnection.
4.3.5 Faulty Concrete Sleeper Insulations
Rails on concrete sleepers are usually insulated from the chair fastenings; the
rail sits on a pad whilst clips (e.g. Pandrol clips) bear on a plastic insulation
piece against the foot of the rail. It is unusual for individual faulty rail
insulations to fail a track circuit. Rather, a number of such failures may
contribute to a general deterioration of ballast resistance.

Issue 2
Page P6 of 12
For the specific investigation of faulty rail insulations, a special test unit; the
Rail Clip Insulation Tester, is available. For the applicable description and
operating instructions see Part N, Instrumentation.
4.3.6 Failure of Insulated Rail Joints
Care must be taken when attempting to check the insulation resistance of IRJs
in situ due to the parallel path provided by the ballast on either side of the
joint. Methods of testing IRJs are given in Part K, section 5.1.
5 WRONG SIDE FAILURES
5.1 Rail Surface
Permanent or intermittent wrong side failures involving loss of train shunt can
occur because of a poor rail surface due to rust, leaf debris, oil film, or
crushed coal/sand/ballast. The surface condition shall be visually checked
throughout the track circuit and suitably cleared if practicable.
At locations where oil film or rust is excessive and speeds are less than 5 mph
(e.g. locomotive depots, terminal stations), a stainless steel “zig-zag” strip can
be applied to the surface of the running rail by the permanent way
organisation.
5.2 Faulty Track Relay
It is possible that a track relay may be mechanically damaged in some way

which prevents it properly de-energising. A check shall be made to see that
the relay operates correctly when a shunt is applied.
5.3 Extraneous Interference
It is possible that the track circuit is receiving energy from other than its own
feed unit. Disconnect the feed and confirm that the relay voltage is less than
30% of its drop-away value.
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Issue 2
Page P7 of 12
5.4 Gaps In Track Circuits
This is a problem arising particularly on electric traction railways due to the

need to provide parallel alternative paths for traction return current in the
rails, but can arise in any situation where the bonding is not in series. It can be
seen from Figure P2 that defective bonding in the traction return rail can lead
to a wrong side failure; a train between the two disconnected bonds would
not shunt the track circuit current. Yellow Bonding is now provided to
prevent such occurrences. Where parallel bonding exists, it must be
inspected and short circuits applied to confirm correct detection.
Two Disconnections
Figure P2
6 TRACK CIRCUIT FAULT FINDING PROCEDURES IN D.C.

ELECTRIFIED AREAS
6.1 Introduction
These Procedures are intended to identify faults on d.c. electric traction

return connections, a large proportion of which will be found to be
intermittent.
Most of the tests given in this section require the use of a double-
millivoltmeter. General instructions for its use are given in Part N,
Instrumentation.
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Issue 2
Page P8 of 12
6.2 Single Rail Track Circuit Faults Due to D.C. Electric

Traction
Common Rail
Volt Drop
D.C. Traction Current T1
T1
1p=<1%1T
Signal Rail TR
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Track Feed TQ
Local Supply
Figure P3
As can be seen from Figure P3, which shows a typical 50Hz a.c. track circuit,
the insulated rail provides a parallel path for traction return current IP via the
relay control winding, earth leakage and/or train axles; the magnitude of which
is determined by the traction load and resistance of the common rail.
The 300Hz or 600Hz ripple on the traction system will cause mechanical
vibration of the track relay and accelerated wear of the movement, whilst the
level of direct current can be sufficient to saturate the iron circuit of the
control winding, causing the relays to de-energise.
Any weakness in the bonding of the common rail will therefore direct more
current via the insulated rail and aggravate these conditions.
6.3 Double Rail Track Circuit Faults Due to D.C. Electric

Traction
The following examples show faults, e.g. rail to rail bonding or broken rails,
which can be identified using the tests given later. The symptoms below can
help to identify the problem.
6.3.1 Right-Side Failure with No Train in Immediate Vicinity
This type of fault can be due to imbalance of traction return currents. Tests
given in the Product Specification for Impedance Bonds shall be carried out to
determine the cause.

Issue 2
Page P9 of 12
It should be noted that even with no train in the immediate vicinity, a certain
amount of traction current will be flowing through the rails and impedance
bonds, returning to the substation.
6.3.2 Track Circuit Failure with Trains Passing on Another Line
With reference to Figure P4, track circuit A is out of balance and track circuit
W has a high resistance fault at point X. Therefore, when a train travels along
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track circuit W to point X, a portion of traction return current will return to

the substation via track circuit A. Since track circuit A is out of balance, the
extra current now flowing may fail the track circuit. The fault will appear as
the train passes point Y and disappear as the train passes point Z.
Substation
TC ‘A’ Out of Balance

Point “X”
TC ‘W' Train
High Resistance Fault Point “Y"

Point “Z"
Figure P4
6.3.3 Track Relay Drops Before the Track Circuit is Occupied
When the track relay drops before the track circuit is occupied or the track
relay remains down after a train has passed, multiple faults will usually be
found on the same line. With reference to Figure P5, track circuit S is out of
balance and a high resistance fault is present at point R. Therefore, when a
train drawing traction current travels towards point P, a high proportion of
the current will be returned to the substation via track circuit S. Since track
circuit S is out of balance, the extra current now flowing may fail the track
circuit. The fault will appear as the train passes point R and disappear as the
train passes point P.

Issue 2
Page P10 of 12
T.P. Hut
Sub Station
TC ‘S' Out of Balance Train
Point “P" High Resistance Fault Point “R"
Figure P5
It will also be seen that the rail to rail track circuit voltage or signal will be
suppressed as the traction current rises on a track circuit which is out of
balance.
6.4 High Resistance Rail Faults
A double rail impedance bonded track circuit will not necessarily fail should
one or more open circuits or high resistance faults occur in the rails on one
side of the track circuit. This is because an alternative path is available via the
centre connections of the bonds and the negative bonding of adjacent lines,
allowing a reduced track circuit voltage or signal to reach the relay or
receiver.
The practice, prior to 1952, of connecting track circuit leads to impedance

bond traction coil lugs instead of directly to the rails, was abandoned for this
reason, i.e. a disconnection of the traction coil side lead would have the same
effect as a rail to rail disconnection and allow the relay or receiver to be fed
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via the centre tap of the bond and adjacent lines.
6.4.1 Right Side Failures
Referring to Figure P6, one open circuit or high resistance fault will still enable
the track to shunt when occupied and the reduced rail to rail voltage or signal
(up to 50% of normal) will give a correspondingly higher train shunt. A
common phenomenon of this fault is a track circuit remaining occupied after
the passage of a train.

Issue 2
Page P11 of 12
High Resistance or Open Circuit Faul
VR1 VR2
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VR1 VR2
2 2
Via Negative Bonding Via Negative Bonding

Adjacent Lines Adjacent Lines
Figure P6
6.4.2 Wrong Side Failures
Referring to Figure P7, two or more open circuits or high resistance faults in
one rail of a track circuit can cause a wrong side failure condition if they are
sufficiently far apart for a vehicle or train to stand between them.
More Than One High High

Resistance or Open Circuit Fault
VR1 VR1 VR2 VR2

2 2
Via Negative Bonding Via Negative Bonding

Adjacent Lines Adjacent Lines
Figure P7
6.5 Rail Current Balance Test
Refer to RT/E/PS/11765.
6.6 Rail Joint Test
Connect the double millivoltmeter as shown in Figure P8. For a good rail
joint, the ratio of the reading across the joint must not be more than three
times the reading across the section of unbroken rail.

Issue 2
Page P12 of 12
Rail Joint
1m 1m
Figure P8
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Issue 2
Page Q1 of 1
PART Q INDEX OF COMPONENTS
Note: The Catalogue Numbers shown within this document are not directly
controlled by Railtrack and as such, will not be maintained and kept up to date.
Although every effort has been made to ensure that these were correct at the
time of publication, it is therefore recommended that your supplier is
contacted and a check is made with regard to the accuracy of these catalogue
numbers prior to use.
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1. RAIL CONNECTIONS
Lists of components associated with rail connections can be found in Part J.
2. SAFETY SIGNS
Ordering details for safety signs can be found in Part J, section 13.
3. INSTRUMENTATION
Components associated with instrumentation can be found in Part N.
4. TRACK CIRCUIT EQUIPMENT
Components associated with particular types of track circuits can be found in

the Product Specifications listed in References.

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Issue 2
Page Ref1 of 5
REFERENCES
Railway Group Standards

GC/RT5019 Track Standards Manual - Section 2: Rails
GC/RT5033 Terminal Tracks - Managing the Risk
GE/RT8029 Management of Clearances and Gauging (supersedes GC/RT5204)
GK/GN0611 Guidance Note: Train Detection
GK/RC0527 Axle Counters: Code of Practice for Resetting and Restoration to Service
GK/RT0002 Glossary of Signalling Terms
GK/RT0009 Identification of Signalling Related Equipment
GK/RT0011 Train Detection
GK/RT0025 Signalling Control and Display Systems
GK/RT0027 Resetting and Restoration to Service of Signalling Systems
GK/RT0031 Lineside Signals and Indicators
GK/RT0301 Cables with Preformed Terminations for Track Circuit Rail Connections
GL/RT1253 Mitigation of D.C. Stray Current Effects (supersedes GM/RT1018)
GM/RT2004 Requirements for Rail Vehicle Maintenance
GM/RT2185 Train Safety Systems
GM/RT2400 Design of On-Track Machines
GO/RT3000 Rule Book
GO/RT3062 Signalling General Instructions
GO/RT3091 D.C. Electrified Line Instructions
GO/RT3208 Arrangements for Non Operation of Track Circuits during Leaf Fall Period
GO/RT3270 Route Acceptance of Railway Vehicles
Railtrack Company Standards

EHQ/PR/S/002 Procedure for the Disconnection of "Yellow" Bonds or Action when Reported
Broken or Disconnected on A.C. Electrified Lines
EHQ/PR/S/134 Procedure to be Followed when a Return Conductor, Return Conductor to Rail
Connection or Other "Red" Bonds are Reported Broken or Disconnected
RT/CE/S/008 Saw and Disk Cutting and Drilling of Rail
RT/CE/S/049 Track Design Handbook (formerly GC/EH0049)
RT/CE/S/103 Track Inspection Requirements
RT/CE/S/104 Track Maintenance Requirements
RT/E/C/02104 Enhanced Maintenance for Track Circuit Systems
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Issue 2
Page Ref2 of 5
RT/E/C/11004 Symbols for Plans and Sketches Used in Signalling Applications (supersedes
GK/RT0004)
RT/E/C/11116 Assessment of Signalling Systems Before Signalling Design Alterations (supersedes
GK/RT0116)
RT/E/C/11202 Signalling Design Control Tables (supersedes GK/RT0202)
RT/E/C/11205 Symbols for Signalling Circuit Diagrams (supersedes GK/RT0205)
RT/E/C/11210 Signalling Installation (supersedes GS/IH0001)
RT/E/S/11221 Signalling Works Testing (supersedes GK/RT0221)
RT/E/C/11552 Signalling Maintenance Specifications Contents
(to be superseded byRT/E/S/10660)
RT/E/C/11600 Signalling and Operational Telecommunications Design: Technical Guidance
(supersedes GK/GN0600)
RT/E/C/11701 Signalling Design: Production Guidance (supersedes GK/RC0701)
RT/E/C/11721 Code of Practice for Implementation of Control Table Testing Principles Test and
Signal Aspect Test, and Functional Test of Points (supersedes GK/RC0721)
RT/E/C/11722 Code of Practice: Good Practice Test Certificates and Related Forms
(supersedes GK/RC0722)
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RT/E/C/27020 Steel Conductor Rail and Associated Equipment for D.C. Electrified Lines
RT/E/C/27021 Electric Track Equipment Layout Design for D.C. Electrified Lines
RT/E/G/11710 Signalling Design Handbook (supersedes GK/RH0710)
RT/E/G/11720 Signalling Installation Handbook (supersedes GS/IH0001)
RT/E/G/11730 Signalling Works Testing (supersedes GK/RH0730)
RT/E/G/11740 Signalling Maintenance Testing (supersedes GK/RH0740)
RT/E/S/10129 Train Detection Using Axle Counters
RT/E/S/11201 Signalling Design: Production (supersedes GK/RT0201)
RT/E/S/21015 Maintenance of Negative Traction Cables and Bonding for D.C. Conductor Rail
Systems
RT/E/S/21085 Design of Earth and Bonding Systems for 25kV A.C. Electrified Lines
(supersedes EHQ/SP/D/101)
RT/E/S/21104 Design and Installation of Electric Track Equipment for D.C. Electrified Lines
RT/E/S/21111 General Requirements for Maintenance of Electrical and Plant Equipment
RT/E/G/00004 A.C. Electrified Lines Earthing & Bonding
Signalling Installation Standards (see RT/E/C/11210)

Appendix 2P05 Track Circuits: General (supersedes GS/IH2P05)
Appendix 2P10 Track Circuits: Rail Terminations (supersedes GS/IH2P10)
Appendix 2P15 Track Circuits: Bonding (supersedes GS/IH2P15)
Appendix 2P20 Track Circuits: DC (supersedes GS/IH2P20)

Issue 2
Page Ref3 of 5
Appendix 2P25 Track Circuits: DC High Density (supersedes GS/IH2P25)

Appendix 2P30 Track Circuits: Jointless Track Circuits (supersedes GS/IH2P30)
Appendix 2P35 Track Circuits: Aster “U" & SF15 Types (supersedes GS/IH2P35)
Appendix 2P40 Track Circuits: TI.21 Type (supersedes GS/IH2P40)
Appendix 2P45 Track Circuits: Reed (Jointed Type) (supersedes GS/IH2P45)
Appendix 2P60 Track Circuits: WR Quick Release Type (supersedes GS/IH2P60)
Appendix 2Q05 Treadles: Silex Type (supersedes GS/IH2Q05)
Appendix 2Q10 Treadles: SEL Type (supersedes GS/IH2Q10)
Appendix 2Q50 Axle Counters: SEL Type (supersedes GS/IH2Q50)
Signalling Maintenance Specifications (see RT/E/C/11552)

TC01 Track Circuit General Procedure
TC05 Track Circuit, Reed Type RT
TC11 Track Circuit, Aster 1 Watt
TC12 Track Circuit, Aster U Type/SF15 Type
TC26 Track Circuit, FS2600
Signalling Maintenance Testing Handbook (see RT/E/G/11740)

RT/E/S/11231 Signalling Maintenance Testing (formerly GK/RT0231)
RT/E/C/11729 Maintenance and Missing Equipment Test Plans (formerly GK/RC0729)
AX01 Replace an Axle Counter Evaluator Card
AX02 Replace an Axle Counter Head or Lineside Evaluator
TC01 Replace Plug-In Track Circuit Equipment
TC02 Replace Track Circuit Equipment
TC04 Replace Trackside Track Circuit Unit
TC05 Replace a Track Circuit Interrupter
TC06 Replace an Impedance Bond
TC07 Replace a Track Loop
TQ01 Replace a Treadle
Product Specifications
RT/E/PS/00005 Railway Signalling Cable
(supersedes GS/ES0872)
RT/E/PS/11764 Track Circuit Interrupters
RT/E/PS/11765 Impedance Bonds
RT/E/PS/11755 D.C. Track Circuits (supersedes GK/RC0755)
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Issue 2
Page Ref4 of 5
RT/E/PS/11756 HVI Track Circuits (supersedes GK/RC0756)

RT/E/PS/11760 Westinghouse Signals FS2600 Track Circuits (supersedes GK/RC0760)
RT/E/PS/11761 TI.21 Audio Frequency Track Circuits (supersedes GK/RC0761)
RT/E/PS/11763 Reed Type RT Track Circuits (supersedes GK/RC0763)
RT/E/PS/11757 A.C. Phase Sensitive Track Circuits
(supersedes GK/RC0757, GK/RC0758, GK/RC0759)
RT/E/S/21136 Track Circuit Operating Device
RT/E/PS/11762 Track Circuit Actuator Interference Detector (supersedes GK/RC0762)
Standard Drawings and Specifications

BR930 Miniature Tractive Armature D.C. Neutral Line Relay, (Plug-In Type) For Railway
Signalling Purposes.
BR967 Railway Signalling Apparatus: Environmental Conditions
BRS-SE33 Channel Pin for Track Circuit Rail Bonds
BRS-SM104/11 Stake (Angle) for Track Side Equipment (1070)
BRS-SM104/13 Stake (Angle) for Track Side Equipment (760)
BRS-SM318 Facing Point Layouts Left & Right Hand Drives
BRS-SM319 Single & Double Slip Layout Right Hand Drive
BRS-SM320 Single & Double Slip Layout Left Hand Drive
BRS-SM411 Taper Pin for Track Circuit Connections
BRS-SM622 S1 Concrete Bearer Layouts Location of S&T Eqmt for Multiple Drives
BRS-SM848 Track Circuit Cables Plate for Rail Connection
BRS-SM849 Track Circuit Cables Flange Clip/Cable Clip for Cable Terminations
BRS-SM2200 Clamp Lock Mk 2 Facing Point Layout S/A Cylinders & Cast Body
BRS-SM2228 Clamp Lock Mk 2 Double Slip Points Layout Single Acting Cyl. - Cast Body - A6
Mods.
BRS-SM2240 S1 Clamp Lock Mk 2 Switch Diamond Layout Single Acting Cyl - Cast Body - A6
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Mods
BRS-SM2244 Clamp Lock Mk 2 - PT Layout with Hyd. Actuators Tandem Turnout in 113 FBV
Rail for Cast Body S/A. Cyl.
BRS-SM2260 Clamp Lock Facing Point Layout for UIC-54/113A Plain Lead Switches
GK/RT0301 Cables with Preformed Terminations for Track Circuit Rail Connections
RT/ETE/5/3/1 Symbols Used on Negative Bonding Drawings
National/International Standards
BS 88 Cartridge fuses for voltages up to and including 1000V a.c. and 1500V d.c.

Issue 2
Page Ref5 of 5
BS 2754 Construction of electrical equipment for protection against electric shock

BS 7671 Requirements for Electrical Installations (IEE Wiring Regulations)
DD ENV 50121-4 Railway applications - EMC Part 4. Emission & immunity of the S&T apparatus
BS EN 50126 Railway applications: The specification and demonstration of dependability -
RAMS
BS EN 50129 Railway applications - Safety related electronic systems for signalling
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RAILTRACK
Asset Management
BRIEFING NOTE
REFERENCE: RT/E/S/11752 Issue 2

TITLE: TRAIN DETECTION
Issue Date: August 2001
Compliance Date: 4 August 2001
Background / Synopsis
A ban currently exists on the use of 83.3Hz track circuits. None currently exist on
Railtrack’s controlled infrastructure and Railtrack’s Control Systems Engineers Group
have decided that this situation should continue. The purpose of this amendment is to
mandate this ban via a Railtrack Company Standard. This allows a wider range of the
electromagnetic spectrum to be used by new traction types.
Key Changes / Compliance

Part F12 – Prohibited Arrangements - has been amended to include prohibition of
83.3Hz track circuits. As this regularises an existing situation, it has been agreed to
treat this as a minor change in accordance with RT/LS/P/001 – Railtrack Policy on
Line Standards.
Implementation
This Railtrack Company Specification is mandatory from the date of issue when it
replaces issue 1.
Of Interest To:
Those managing, planning, or undertaking work in connection with Train Detection
systems.
Name and Title of Author:

John Alton, Change Project Manager
(In conjunction with Peter Gorry, HQ Signals Asset Management)
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Ref NR/SP/SIG/11752

Train Detection (formerly RT/E/S/11752)

This temporary front sheet facilitates change to the

The Ref above will be formally allocated to this

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Endorsement and Authorisation This publication, including the data and

Published and Issued by:

© 2001 RAILTRACK PLC

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This Specification gives the necessary requirements for train detection

This Specification will be updated when necessary by the distribution of the

Issue Date Comments

The requirements of this Specification are mandatory and shall be

Superseded documents Issue Date

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Paper copies of this document will be available by printing from electronic

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1 DEFINITION OF CLEARANCE POINTS D1

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9 ELECTROMAGNETIC INTERFERENCE F45

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3 LINESIDE APPARATUS HOUSING INSPECTION K2

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A train detection system forms part of or provides input to the signalling

Where required, a train detection system may additionally detect the

Discrete systems include wheel detectors (treadles or electromagnetic

Systems of continuous train detection, based on track sections, may either

The function to which a train detection device is most suited is dependent

Some train detection systems provide an undefined state, in addition to

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1.1 Block Systems

1.2 Level Crossings

For automatic level crossing operation (including manually controlled

Where additional integrity is required, e.g. for the operation of automatic

Where operation is monitored locally by the driver observing an indicator, a

1.3 Other Functions

The signalling system requires the presence of a train to be detected for

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Train detection devices may also be used to calculate the speed or

It also satisfies the mandatory requirements laid down in Railway Group

Train detection systems include:

level crossings (not yet included in this document),

General issues relating to signalling are contained in the following documents,

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• Signalling Installation Handbook,

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A glossary of general signalling terms is given in GK/RT0002. Those terms are

Safety terms are defined in GE/GN8504.

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CHANGE-OVER See dependent contact

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Alternatively known as lineside location.

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Heel Of Switch Rail

Switch Rails Stock Rails

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