INTRODUCTION

In Indian Railways, Absolute Block System is in existence for double line section. This
system requires conventional double line block instruments. The complete arrival of train is
physically verified by receiving end Station Master (SM)/ Cabinman/ switchman/ ASM,
who checks the “Last Vehicle Board” or the Tail Lamp. When it is not possible to do so, a
certificate indicating that :
 Train has arrived completely, and
 Train is standing clear of fouling mark,
is taken from the Guard. This results in detention to the trains .
In busy section if receiving end SM fails to follow the procedure strictly, there is a
possibility of block being closed even if parting has occurred in mid-section and complete
train has not arrived. Some accidents had taken place on this account. To avoid detentions
to trains and ensure safe working of trains, Axle counters are used for complete arrival of
trains and closing of block sections automatically.
The axle counter block system is operated on a continuously energized principle.
The train occupies & clear the block section automatically.

Fig. Axle Counter

2.0 DETAILS OF EQUIPMENT
2.1 The Axle Counter Block System for a block section, comprises of the following
Equipment:
a. Outdoor equipment (detection points in the track area)
b. Information transmission equipment (cables)
c. Indoor equipment (evaluation, indication & resetting)
Equipment Quantity
Indoor Station master’s block panel 2 Nos.
Indoor Axle counter rack 2 Nos.
Indoor a) Multiplexers- 2 Nos.
Transmitter & Receiver

B) Combiner/Converter - 2 Nos.
Transmitter & Receiver
Indoor Composite relay rack 2 Nos.
Outdoor Track devices alongwith 2 Sets
junction boxes 4 Wire/2 Wire
4 Wire type 2 Sets
Outdoor PET Quad in RE cable 1½

Fig. Components of the system

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

Fig. SM’s Block

 Four LED indications for the following.
♦ TGT line free - Green.
♦ TCF line free - Green
♦ TGT line occupied or block forward/back - Red.
♦ TCF line occupied or block forward/back - Red.
 A Red colored ‘Train Going To’ push button .
 An SM’s Key for controlling SM’s panel keeping control over operations.
 Two acknowledgment push buttons with yellow light indication.
♦ ‘TGT’ “Line occupied / Line free” acknowledgment.
♦ ‘TCF’ “Line occupied / Line free” acknowledgment
 A “Line Clear” Blocking Key (LCB)-meant for
♦ withdrawing the Line Clear already taken.
♦ preventing fresh line clear.
 A bell push button for calling other end SM’s attention and to be pressed along with
‘TGT’ button to take line clear or with Reset key out to withdraw line clear already
taken.
 A Reset Cooperation Push Button and Reset Key - To be operated during failure of
the block system.
 Telephone- For conversation with other end SM.
 LSS indication - Last stop signal aspects proving indications i.e. ON & OFF aspects
are given.
 Counter - To register number of Axle Counter resetting cases.
2.1.2 Axle counter rack
The axle counter rack (contains the evaluator, SUPR, EVR etc.) is installed in relay room.
The axle counter receives the track side signals through a quad cable from advance starter
and home signal locations.
The evaluators for each direction of block working are kept at the receiving station and the
axle counter monitors the complete portion of track between the last stop signal (LSS) at
Train Sending station and block overlap (180 Mts.) in advance of the home signal at Train
receiving station.
2.1.3 Prewired relay rack
 Relay rack consists of provision for 24 plug-in type QNA1/ QNN1 relays & sub
racks. Tx - MUX, Rx -MUX and Combiner- Converter.
 The rack alongwith axle counter is installed on a raised platform inside relay room.
 Details of the connections between track device, multiplexer and axle counter
evaluater are indicated in diagram.
 Relay buses

Terminal block PIRI type

Fig. Relay Rack(Rear View)

Multiplexer
 The purpose of the multiplexer is to obtain the status of relays at one station and
reproduce them at other station using only one pair of wires in each direction. It may
be seen from fig. that for Down line the axle counter is kept at station B and it
receives the information from the track device at the block overlap Train exit point
of block section in station B directly by a local Axle Counter cable. This axle
counter also has to monitor the track device ahead of the LSS (last stop signal) of
station A (Train entry point) for the Down direction. This information comes
through half quad of main telecom. cable between station A and B along with the
multiplexed information from station A to station B.
 Both the multiplexer information from 4W/2W EJB at LSS location and the axle
counter track device information come on the same pair of cable since these are
transmitted at different frequencies.

Fig. Multiplexer & Prewired Relay Rack

Similarly the other half quad is used for transmitting the axle counter track device at
LSS location information from station B which is required by the up evaluator at
station A and also for transmitting the multiplexer information from station B to
station A. Since there are two track devices associated with each detection point,
normally 2 pairs of wires are required to carry 5 KHz signals up to the evaluator. To
economise over pair of wires between stations, Channel B at track device at LSS
location is converted from 5 KHz to 3.5 KHz and combined with 5 KHz at ‘A’
Channel at same location for transmission at a single pair.
 The multiplexer has a total capacity for handling 10 relay inputs.
 The multiplexer works in TDM (Time Division Multiplexing) mode and converts
relays status in to digital bits 0 and 1.
 It transmits them through the cable after doing frequency shift key modulation
using two frequencies of 1100 Hz/1300 Hz for one direction and 1500 Hz /1700 Hz
for other direction.
 From each station seven relays are repeated from station A to station B and vice
versa for Up & Dn. direction, the multiplexer has five spare inputs at each station. In
the 16 bits of data of the multiplexer two parity check bits are used for error
detection purpose.
 The multiplexer has a duplicated circuitry by way of hardware redundancy.
 The maximum cable attenuation between transmitter and receiver of the
multiplexer could be 20 dB.
 It works on 24 V +20 %
-10 % The current consumption is 3 Amp. including 24 nos. of
Plug in Relays in Rack .

2.1.5 4 Wire / 2 Wire EJB design feature

 It consist of four modules. It is installed at Advanced starter for detecting the train
entry in to the section.
 The 4 wire/2 wire converter has been designed to economize the requirement of
cable pairs in transmitting information from EJB (Electronic Junction Box) to
evaluator.
 This is an extra card to be fitted in conventional EJB and works on EJB’s power
supply.
 It converts frequency of Channel at track device channel 5 KHz frequency to 3.5
KHz.
 It consists of three conventional modules namely :
♦ OSC. Card
♦ REC1 Card
♦ REC2 Card and a 4W/2W convertor card as 4th module.
 Since, A and B outputs are at different frequencies, it is possible to transmit the
outputs of two receiver coils to the evaluator through one pair of cable (1/2 quad)
only.
Combiner
 It is a part of 2nd card in combiner converter.
 It combines the FSK output of Mux Transmitter & composite signal from EJB and
launches it on 1120 side of VFT Transformer for tranmission to other station.
Converter
 Likewise at the other end of the cable a 2 wire/6 wire equipment is used which again
reproduces the original two receiver outputs of 5 KHz. from the combined 5 KHz -
3.5 KHz. signal coming through 2 wire circuit.
 The 4 wire output of the 2 wire/6 wire equipment at the receiving end is connected
to the evaluator.
 It demuxes the composite signal, received from other station on VI Transformer in
to 3 signals.
♦ 5 KHz A Channel for Evaluation.
♦ 3.5 KHz B Channel later on converts it to 5 KHz for evalator through
frequency 3.5 KHz.
♦ FSK signal for receiver 1100/1300 Hz or 1500/1700 Hz.
2.1.6 Track devices
 Track devices are installed at Home signal & Advanced starter.
 Track devices detect the passage wheels/axles passing it.
 Figure. Axle Counter field equipment Layout.
2.1.7 Cable
 The frequencies 1100/1300 Hz and 1500/1700 Hz are different from the frequencies used for
axle counters and therefore the multiplexer information as well as the axle counter track device
(output of 4W/2W converter unit) information from station A to station B can go on one pair
i.e. ½ PET Quad of main telecommunication pair on the PET quad. Similarly the multiplexer
information and axle counter track device information from station B to station A can go on
another ½ PET quad of the main telecom. cable.
 The data is transmitted through the cable at the speed of 110 BPS.
 The bell code transmission is by transmission of 150-190 Hz. AC signal rectified &
fed to Bell Relay, Telephone transmission takes place on one pair of wire.
3.0 OPERATION OF THE SYSTEM
3.1 In the conventional double line block instrument all the operations are performed by the
receiving end station master. But in Axle Counter Block System, all operations are performed by
sending end station master except for withdrawal /cancellation of line clear.

When it is intended to dispatch a train to the next station, the SM of the sending station pushes the
TGT (Train Going To) button on his panel. If all the conditions for the reception of the train are
satisfied at the receiving station, an indication of “Train Going To” (Green light) appears on the
SM’s panel at the sending station. Simultaneously an indication of TCF (Train Coming From)
appears on the panel at receiving end station.
TGT indication on the panel enables the SM at the sending end to clear the Advanced starter at his
station.
When the train enters in the block section, the green TGT indication disappears and a red indication
of TOL (Train On Line) appears automatically on the SM`s panels at sending end and receiving
end, Green TCF indication disappears at receiving end. In addition buzzers ring at both stations to
draw the attention of the station masters at both stations.
Information of departure of train into block section is given by sending end SM to receiving end
SM on phone.

The SM at the receiving station clears the Home signal and receives the train. Line closed (Yellow)
indication appears automatically on the SM’s panel at both Station, on complete arrival of Train.

3.2 Cancellation
Where a line clear has been obtained and it is afterwards found that the train to which it referred,
has to be detained owing to any reason, the following procedure must be adopted:-
 If LSS ( last stop signal) is not taken off SM should not clear the LSS.
 If LSS is already taken off, it must be put back to “ON ” and SM should inform the
driver of the train for which the LSS was taken off, regarding cancellation of the line clear obtained
for the said train as per SR 3.36 (5) (ii).
For cancelling the “ line clear ” the following procedure must be adopted.
 Sending end station gives “ call attention ” to receiving end SM and informs that the train for
which “Line Clear” has been obtained is being detained and the “Line Clear” is to be canceled.
In support of this he gives a private number.
 Receiving end SM acknowledges and give consent by giving a private number. Also takes out
the LCB Key and simultaneously presses Bell push button with SM`s key “IN”.
 At receiving end “Train Coming From” green indication disappears & “Line Closed” white
indication appears on the Block panel. LCB Key is inserted and turned.
 At sending end, “Train Going TO” green indication disappears & “Line Closed” white
indication appears on the Block panel.
NOTE : Next train can now be sent following the regular procedure & as per station working
order.
3.3 Reset
It may be required to reset the Axle counter in very rare cases of extra ordinary conditions. It is
necessary to take all precautions to verify the block section is free of vehicles before the reset
operation is carried out in the system. The procedure is given below in clauses 3.3.1 and 3.3.2 for
reset operation taking in to account of the working rules of Railway.
3.3.1 Reset push button :
(Reset co-operation from sending end)
The receiving end SM requests the reset co-operation for resetting of axle counter after his
verification of the last train passed in the section. The sending end SM presses the reset cooperation
push button on the panel. This will actuate one of the Multiplexer Relays on the receiving end and
is indicated by yellow LED glow near reset counter. This permits the receiving end SM to reset
the Axle counter inserting Axle Counter reset key & pressing it for a moment.
3.3.2 Resetting of the Axle Counter :
(Receiving end)
I . During Installation and Commissioning
The reset is applied in Axle counter by pressing the key actuator push button after the reset
cooperation is obtained as given in para 3.3.1. The section verification is not required and the reset
is applied in a normal course.
II. There can be following failures of block system :
Case I :
When the train has been received at the receiving station, but the “Line occupied” red indication
remains on the panel. In such cases the receiving end SM verifies the clearance of block section
by checking the last vehicle of the train at his station and initiates the following action-
 If last vehicle has arrived :- The receiving end SM requests the Reset cooperation from station
in rear A station as per clause 3.3.1 after obtaining the reset cooperation by means of yellow
LED indication available on panel. As soon as the reset relay in Axle counter is actuated the
Axle Counter becomes Resetted when the key actuator is released in the SM`s panel, the
counter increments by one count only on successful reset of Axle Counter. The sending end
reset cooperation is also to be withdrawn later. After the above procedure the Axle Counter
gets resetted and line free indication of block section is available on the panel. The line clear
for next train movement may be taken in a normal manner without the observation of caution
order.
 When Last Vehicle could not be checked by receiving end SM it may be verified from station
ahead, the receiving end SM initiates and follows the procedure for reset of Axle Counter given
above. But the next train is allowed on caution order as per the Railway Working Rules.
Case 2 : Axle Counter fails without any train movement in the block section
The following may be the reasons :
♦ Tx/Rx coil broken/damaged on track side.
♦ Failure of cards in junction box & Axle Counter Evaluator.
♦ Failure of Advance/Home track circuits.
In such cases of failures the ESM is required to attend the failure. After rectification of
fault, the SM of receiving end follows the resetting procedure and the Axle Counter is
resetted. The line clear for the next train is taken and train is sent on caution order.

Working Principle of Axle Counter:

An axle counter is a device on a railway that detects the passing of a train between two points on
a track. A counting head (or detection point) is installed at each end of the section, and as each
train axle passes the counting head at the start of the section, a counter increments. A detection
point comprises two independent sensors, therefore the device can detect the direction and speed
of a train by the order and time in which the sensors are passed. As the train passes a similar
counting head at the end of the section, the counter compares count at the end of the section with
that recorded at the beginning. If the two counts are the same, the section is presumed to be clear
for a second train.
This is carried out by safety critical computers called ‘evaluators’ which are centrally located, with
the detection points located at the required sites in the field. The detection points are either
connected to the evaluator via dedicated copper cable or via a telecommunications transmission
system. This allows the detection points to be located significant distances from the evaluator. This
is useful when using centralized interlocking equipment but less so when signalling equipment is
distributed at the lineside in equipment cabinets.

Fig. Working Principle

Advantages
The advantages of Axle counter that-.
a.It does not require wooden sleepers (where concrete sleepers are not available) except for short
track circuits to suppress the counts due to movement of insulated trolleys.
b. An axle counter system can cover a very long section up to 15 Kms.
c. It does not get affected either by flooding of track or poor maintenance of tracks unlike the
track circuit, which is highly susceptible to these conditions.
d. It does not require insulating rail joints, thus, rails can be continuously welded. This reduces
track maintenance cost, low wear and tear of tracks and vehicles and to increase traveling
comfort.
e. Efficiency and safe working of axle counters does not depend up various track parameters and
climate condition such as length, ballast condition, drainage, stray voltage and currents, track
feed voltage and lead cables, etc. like track circuits.

Disadvantages
a. The quality of the electrical signal transmitted by the rail is dependent on the insulation
resistance of the ties and the ballast. Causes leakage currents (if insufficient).
b. This resistance is a limiting factor for the maximum length of the track circuit.

Applications
Axle counters have been finding more and more uses on modern safety signaling systems in
railways. These are being used presently for the following.
a. Monitoring of berthing tracks in station areas and yards.
b. Monitoring of point zones in station areas and yard.
c. Automatic Signaling systems.
d. Block working through axle counters using multiplexers (USBI) with cable, OFC or radio
communication (Last Vehicle Checking Device /Axle Counter Block Working/Block Proving by
Axle Counter).
e. Level-crossing warning system using axle counter. (f) Intermediate Block Signaling in Double
line sections.

Track Circuits and Broken Rail Protection

One of the disadvantages of axle counting systems is the lack of broken rail detection that is
inherently provided with track circuits. In DC Track circuit if between the Relay and the Power
Supply railway track gets broken then relay will drop and automatically it will show danger signal
and derailment of train can be avoided, but in case of Axle Counter if railway track gets broken
between the in- Counter and out-Counter then it will not affect the clear signal and it will continue
to be clear and it can lead to accidents.

THE AUTOMATIC BLOCK SYSTEM

Automatic block signaling (ABS) is a railroad communications system that consists of a series
of signals that divide a railway line into a series of sections, or "blocks". The system controls the
movement of trains between the blocks using automatic signals. ABS operation is designed to
allow trains operating in the same direction to follow each other in a safe manner without risk of
rear-end collision. The introduction of ABS reduced railways' costs and increased their capacity.
Older manual block systems required human operators. The automatic operation comes from the
system's ability to detect whether blocks are occupied or otherwise obstructed, and to convey that
information to approaching trains. The system operates without any outside intervention, unlike
more modern traffic control systems that require external control to establish a flow of traffic.
 Fig. Pictorial view of Automatic Block System
ESSENTIALS OF THE AUTOMATIC BLOCK SYSTEM ON DOUBLE LINE –
(1) where trains on a double line are worked on the Automatic block system –
(a) the line shall be provided with continuous track Circuiting or axle counters,
(b) the line between two adjacent block stations may, when required, be divided into a series of
automatic block signalling sections each of which is the portion of the running line between two
consecutive stop signals, and the entry into each of which is governed by a stop signal, and
(c) the track circuits or axle counters shall so control the Stop signal governing the entry into an
automatic block Signalling section that –
(i) the signal shall not assume an ‘Off’ aspect unless the line is clear not only upto the next stop
signal in advance but also for an adequate distance beyond it, and
(ii) the signal is automatically placed to ‘On’ as soon as it is passed by the train.
(2) unless otherwise directed by approved special instructions, the adequate distance referred to in
sub-clause (i) of clause (c) of sub-rule (1) shall not be less than 120 metres.
Working Principle of Automatic Block System:
In this system the railway tracks are divided into blocks and between two blocks there is a signal.
Each signal is connected to either Track circuit or Axle counter. Signal will be Danger if the block
or some part of the next block is occupied by train.
Let us consider a railway line with five blocks and five signals namely A, B, C, D and E and all in
Clear condition.
Case 1: As soon as the train crosses the signal A and enters block A, signal A will turn to Red and
will remain Red until the train will cross some part of block B.
Case 2: As soon as the train crosses the signal B and enters block B, signal B will turn to Red and
will remain Red until the train will cross some part of block C. As train will leave the some part
of block B, signal A will turn Yellow.
Case 3: As soon as the train crosses the signal C and enters block C, signal C will turn to Red and
will remain Red until the train will cross some part of block D. As train will leave the some part
of block C, signal B will turn Yellow and signal A will turn to Double Yellow.
Case 4: As soon as the train crosses the signal D and enters block D, signal D will turn to Red and
will remain Red until the train will cross some part of block E. As train will leave the some part of
block D, signal C will turn Yellow, signal B will turn to Double Yellow and signal A will turn to
Green.
The above runs automatically throughout the area where the logic has been laid.

Fig. Working principle of Automatic Block System