CHAPTER 2

FUNDAMENTALS OF METAL TO CARBONRELAYS USED IN

RAILWAY SIGNALING

2.1 INTRODUCTION

Relays are electro-magnetic devices that are used for opening / closing electrical circuits,
when their own feed circuits get completed. The word relay is derived from the fact that
these devices relaycertain information from one circuit to the other. A relay is basically a
switch,which switches current between circuits.Itbasically comprises of a core made of
iron,over which, a copper wire coil is placed,and a magnetic circuit consisting of
heelpiece and armature, connected to contacts. Passing a current through the coil turns it
into an electromagnet and the armature is attracted towards it. This moves the contacts
and makes or breaks them. Stoppage of current removes the electromagnetism and
returns the armature to its original position. Both AC and DC current can be used for
operating the relay.An air-gap is provided to prevent sticking of armature.

2.2 RAILWAY SIGNALING RELAYS

Signaling relays are basically electro-mechanical switches working on DC supply. All

signaling relays have two types of contacts - Front Contacts (which close when the relay
is energized) and alternatively, Back contacts(which close when the relay is de-
energized). Physically, both the contacts are exactly similar. These contacts are arranged
in many configurations such as 12F/4B, 8F/8B etc.The singularity of railway signaling
relays is that they operate on low voltages and currents. Also they can work in any
specified manner, while contributing to speed &accuracy in operations. These relays can
be wired in all Boolean logic permutations and combinations and are used for switching
several other relays. Thus, the relay interlocking to operate the various signaling
functions is achieved. Relays were first incorporated into the signaling systems in track
circuits. Introduction of safety features such as interlocking of track circuits with points /
 signals with block instrumentsand advent of electric signaling in the first part of the
twentieth century enhanced their usage.

The relays used in initial installations were shelf type relays, which worked on 12Volts
with a coil of 160Ohms and were kept on shelves.These were very cumbersome devices
and their large size & limited number of contacts were the limiting factors in more
extensive usage of this relay in interlocking systems.As an alternative, plug-in type relays
such asSiemens make K type relays (operating on 60Volt DC) and the Westinghouse
make Q type (operating at 24Volt DC)were developed.These relay were comparatively
smaller and were required to be plugged in a relay base, and hence the name. The
advantage with these relays is that they can be changed easily, and there is no need to
rewire the circuit.Hence, plug-in type relays are quite popular presently.

2.3 FUNDAMENTALS OF SIGNALING RELAYS

All the signaling relays are of electro-magnetic type and the fundamentals underlying the
operation of these relays are as under:

2.3.1 FORCE OF ATTRACTION

In any electro-magnetic system, the force of attraction is given by,

F B2a (2.1)
where, is the flux density and the area of the particular part of the magnetic circuitis .
In a DC neutral relay, flux density is proportional to the current flowing in the coil
surrounding the electromagnet and thus the force of attraction increases / decreases with
the current squared. Thus, for a small reduction in the current, the make and the break
will be quicker with lesser possibility of arcing.

2.3.2 EFFECT OF AIR GAP

A small air gap between armature and core is essential for good shunting characteristics.
If the air gap is not available, then the residual magnetism fluxes might cause the
armature to be retained, even when the supply is disconnected. The magnetization curve
of armature and air gap is as depicted in Fig. 2.1.
 Ref. Art & Science of railway signaling, by R. C. Sharma

Fig. 2.1 The magnetization curve

For open contacts, the force required to pick up the armature is shown on curve C to be
F1 but after the armature has operated, it will be separated from the core by stop pins. In
this position the ampere-turns required to maintain the armature is less, as indicated by
the dotted line from 1 on curve C to 2 on curve F. But actually the current in the coil is
unaltered, the force on the armature is greater than required, as indicated at 3 on curve F.
Part of this extra force is used to flex the front contacts sufficiently to give good contact
pressure, when it is in energized position. Residual pins are provided to ensure a definite
minimum air gap in the energized position.

2.3.3 EFFECT OF HYSTERESIS

Hysteresis is the property by which the flux produced lags behind the current and is
caused by residual flux in the core. The hysteresis curve is as shown in Fig. 2.2.On
application of potential to the coils, the current in rising to its steady value first causes the
flux to rise from 1 to 2 along the curve. At this point the flux density will be sufficient to
attract the armature and reduce the air gap, the flux then rise to 3 and continues to 4,
which corresponds to the steady current in the coils.
 Ref. Art & science of railway signaling, by R. C. Sharma

Fig. 2.2 The Hysteresis Curve

When the voltage is disconnected, the current in falling, causes the flux to fall from 4 to 5
along the curve. At this point the flux density will fall below the value required to
maintain the armature, which will release, thus increasing the air gap and reducing the
flux to 6. Finally the flux will decrease from 6 to 1 where the current will again be zero.
Thus, by selecting good quality relay core material, having high permeability and low
retentivity, the percentage release and sensitivity of the relay can be improved.

2.3.4 TRANSIENT CONDITIONS

When the voltage is applied to or removed from the coils, it takes some finite little time
before the current become steady / zero; this time is known as transient condition. During
relay energization, when the current reaches the pick-up value and the armature closes,
due to reduced air gap, the flux per ampere is increased. This increase in flux increases
the back EMF during the movement of the armature, after which the current continues to
raise until it reaches the final value. When the supply is disconnected, the current reduces
to zero immediately but the flux decays comparatively slowly owing to the eddy currents
produced in the core. Thus, the relay release time depends primarily on the flux
properties.
2.4 CLASSIFICATION OF SIGNALING RELAYS

Signaling relays can be classified in many ways, depending on the criterion employed for
classification (Sharma, R. C., 2007). Some of them are detailed in Table 2.1.

Table 2.1Classification of signaling relays

CRITERION TYPE OF RELAY
Shelf type - loosely kept on Shelves
Method of mounting Plug in type - plugged into pre-wired terminal
Boards
Track Relay - directly connected to the track
Application Line Relay - connected to supply lines through
necessary controls
Importance from safety / Vital Relay important decision making relays
operations point of view Non vital relay field interface relays
Proved type Metal to metal relays
Reliability of contacts
Non-proved Type Metal-to-carbon Relays
DC relays works on direct current
Feed source
AC relays works on alternating current
Neutral relays No effect of feed source
polarity
Polarity
Polarized relays Different action as per the
polarity of feed source
AC immunized No effect of induced voltages
Immunization Non-AC immunized Gets affected by induced
voltages
Ref. Art & science of railway signaling, by R. C. Sharma

Shelf types relays were mounted on shelves, while plug-in type relays are mounted on
base plates, and are preferred due to less space required and ease of installation,
maintenance and replacement. Track relays are low resistance relays directly connected
to track circuits, while Line relays are connected to supply lines through some control
circuits. Proved relays are metal-to-metal relays in which all the contacts are made of
silver, and as such, there is a possibility of their fusing together due to high sparking
currents across them during make/break. To prevent this, normalization of relays after
each operation is proved in the circuit. Non-proved relays are metal-to-carbon relays in
which, one contact is of non-fusible carbonand hence, the contacts are not likely to get
welded / fused during operation. Thus, these relays need not be proved to have been
normalized after each operation. Neutral relays are independent of the direction of flow
 of the current in the coils and close the same set of contacts on energization with normal
polarity as well as with reversed polarity supply while polarized relays are sensitive to the
direction of flow of current in coils and close different set of contacts when energized
with opposite supply polarities.Relays, which are used outdoors in railway-electrified
territory, should not pick-up by the induced voltages caused by high AC traction currents.
These relays are known as AC immunized relays, as against the non-AC immunized
relays, which are used in non-electrified territories.Slow acting relays are relays whose
operation is delayed by few milli-seconds to keep circuits controlled by them live even
after their own feed is cut off. These relays may be either slow pick up & release relays,
slow release relays or slow to pick up relays.

2.5 COMMON DEFINITIONS IN CONTEXT TO SIGNALING RELAYS

Pick up Value: The value of current or ampere-turns, which is just sufficient to close all
the front contacts of a relay, under specified conditions.
Full Operate Value: The minimum value of current or ampere-turns sufficient to energize
the relay to its final position.
Drop away (Release) Value: The value of the current at which all the front contacts of a
relay just open, under specified conditions.
Front contact: When the relay is energized, the front contact makes with the flexible
contact.
Back contact: This contact makes on de-energization of the relay.
Dependent contact: The condition in which the same movable arm contact connects to
both - front / back contact, when relay is energized / de-energized.
Independent contact: The condition in which the movable arm contact connects to either
a front contact or a back contact but not to both.
Wiping (or self cleaning type) contact: Contacts designed to have certain relative motion
during the interval from the instant of touching until completion of the crossing motion.
Operate: The instant of first making of all the front contacts.
Full operate: When all the contacts are made and the movement of armature is complete.
Release: The instant of first opening of all front contacts.
 Full Release: when all the contacts are disconnected and armature has returned to it
original position.

2.6 METAL TO METAL RELAYS

Metal-to-metal relays have both the contacts made of silverand have the advantages of
lighter construction, speeder operation and lesser contact resistance. They work on
60Volt DC and as such have lesser operating currents, thus requiring very little
power.These relays conform to specification numberIRS:S46-76. The maximum numbers
of contacts in a relay are eightand the contact current rating is 5Amperes continuous and
3Amperes switching.

On Indian Railways, metal-to-metal relays of Siemens make and Integra make are
prevalent. Integra make relays are used as individual relayswhile Siemens make relays
are used as groupsthat is, many individual relays are grouped on one prewired base plate.
Group relays are of two types - mini-group, having two individual K50 relays, and major
group, having up to 32 relays - which are fixed together on a frame fitted into a back
plate.

2.7 METAL TO CARBON RELAYS

Metal-to-carbon relays (alternatively known as Q series relays) have one metal contact
(silver) and the other contact is made of carbon (Silver Impregnated Graphite) and is non-
proved type,that is, it is not necessary to prove the integrity of contacts after every
operation. This ensures non-fusibility of contacts. Relay is plugged into a plug board with
a matching code pin arrangement, to prevent accidental plugging of a relay having a
certain specific configuration into wrong plug board. The expanded view of metal-to-
carbon relay is shown in Fig. 2.3.
 Ref. Compiled from study

Fig. 2.3Metal
2.3Metal-to-carbon relay (expanded view)

2.7.1 RELAY CONSTRUCTION

The construction details of these relays (Westinghouse Rail Systems, 1988) are as per the
schematic diagram of Fig. 22.4.

Ref. General informationo

informationon style Q relays, by Westinghouse Rail Systems

Fig. 2.4 Schematic diagram of metal-to-carbon relay

1. Relay Base: It is a one piece molding of extremely stable non-hygroscopic

hygroscopic thermosetting
material. The iron circuits and the contact stacks are mounted on the base. Up to four
contact stacks are fixed to the base, each with four independent contacts. Contact springs
extend behind the base and below them are coil connection sprin
springs.
gs. Coding pins are fitted
below these springs on the base in nominated positions.
2. Electro-magnet: The magnetic circuit is fitted on relay base andcomprises of a bar
magnet core and an L-shaped heelpiece that extends above to the front. A coil is wound
on a bobbin over the core. The armature pivots on a phosphor bronze pivot plate, which is
riveted to the heelpiece.
3. Armature: It is mounted on a phosphor bronze pivot plate riveted to the heelpiece. The
armature and coil / core assembly is as shown in Fig. 2.5.

Ref. Compiled from study

Fig. 2.5 Armature / Coil & Core assembly in M-C relay

4. Pusher spring: It is fixed above the armature and helps in restoring it to its full released
position when the relay is de-energized.
5/6/7. Contacts: The fixed and moving contacts (SIG&silver) are fitted on the contact springs
and make / break the current path by closing / opening. The contact springs are made of
phosphor bronze and the contact arrangement is presented in Fig. 2.6, while Fig. 2.7
gives the details of silver &SIGcontactors.

Ref. Compiled from study

Fig. 2.6 Contact arrangement in M-C relay

 Ref. Compiled from study

Fig. 2.7 Close up of contacts

8. Heel Piece: Heelpiece is a part of the iron circuit and is mounted bbelow
elow the contact
stacks. It is L shaped and a phosphor bronze pivot plate, on which the armature pivots, is
riveted to it.
9. Operating arm: Operating arms held between the armature and a holding spring on top of
the contact stacks drive the moving arm sp
springs.
10. Residual pin: A nonmagnetic residual pin is fixed on the inner face of armature facing the
core in all the relays and is used to regulate the electromagnetic force.
11. Transparent cover:: A transparent cover covers all the components and is used
u to
hermetically seal the relay with the base.
12. Handle:: The relay is provided with a handle attached to molding base of the relay, for
holding the relay.
13. Adjustment Card: Adjustment cards are located on a bracket riveted to the heelpiece and
are
re used to hold the fixed front and back contact springs in position
position.. These springs are
preset against their stops on the adjustment cards so that equal pressure is obtained on all
the contacts during their making.

2.7.2 SALIENT FEATURES

The prominentcharacteristics
characteristics of Q series relays are:
(i) These relays are as per British Railway specifications BRS 930 & 931 A, 932A,
933A etc. and Indian Railway sspecification RDSO/SPN/84/88.
(ii) The relays are provided with sixteen numbers of independent contacts which may
be fixed / moveable
moveable.
(iii) The standard
dard contact configurations are line relays: 12/4B, 8F/8B, 8F/4B; track
relays: 2 F/1B, 2F/2B and lamp checking relays: 3F/3B, 4F/4B
4F/4B.
(iv) Contact current rating - continuous: 3Ampere& switching: 2Ampere.
mpere.
(v) Provision of helical spring to provide definite back contact pressure and aid in
return torque.
(vi) Wires are terminated on the connectors both by crimping & soldering.
(vii) Connectors are positively locked in to the plug board and can be withdrawn only
by a special tool.
(viii) Each relay is provided with code pins, which prevent a relay being plugged in to
wrong plug board, thus avoiding unsafe conditions.
(ix) For fixing the relay, plug-socket interconnection is provided between plug board
and relay and a retaining clip is provided to hold the relay firmly.
(x) Plug board is a one piece molding of the same material as the relay base. It is
provided with slots (sockets) for accommodating wire connectors on one side and
relay on the other side.
(xi) The rated life of relay is ten lakh cycles under specified conditions of operation
where one cycle consists of an operation followed by a release.

The important parameters of some of the metal-to-carbonDC neutral line and track relays
have been enumerated in Table 2.2.

Table 2.2 DC neutral line & track relays- vital parameters

Time
Voltage (Volt) (millisecond)
S. Contact
Description of Relay
No. Config.
PU DA PU DA
(max) (min)
1 QN1, DC Neutral Line Relay, 12F.4B
BRS Spec. 930A, R:340 to 470 8F.8B 19.2 3.6 150 20
Ohms, AC Immunity: 300 V 6F.6B
2 QNA1, ACI DC Neutral Line 12F.4B
Relay, BRS Spec. 931A, R:208 8F.4B 19.2 3.6 220 70
Ohms, AC Immunity: 300V 6F.6B
3 QNN1, DC Neutral Line Relay, 4F.4B
19.2 3.6 - -
BRS Spec. 960, R: 470 Ohms 2F.2B
4 QSPA1, Slow to Pick up ACI
540/ 140/2
Neutral Line Relay, BRS spec. 8F.4B 19.2 3.6
600 00
933A, R: 208 Ohms
5 QTA2, DC Neutral ACI Track
Relay, BRS spec.939 A & 966, 2F.1B 1.158 0.834
R:20 Ohms, AC Immunity:50V
Ref. Art & science of railway signaling, by R. C. Sharma
2.7.3 TYPES OF METAL TO CARBON RELAYS

Many different types of metal-to-carbon relays have been developed to suit the various
usages as per the signaling requirements. The basic relay construction remains the same,
only the operating characteristics / electrical parameters are different.

2.7.3.1 QN1: DC NEUTRAL LINE RELAY (SPEC: BRS 930A)

The basic Q series relay is the DC neutral line relay style QN1. All other relays of Q
series have been developed around the QN1 in an effect to standardize the components.
The relay looks like as shown in Fig. 2.8.

Ref. Compiled from study

Fig. 2.8 QN1 relay

The salient features of QN1 relay are as under:

Contact Configurations: 12F/4B, 8F/8B, 8F/4B and 6F/6B

Operating voltage: 24Volt
Coil resistance: 400 Ohm
Operating current: 60milliampere
Maximum Pick Up: 19.2 Volt
Minimum Drop Away: 3.6Volt
Pick Up time: 150 milliseconds
Drop Away time: 20 milliseconds

This Relay is used for all control and detection circuits innon-railway electrified area and
internal circuits in railway electrified area.
2.7.3.2 QNA1: AC IMMUNIZED DC NEUTRAL LINE RELAY (SPEC: BRS 931A)
 This is an AC immunized DC neutral line relay,that is, it does not get affected by induced
voltages in railway-electrified areas. Construction wise and operationally it is exactly
same as QN1 relay and additionally has AC immunity features. It conforms to the AC
immunity requirements of IRS: S 60-78 that the front contacts dont make by sudden
application of 1000 Volt, 50 Hertz AC and relay should not break its back contact when
300Volt RMS is applied gradually or abruptly. AC immunization is achieved by
provision of copper slug at the armature end of the core. The operating characteristics /
electrical parameters are same as QN1 relay, with the addition of AC immunity level of
120Volt AC (RMS) single phase, 50 Hertz.This relays is used in all external control and
detection circuits in only railway-electrified areas.

2.7.3.3 QNN1: DC TWIN NEUTRAL LINE RELAY (SPEC: BRS 960)

This comprises of two DC neutral line relays whose contacts and magnets are mounted
side by side on one base. Even though they have a common base& heelpiece, they
operate independently and can be used for two different (unrelated) circuits. Both the
relays have equal number of contacts and same contact configuration. The salient features
of QN1 relay are as under:
Contact Configurations: 6F/2B, 4F/4B
Operating voltage: 24 Volt
Coil resistance: 470 Ohm
Maximum Pick Up: 19.2Volt
Minimum Drop Away: 3.6Volt

This relay is used in all circuits in non railway-electrified area and only internal circuits
in railway electrified area. The AC immunized version of this relay is QNNA1 (DC twin
neutral line relay, SPEC: BRS 960A).

2.7.3.4 QT2: TRACK RELAY (SPEC: BRS 938A)

This relay belongs to the family of track relays of metal-to-carbon type. Construction of
this relay is similar to that of line relay except that the relay is made more sensitive and
workable on a low voltage. It has two back contacts, facilitating cross protection (to
prevent the repeater relay from picking up in case of false feed) in remotely located track
 circuits. The relay has a single coil of 4 Ohm / 9 Ohm resistance. The maximum
permissible excitation is 300% and minimum excitation is 125% of the rated PU value.
The percentage release must not be less than 68%. For the 9 Ohm relay, the PU current is
103 milliampere to 117 milliampere and PU voltage is 1.5Volt.The contact configuration
is generally 2F/1B.This relay is used as track relay in non railway-electrified areas. The
immunized version of this relay is QTA2(AC immunized DC neutral track relay, SPEC:
BRS 939A). In this relay, a copper slug is provided on the core at its armature end to
make it immune to AC. Due to this, the relay requires more DC operating power and
takes more time for its pick up & release. The contact configuration is 2F/1B. The PU
volt is 1.0 to 1.4Volt and PU current is 120 milliampere to 140 milliampere.This relay is
used as track relay in railway electrification area.

2.7.3.5 QSPA1: SLOW TO PICK UP AC IMMUNIZED DC NEUTRAL RELAY

(SPEC: BRS 933A)

This is a slow to pick up relay. A magnetic shunt is provided at the armature end to make
the relay slow to pick up. When the current flows through the coil, it sets up a flux, which
passes through the magnetic shunt, after a time delay when the magnetic shunt saturates,
further flux will not flow through the magnetic shunt. Then the magnetic circuit gets
completed through core, air gap, armature and heelpiece, there by armature gets attracted
after a time delay of 540 to 600 milliseconds. This time delay is required to ensure that
the track relay doesnt pick up due to the catenarys snapping/short circuiting of OHE
supply, which may cause high voltage drop across the track. Besides, it is used to
maintain the correct sequence of relay pickup by light vehicles such as single engines /
tower wagons, travelling at high speed over a short track circuit. To make the relay AC
immunized, copper slug is provided at the heelpiece end. The electrical parameters are as
follows:

Contact Configurations: 8F/4B

Operating voltage: 24Volt DC
Coil resistance: 208 Ohm
AC immunity level: 300 Volt AC
Pick up time 540 to 600 millisecond
 Release time 140 to 200 millisecond

This relay is used as track repeater relay, in conjunction with QTA2 relays.

2.7.3.6 QECX: LAMP PROVING RELAY (SPEC: BRS 941 A)

These are current sensing DC Line relays, operated by derivative power drawn from AC
signal lamp circuits to check the lighting condition of these lamps. To derive input for
these relays, a current transformer is connected in series with the signal lamp circuit,
whose output is fed into a bridge rectifier, which in turn feeds the relay. The relay for red
aspect is known as ON-aspect relay (QECX51), for yellow & green aspects is called
OFF-aspect relay (QECX52) while, for route lamp checking is named as QUCX. The
contact configuration of these relays is 4F/4B.The electrical parameters of these relays
have been depicted in Table 2.3.

Table 2.3 ECR parameters

Operating D.A. Coil
Relay Interruption Timings
current Current Resistance
QECX51 180 mA 110 mA 12.4 Ohm 70 msec at 250 mA
QECX52 75 mA 30 mA 53 Ohm 100 msec at 180 mA
Ref. Art & science of railway signaling, by R. C. Sharma

These relays are used for providing cascading and red lamp protection arrangements in
signal circuit. They are also used in controlling the signal in accordance with the aspect
displayed on signal in advance and for repeating the signal aspects indication at the
operating place.

The other types of relays are, QL1 (magnetic latch relay, SPEC: BRS 935A), QBCA1
(biased AC immunized relay, SPEC: BRS 943), QBAT (biased AC immunized track
relay, SPEC: BRS 939A), and QSRA1 (slow to release AC immunized DC neutral relay,
SPEC: BRS 934A).

2.7.4 SYMBOLS & NOMENCLATURE

Symbols are brief sketches, which represent the character and main function of the
equipment. These are usually accompanied by numerical and/or alphabetical terms to
specify and identify them with a particular device or its component. In an electrical
circuit diagram straight lines represent the wire connections between the specified
devices or their components with their symbols and nomenclatures. These also include
the wire terminals, the separation between locations as well as the interconnections
between power sources, controls and the operated loads.Table 2.4 gives the symbols
associated with metal-to-carbon relays.

Table 2.4Q-series relaysymbols

Ref. Art & science of railway signaling, by R. C. Sharma

Nomenclature is a collection of simple and brief designations of apparatuses to describe

their nature and location. These relays are used in signaling as per the British style of
signal circuits. The nomenclature of theserelays has been presented in Table 2.5.
 Table 2.5 Q series relaysnomenclature
Nomenclature Description Remark/Function
TSR Track Stick Relay One Signal One train
LR Route selection / initiation For setting route and taking
relay OFF signal in RRI
UCR Route checking Relay Ensures correct route set
HR/HHR/DR Signal control relays for Controls the signal
yellow/ Double yellow operation
/Green
RECR/HECR/ Signal lamp proving relays Used for proving signal
DECR/UECR for Red/Yellow lamp is burning
/Green/Route
ASR/ALSR Approach lock stick relay When picked up - route free
when drop - route locked
OVSR Overlap stick Relay When drop - locks points in
overlap
UYR1,2,3,.. Sequential route Release Proves directional arrival of
Relays train in the set route.
TLSR / TRSR Track left stick Relay / Used in RRI for sectional
Track right stick Relay Route Release for left / right
movement
GNR Signal Button Relay Picks up when signal button
is pressed
UNR Route Button Relay Picks up when route button
is pressed
WR Point Button Relay Picks up when point button
is pressed
CH1R, CH2R Crank Handle Button Picks up when crank-handle
Relays button is pressed
WNR/WRR Point Normal / Reverse First relay to pick up in
control Relay point motor circuit
WJR Point Time control Relay Cuts the feed to point motor
after a fixed time
NWR/RWR Normal /Reverse point Final relay for point
operation relay operation
NWCR/RWCR Point contactor relay Switches 110 V DC to point
(normal/Reverse) motor
NWKR / RWKR Normal point indication Picks up when point set and
relay / Reverse point locked in Normal / Reverse
indication relay
Ref. Art & science of railway signaling, by R. C. Sharma
2.8 RELAY INTERLOCKING

The interconnection between various signaling functions, achieved by means of relays, is

termed as relay interlocking. The specification for relay interlocking is IRS: S 36-
87/96.Interlocking with metal-to-carbon relays is done as per the British style of signal
circuits. The signal circuits can either be of the non-route setting type, in which points
and route sections are set individually, while in the route setting system, to take OFF a
signal for a particular line, the signal button and route button are pressed simultaneously.
With this action, all the points in the route, in overlap and in isolation are set
simultaneously, and their indication, either normal or reverse, is lit up on the operations
panel. The route-checking relay (UCR) picks up after checking that the route is clear of
any vehicle. Picking up of UCR drops the approach stick relay (ASR), and all the points
in the route, overlap & isolation are locked (that is, the route is locked) and held in the set
position. The route set is indicated on the panel by the lighting up of a row of small white
lights along the relevant route. Then the signal control relay (HR) picks up and the signal
is taken OFF. Accordingly, the appropriate aspect of the signal yellow, double yellow
or green is lit up on the operation panel and the system is ready for signaled train
movement.

As soon as the train engine passes the signal, it goes back to danger. When the train
enters the track circuit past the signal, the white indications turn to red depicting
occupancy of track by train. During the movement of the train, the route is held with the
help of track circuits and by electrically locking the points in their last operated position,
till the train has passed over them. As the train progresses, the route sections shall get
cleared automatically, and their illumination gets extinguished progressively behind the
train, thus indicating that the route is now ready for being set for another operation.

2.9 SIGNALING PLAN & SIGNAL CIRCUITS

A plan, on which the location of all the signaling functions is marked on the track lines
available in the station yard, is known as Signaling Plan. All the signaling functions are
numbered geographically. A typical numbering scheme shall comprise of giving odd digit
numbers such as1,3,5 & 7 to down direction running signals while the up direction
 running signals shall be given even digit numbers such as2,4,6 & 8.The points shall be
numbered as 101, 102 & 103.On the basis of the approved signaling plan, a table of
control, also known as Selection Table, is prepared. It is a user-friendly data, which gives
entire information about the interlocking and various conditions for setting the route,
holding the route and clearing a signal. It provides the necessary logic for preparation of
signaling circuits and consists of details of signals with aspects, routes governed by
signal, method for route holding (approach locking or dead approach locking), points of
route, overlap and isolation, which are detected and locked by the signals.Based on the
selection table, the signaling circuits, alternatively known as wiring diagrams, are
designed. The general requirements of signaling circuits are:
(i) The wiring diagrams are drawn using symbols as per British style. The
nomenclature of the symbols used and explanations of circuits, are given in it.
(ii) All the internal circuits shall be suitably protected and electrically isolated from
external circuits.
(iii) Signal circuits shall be so designed that the signal shall not change to a lesser
restrictive aspect than intended one.
(iv) The signal circuits for use in electrified territory shall be designed as per the
railway electrification practices.
(v) All the vital circuits shall be given with common negative return wire.
(vi) The interlocking between conflicting routes shall be achieved through route
interlocking circuits.
(vii) Setting of conflicting routes shall not be possible under any circumstances.

2.10 INSTALLATION OF RELAYS

In the Station Masters room, an operating cum indication panel having the entire yard
layout and push buttons for operation of signals / points is provided. The panel also has
illuminated indications for signals, points, track circuits, crank handles, Level Crossing
gates & sidings, as per their geographical position. A SMs key is available on the panel
to prevent unauthorized operation. As shown in Fig. 2.9, the operating cum indication
panel is made up of small rectangular dominoes of sizes 63mm. x38mm. or 54mm.
x34mm. on a frame. The butt
buttons, switches & indications are fitted on to the dominos.
Wiring is terminated into male/female multiple sockets for easy removal / assembly.

Ref. Compiled from study

Fig. 2.9 Domino type operating & indication panel

For a four-line
line station having two loop lines, approximately 250 to 300 metal-to-carbon
metal
relays are required which are fixed on relay racks installed in the relay room. The internal
wiring of relays (that
that is relay to relay) is done by multi-core
core PVC insulated plain
annealed copper cables having conducto
conductorr diameter as 1 mm. or 0.6 mm. The wires from
all the relays are brought out on respective tag blocks fitted on each rack, and the rack to
rack wiring (that is tag-block
block to tag
tag-block)
block) is generally carried out with single core PVC
insulated un-armored
armored plain annealed cable copper
pper having conductor size 1.5 sq.mm.
s
These cables used for internal wiring shall satisfy relevant clauses of IS-694.
IS The power
supply for these relays is also terminated on the relay racks. The multi-core
multi copper
signaling cables, connect
connected to the outdoor signal functions such as signals / points / track
circuits / level crossing gates are terminated on the 88-way
way connectors fixed on a separate
rack called the Cable Termination racks. The tag block
blockss are also connected to the 8-way
8
connectorss fitted on the cable terminat
termination
ion rack, as shown in Fig. 2.10.
2.10 Each group of
circuits is fully protected by fuses provided on the top of relay racks. The fuses, when
blown off give a visible indication.
 Ref. Compiled from study

Fig. 2.10Metal-to-carbon relays mounted on relay racks in a relay room

Uninterrupted power supply is ensured through Integrated Power Supply, with automatic
and manual switching over facility to standby power supply in case of power
failure/fluctuations. For supplying power to outdoor functions, different cables & route
diversity is used, so that the failure of a part of the feeder or a fuse blowing off doesnt
affect the feed to the outdoor equipment in the entire yard.

2.11 FUNCTIONING OF METAL TO CARBON RELAYS

At a station provided with panel interlocking (small yards) or route relay interlocking
(big yards), the metal-to-carbon relays are wired as per the signaling circuits. The
signaling circuit are based on the Boolean logic and comprises of AND / OR / NOT /
NAND / NOR functions. Thus, voltages are available at various contacts of the relays in
the circuit, as per this logic. These relay contacts make or break as per the operation
command from the operating panel and the concerned circuit logic. On availability of all
the contactors as per the stipulated order, the end relay gets picked up.Thence, current
shall flow to the signaling function.Non-availability of even one contactshall result in
disruption of the current path and thus, the circuit will not be completed, and this shall
result in non-operation of concerned signal or point. The signals are taken off for train
movement only if all the required circuit logic pre-requisites are accomplished.
The make / break sequence of relay contacts is very important for satisfactory working of
signaling functions. The relay contacts should not only make / break promptly, but also
do so in the predesigned sequence. Failure to do so shall result not only in failure of
signaling functions, but may also lead to unsafe situations, wherein a signaling function
 may operate in an undesired fashion. Thus, the correct functioning of metal-to-
carbonrelays is very important for an efficient signaling system.

2.12 FAILURE MECHANISM OF METAL TO CARBON RELAYS

A metal-carbon relay is said to be failed, when the relay contacts do not make / break as
per the predefined logic. This make / break sequence of relay contacts may not get
fulfilled either due to -
(i) External reasons such as power supply failures, defective wiring or blowing off of
fuse.
(ii) Internal reasons such asmalfunctioning of relay components, defective
manufacturing of relays or poor quality of relay components.

While the extent of effects of external reasons is not substantial and may be taken care of
by properly executing the relay wiring and installing an efficient power supply system, it
is the internal reasons which pertain to the relay itself which are far more perilous.
Defective manufacturing of relays and poor quality relay components are the major
causes of metal-to-carbon relay failures. Any deficiencies in the relay manufacturing
process result in instant failure of relays as soon as they are wired in the circuit. This is
thus, detected immediately and can be prevented by proper testing before installation.
However, poor quality of relay components results into relay failures, which may
manifest themselves during operation, much after the installation. These are sudden death
like situations and do not give any prior symptom of failure. Thus, they cause more
damage to the proper functioning of the signaling system. These are the failures, which
result in the poor reliability of relays.
Reliability of these relays is very important in context to the total dependability of
signaling systems. Poor performance of these relays results into increased numbers of
signal failures. Since the train movement is governed through railway signals, their
failures adversely affect the punctuality of trains. Besides, during signal failures, the train
movement is done in manual mode, thus creating a possibility of human error, leading to
train accidents. This is totally undesirable and unacceptable and thus, warrants an in-
depth study of reliability performance of these relays on Indian Railways.
2.13 RELIABILITY OF METAL TO CARBON RELAYS ON INDIAN RAILWAYS

For ascertaining the precise extent of the reliability behavior of these relays, details of
signal equipment failures including failures of metal-to-carbon relays on Indian
Railways, for the years 2007 2008 to 2010 2011, were studied.

TheKnowledge Discovery in Databases process was used for interpretation of the failure
data. It consists ofdata preparation(cleaningof data through data cleaning techniques),
data transformation (organization of data in well-defined structure), data mining
(extraction of patterns from the data using data mining methods such asclassification,
clustering, regression) and data interpretation&representation.

Accordingly, the metal-to-carbon relay failure data from zonal railways was first checked
for incorrect entries, half-filled / vague information and the same were eliminated.
Consequently, absolutely clean & accurate failure data compendium was obtained, which
was configured in correct format having proper headings such as month / railway / cause
of failure / classification of failure.For data mining of failures, the partition method of
clustering was used for grouping the data under various heads such as month wise
failures, cause wise failures and railway wise failures. Based on the results of the data
mining process, an analysis was conducted and the results were depicted using bar graphs
& pie charts.

2.14 ANALYSISOF RELAYFAILURE DATA

The metal-to-carbon relays failure data from the zonal railways was analyzed and the
results of analysis revealed the following facts:

2.14.1 TOTAL RELAY FAILURES ON INDIAN RAILWAYS

The total numbers of failures of metal-to-carbon relays on Indian Railways during the
years 2007 08 to 2010-11 were as given in Table 2.6.

Table 2.6Metal-to-carbon relay failures on Indian Railways

 Year Total Failures (No.)
2007 08 4052
2008 09 4108
2009 10 4233
2010 11 4583
Total 16976
Ref. Compiled from study

Ascan be seen from the Fig. 2.11, the failures have steadily increased over last few years.

Ref. Compiled from study

Fig. 2.11 Year wise failure analysis

The average failures per year during this period were more than 4000, which were quite
substantial, and totally unacceptable.
2.14.2 CAUSES OF RELAYFAILURES

As per the failure mechanism discussed in Para 2.12 and based on the observations &
feedback from the field, the causes of failures of metal-to-carbon relays were identified as
High Contact Resistance, coil defects, ingress of ants inside the relay, sulphation of
springs / connectors. There were many incidents where the failure cause was either not
known or could not be established. All such failures were classified as - cause not
established. Besides, there were sundry other cases of breakage of armature / relay cover
& slipping of retaining clips; all such cases were clubbed together under the category
Others. Table 2.7 givesthe cause wise classification of failures.
 Table 2.7 Causes of failures of metal-to-carbon relays
Coil Ingress Cause Not Others Total
Year HCR Sulphation
Defects of Ants Established
2007 - 08 3164 172 92 6 269 349 4052
2008 - 09 3160 210 64 17 289 368 4108
2009 - 10 3380 240 63 10 250 290 4233
2010 - 11 3595 229 60 12 304 383 4583
TOTAL 13299 851 279 45 1112 1390 16976
Ref. Compiled from study

Fig. 2.12 shows the contribution of various causes of failures.

Ref. Compiled from study

Fig. 2.12 Cause wise failure analysis

The analysis shows that the largest numbers of failures (approximately 78%) were due to
High Contact Resistance. The number of cases where cause could not be established and
other sundry failures was also quite high.The year wise cause wise analysis of failures
during the period for years 2007 08 to 2010 - 11 were as represented in the graph
shown in Fig. 2.13. Since there was a large variation in the numbers of various causes,
the graph was made with logarithmic scale on Y-axis, so that all the causes could be
viewed adequately.
 Ref. Compiled from study

Fig. 2.13 Year wise Cause wise failure analysis

As can be seen, the numbers of failures due to High Contact Resistance had remained
almost constant in the first two years and had increased marginally over the next two
years. The cases of ingress of ants in the relays & sulphation of armature had decreased
while coil defects and other categories had increased.

2.14.3 DISTRIBUTION OF RELAY FAILURES ON INDIAN RAILWAYS

The extant of failures of metal-to-carbon relays on various zonal railways during the
years 2007 - 08 to 2010 11 were as enumerated in Table 2.8.

Table 2.8 Extent of relay failures on Indian Railways

Railway 2007-08 2008-09 2009-10 2010-11 Total
Central Railway 84 88 78 91 341
Eastern Railway 603 651 558 506 2318
East Central Railway 400 414 514 551 1879
East Coast Railway 142 138 119 173 572
Northern Railway 478 456 615 507 2056
North Central Railway 151 109 125 164 549
North Eastern Railway 245 230 225 178 878
North Frontier Railway 402 358 311 260 1331
North Western Railway 151 237 250 492 1130
 Southern Railway 200 208 209 238 855
South Western Railway 194 149 187 207 737
South Central Railway 140 183 161 465 949
South Eastern Railway 212 272 312 165 961
South East Central 194 226 223 265 908
Railway
Western Railway 357 304 256 229 1146
West Central Railway 99 85 90 92 366
Total 4047 4108 4233 4583 16976
Ref. Compiled from study

As can be seen from the analysis shown in Fig. 2.14, the failures were very high on NR,
ER, NFR, ECR, WR and NWR.

Ref. Compiled from study

Fig. 2.14 Railway wise failure analysis

The railway wise breakdown of failures indicated that the problem of poor reliability of
metal-to-carbon relays was spread all over Indian Railways. To ascertain the spread of
failures over IRduring the period under consideration, the year wise railway wise analysis
of failures was as given in Fig. 2.15.
 Ref. Compiled from study

Fig. 2.15 Year wise Railway wise failure analysis

As can be seen from this analysis, there was a large variation in the failures on the
railways during the period under investigation and sudden increase in failures was seen
on NWR, SCR, NR &ECR, while the failures had decreased on SER, NFR, WR, ER and
NER.

2.14.4 PROLIFERATION OF CAUSES OF RELAY FAILURES ON IR

To find out the geophysical connotations of the reliability of relays, the causes of relay
failures were scrutinized zonal railway wise. This provided an insight into the severity
grading of various causes on Indian Railways and helped to ascertain whether there is any
pattern to the distribution of failures causes. Accordingly, the spread of causes of metal-
to-carbon failures over various zonal railways was as enumerated in Fig. 2.16. Since there
was a large variation in the numbers of various causes, the graph was made with
logarithmic scale on Y-axis, so that all the causes could be viewed adequately.
 Ref. Compiled from study

Fig. 2.16 Railway wise Cause wise analysis

As can be seen from the analysis, the numbers of failures caused by High
ContactResistance were very high on SR, NFR, SCR, ER, SECR, ECR, NWR, SER, NR,
WR, NER and SWR. From this, it was deduced that the problem of High Contact
Resistance was quite rampant on Indian Railways.The failures caused by defective coils
were substantial on WR, NWR, ER, NFR, ECR and NR. The antsingress into the relays
cases were more on ECR, NR and ER. The failures due to sulphation of metallic parts,
though less in numbers, were more rampant on the same railways as cases of ingress of
ants.

The cases in which the cause could not be established were more on NR, WR, NFR, ER,
NWR and ECR. The failures caused by sundry reasons such asbreakage of armature /
relay cover, slipping of retaining clips - designated in the graph as Others - were more
widespread on NER, SCR, NFR, SECR, ER, SER, NWR, SR, ECR, NR and WR.
2.15 CONCLUSION
From the analysis of metal-to-carbon relays failure data of various zones on Indian
Railways, it was established that the reliability of these relays was very poor. Besides, the
failures were spread all over Indian Railways, with certain zonal railways showing very
high incidences of loss of reliability. This deficient reliability eventually resulted into low
availability of the relays for signaling operations, thus, adversely affecting the signal
performance.

There were numerous reasons for the poor reliability of these relays. From the above said
analysis, enhanced electrical resistance betwixt relay contacts remained the single largest
factor responsible for the poor reliability of relays. Since the current for various
selections passes through the relay contacts, their conductivity is of utmost importance.
The nominal value of current passing through these metal - carbon contacts is
approximately 100 milliampere, while the specified maximum contact resistance is 220
milliohm. During normal operation, the current is able to overcome this resistance; but as
the contact resistance increases beyond this limit, the current cannot overcome the high
resistance, and thus, ceases to flow. This disrupts the electrical connection between the
contacts, causing the relay to fail, eventually resulting in the failure of signaling system.

Hence, it was imperative that the metal - carbon relaysreliability issues, and particularly
the phenomenon of High Contact Resistance, be researched in great detail and remedial
measures suggested accordingly.

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