TRAIN AUTHORISATION METHODS, EARTHING & SIGNALLING CLEARANCE

DATE:
EARTHING & SIGNALLING CLEARANCE
Metalwork to be permanently earthed.

Metalwork to be permanently earthed:

All metallic structures within a distance of 3m from “LIVE” overhead track equipment must be
earthed
Exception: Colour-light signals and Signalling equipment – The earthing of these shall be in
accordance with the directives of the senior responsible Signal Engineer
Clearances:
When clearances are stipulated for the vertical as well as the horizontal direction it must be
assumed that the clearance area so formed is rounded off in the diagonal corner to a radius equal
to that of the lesser clearance distance as indicated in the following diagram: (902.1)

A- Clearance in vertical direction & B- horizontal direction

The clearances laid down in these instructions will apply under the worst conditions of sag and
swing, and each case must be considered on its merits by the electrical engineering officer
concerned who must increase the minimum distances laid down if local conditions, e.g. vehicular
traffic, loading areas, etc. necessitate such increase.
 1,95 m clearance in the horizontal direction for 3kV DC from any signal access way or
foothold on the signal; (903.1.2.2)

 2,23 m clearance in the horizontal direction for 25kV AC from any signal access way
or foothold on the signal;

 2,57 m clearance in the horizontal direction for 50kV AC from any signal access way or
foothold on the signal;

 3,150 m clearance for 3kV DC in the vertical direction from the highest foothold. (903.1.2.3)

 3,430 m clearance for 25kV AC in the vertical direction from the highest foothold

 3,770 m clearance for 50kV AC in the vertical direction from the highest foothold
 In the case of a signal cage (gantry) with open ends, the clearances in air must be at least
the following measured in a straight line from any safe working position within the cage.
(903.1.2.4)

3 kV – 25 kV 1,5 m

50 kV 1,8 m

If these clearances cannot be obtained, additional protection must be provided.

MINIMUM CLEARANCES: OVERHEAD TRACK EQUIPMENT AND FEEDERS ERECTED ON

TRACK EQUIPMENT STRUCTURES

EQUIPMENT Clearance in meters except where

otherwise indicated
1.0 CONTACT WIRE
1.1 3 kV 25 kV 50 kV
Height above rail level
1.1.1 Normal 5,0 5,0 5,0
1.1.2 Maximum 6,0 6,0 6,2
1.1.3 Minimum 4,5 4,5 4,5

TRACTION BONDING PARAMETERS

The importance of proper bonding for instance manifests itself in the fact that should the
return circuit be completely broken, the full system potential (3 000, 25 000 or 50 000
volts) may appear between rail and earth if there is a train in the floating section – a
highly dangerous condition. Even in cases where the return circuit is not completely
broken potentials of several hundreds of volts may appear between rail and earth as a
result of current flowing in the rail.

Following is a condensed description of what traction are used for and where they are
used:

 Mast-to-rail bonds must be installed at maximum intervals of 200 metres (3 spans) if a

steel earth wire is used or 350 metres if aluminium earth wire is used and also at stop
blocks. Where block joints are installed in the traction rail, a mast-to-rail bond must also
be provided at the nearest mast on either side of the block. Figure 1 shows the method
to be used when installing a mast-to-rail bond.

 Cross-bonds must be provided between all traction rails at both ends and in the centre
of yards and loops or at intervals not exceeding 500 metres, whichever is the shorter.
Cross-bonds between adjacent tracks on main lines must be provided at intervals not
exceeding 335 metres except where both rails in each track are available for traction
currents, in which case such cross-bonds are not necessary. Equalising bonds are
normally installed between the rails for such tracks if colour-light signalling is used, but if
equalising bonds are not provided, cross-bonds must be installed at 335 metre intervals
in place thereof. The method used for cross-bonds is shown in Figure 2.
o Rail continuity bond is used where rails are joined. A 100 mm2 copper bond
must be applied across all fish plates on main lines and a 50 mm 2 copper fish-
plate on main lines and a 50 mm 2 copper bond in yards, on rail only, using
exothermic or approved methods process. On standard rails the bond must be
applied to the crown of the rail. The method used is shown in Figure 3.

o Sub-Station negative return bond forms an integral part in the current return
circuit and consists of multiple conductors coupled to rail and sub-station
negative return bus bar. The negative return bond is coupled by various ways eg.
Solid rail etc. This bond is painted red, should be considered as dangerous and
can only be worked on under supervision of a category ‘A’ personnel.
o Continuity bonds at turnouts must be installed as shown in Figures 4 to 9.

o Sections where joint less signalling is used. Special signalling systems are
used on certain sections called “joint less track” circuits and are known by their
trade names as the “Aster” and “ML” systems. Figure 10 to 11 shown the general
layout of a typical section of track and must be observed at all times.
TRAIN AUTHORISATION METHODS
 TELEGRAPH ORDERS
Identification:
This method of control is used on a single lines and is based on a paper system, using the
following forms:
o Station-to-station order A
o Station-to-station order message
 Prefix A – Question message
 Prefix A1 – Reply message
The order form is completed by TCO and hand it to the train driver before dispatching the
station.
Area of control
This is used in sections between two stations
Operations
One TCO wants to send a train to the next station. The two TCO’s in the stations adjacent to
each other, then communicate via a telephone to ensure that the telegraph section between
the two stations is clear of any train movements. A telegraph order form is then completed
and handed to the driver of a scheduled train to enter the specific section.

The TCO that dispatches the train is the one completes a telegraph order form.
 WOODEN TRAIN STUFF
Identification
This method uses a wooden train staff and a paper ticket to control the trains on single lines,
which consist of:
o A wooden box, provided with an inside spring lock and fitted with a bracket to hold
the train staff.
o A key to open the box is fitted to the train staff.
o A paper ticket that must be locked to the train staff

Sketch 1 shows a wooden staff box with a wooden train staff on a bracket. The TCO is the
one completes the paper ticket.

Are of control
This is used in sections between two stations.
Operation
The aim of the wooden train staff is to control trains on a single line, from one station to
another.

 VAN SCHOOR TOKEN

Are of control
This is used in sections between two stations.
Operation
The aim of the Van Schoor train token system is to permit a single line section to be
converted into an up or down line according to the immediate traffic requirements. The TCO
hands the train driver a token, which authorizes him to proceed, the train driver then knows
that the section up to the next token station is free of trains or is safe for his departure.

Different types of Van Schoor trains working systems are used, namely:
o Red – Intermediate
o Grey – Automatic subsidiary
o Green – Absolute working
 The most commonly used is the absolute working system, the following diagram indicates
how the system operate.
The tablets are allocated to a particular section (rail track between two stations) and will not
work on an adjacent section. Should a tablet be removed from instrument 1 at the departure
station, of the section between Station A and B. No further tablets can be removed from
instrument 1 until the original tablet is returned to the arrival instrument 1, which proves that
the section is free from trains.

 RADIO TRAIN ORDERS

Identification
The aim of the radio train order system is to permit a single section of the line to be
converted into an up or down line, according to the immediate traffic requirements, picture 5
shows the RTO system.

Area of control
This system is used in the section between two stations.

Voice Logger/Tape recorder

All the conversations held between the TCO and train driver are recorded on the voice logger/tape
recorder for safety purposes, which may be used when an incident occurred.

Operation
The aim of the RTO system is to permit a single line section to be converted into an up or down line
according to the immediate traffic requirements. The RTO system allows a TCO to control a number of
stations, authorizations to proceed from one station to another is given via radio to the train driver.

The TCO must enter the particulars of all train movements in the radio train order territory on a train
diagram.
 TRACK WARRANT SYSTEM (VDU System)
Identification
The aim of this method is to allow TCO to control a number of stations and make a user of a
computer and a train diagram showing the areas of control. This system is designed to control
light to medium density traffic on a single line.

Area of control
This system is used in the section between two or more stations. Boards are erected to indicate the
beginning and the end of a track warrant system.

Voice Logger/Tape recorder

All the conversations held between the TCO and train driver are recorded on the voice logger/tape
recorder for safety purposes, which may be used when an incident occurred.

Operation
The aim of the TWS is to permit a single line section to be converted into an up or down line
according to the immediate traffic requirements. This system allows a TCO to control a number of
stations, authorizations to proceed from one station to another is given via radio to the train driver.

The TCO must enter the particulars of all train movements in the radio train order territory on a
train diagram shown in photo 8. A warrant shown in photo 9 is then printed by a computer for
future references.

An authorization cannot be issued by a TCO using a computer if the section of line between the two
stations is occupied by a train.
 Pilot working
Identification
If the communication network fails or if bi-directional working is introduced on a
Uni-directional line, then this system can be deployed or introduced.

A pilot must wear a red armlet shown in photo 10 as distinguishing badge on his left hand

Area of control
This method can be used in the sections between two or more stations

Operation
An operating employee is appointed as a pilot and accompanies each and every train
travelling over a section involved. This person has to be suitably trained and can be regarded
as a human token.

Pilot working can be introduced under these circumstances:

o Obstructed line due to incident, derailment, wash away or obstruction.
o Not obstructed, but all communication failed.
 VDU CS90 system
Identification
The aim of this method is to allow TCO to control a number of stations remotely and make a
user of a CS90 which takes all the commands and sends them to interlocking via Telecoms
network and also receives feedback from interlocking for indications of the sent instructions.
This system is designed to control light to medium density traffic from single to multiple
lines.

Area of control
This system is used in the section between two or more stations, both single and multiple lines.

Voice Logger/Tape recorder

All the conversations held between the TCO and train driver are recorded on the voice logger/tape
recorder for safety purposes, which may be used when an incident occurred.

Operation
The aim of the CS90 system is to control the number of trains remotely. This system allows a TCO to
control a number of stations, authorizations to proceed from one station to another is given via
CS90 system remotely, below is the screens showing the VDU CS90 at CTC.