| GENERAL NOTES |
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| SUMMARY
OF XSF FLAGS |
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| (Communications
Operation of XSF flags is required) |
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| XSF1 |
– |
Allows auto introduction
of P1 in AØ after the expiry of AØ late start. |
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| XSF2 |
– |
Allows auto introduction
of P2 in AØ after the expiry of AØ late start. |
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| XSF3 |
– |
Allows
auto introduction of P3 in BØ after the expiry of
BØ late start or in CØ, if going AØ |
→ CØ, after expiry
of CØ late start. |
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| XSF5 |
– |
If set, inhibits P5 from
introducing in CØ. |
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| SUMMARY
OF MSS FLAGS |
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| MSS1 |
- |
Set when the CALL input
is received (set until the termination conditions are met). |
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| MSS2 |
- |
Set at the start of
train phase (set until the start of intergreen of train phase). |
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| MSS3 |
- |
Set when the FORCE input
is received before TLR (Abnormal Condition 1). |
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| MSS4 |
- |
Set
when the RELEASE/ FORCE input is not reinstated
before the expiry of the RELEASE |
TIMER (Abnormal
Condition 2) |
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| MSS5 |
- |
Set
when the RELEASE/ FORCE input is terminated
without a CALL input |
(Abnormal Condition 3) |
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| MSS6 |
- |
Set when there is a
break in the CABLE MONITOR input (Abnormal Condition 4). |
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| MSS7 |
- |
Set
when the BOOMS HORIZONTAL input is not received
during train phase (Abnormal |
Condition 5). |
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| MSS11- |
Set when the CALL is
deemed to be established (set until the CALL is removed). |
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| MSS13- |
Set
when BOOMS HORIZONTAL input is received (set until
BOOMS HORIZONTAL |
input is removed). |
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| MSS14- |
Set when the FORCE input
is received (set until the FORCE input is reinstated). |
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| MSS15- |
Set
when the PRE-RELEASE input is received (set until
the PRE-RELEASE input is |
reinstated). |
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| GENERAL
OPERATION |
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|
| 1.
If in CØ, clear demands for BØ. |
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| 2.
If going AØ → DØ or BØ → DØ, expire
DØ late start. |
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| 3.
Use BØ special all red for BØ all red if going BØ
→ DØ. |
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| SIGNAL
GROUP OPERATION |
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| Signal
Group 4 |
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| 1.
If going CØ → DØ, close down SG4 at the
start of CØ intergreen, then re-introduce SG4 at the end of DØ late
start. |
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| Signal
Group 5 |
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| 1.
SG5 is a one-aspect (red) partially controlled right turn display. |
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| 2.
SG5 is activated at the start of the red of the
preceding phase before Track Clearance Phase (DØ). |
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| 3.
SG5 is held red until the end of the train phase
(EØ) intergreen. |
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| Signal
Group 9 |
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| 1.
SG9 is a two-aspect (red/yellow) left turn
display. |
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| 2.
SG9 is conditional on P5 demand. If there is no
demand for P5, SG9 will be green (blank display). |
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| 3.
SG9 can close down at the start of AØ, BØ &
CØ intergreen when P5 is demanded provided SG9 minimum green (Special Purpose
Timesetting No. 9) has expired. |
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| 4.
SG9 uses the phase yellow when it closes down. |
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| 5.
SG9 All Red is controlled by Special Movement
Timesetting No. 1. |
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AØ All Red is
substituted for Special Movement Timesetting No. 1. |
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| PEDESTRIAN
GROUP OPERATION |
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| Pedestrian
1 |
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| 1.
P1 calls AØ. |
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| 2.
P1 can introduce in AØ after the expiry of AØ
late start or in E1Ø or E3Ø after the expiry of EØ late start. |
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| 3.
P1 can overlap E3Ø → E1Ø |
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| 4.
P1 can auto-introduce in AØ when XSF1 is set,
provided AØ late start period has expired. |
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| Pedestrian
2 |
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| 1.
P2 calls AØ. |
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| 2.
P2 can introduce in AØ after the expiry of AØ
late start or in E1Ø, E2Ø or E3Ø after the expiry of EØ late start. |
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| 3.
P2 can overlap E1Ø ↔ E2Ø, E1Ø ↔ E3Ø,
E2Ø → E3Ø. |
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| 4.
P2 can auto-introduce in AØ when XSF2 is set,
provided AØ late start period has expired. |
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| Pedestrian
3 |
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| 1.
P3 calls CØ. |
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| 2.
P3 can introduce in BØ after the expiry of BØ
late start or in CØ after the expiry of CØ late start or in E3Ø after the
expiry of EØ late start. |
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| 3.
P3 can overlap BØ → CØ. |
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| 4.
If XSF3 is set, P3 can auto-introduce in BØ after
the expiry of BØ late start or in CØ, if going AØ → CØ, after the
expiry of CØ late start. |
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| Pedestrian
4 |
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| 1.
P4 calls CØ. |
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| 2.
P4 calls P5 and holds SG9 red until the end of P4
clearance. |
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| 3.
Do not introduce P4 if P5 is not running at the
start of CØ or P5 is not able to introduce due to SG9 minimum green. Introduce P4 (and P5) in next cycle (do not
allow P5 to introduce in next cycle except as part of P4 transfer). |
| 4.
P4 can introduce in CØ after the expiry of CØ
late start or in E3Ø after the expiry of EØ late start. |
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| Pedestrian
5 |
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| 1.
P5 is a non-SCATS pedestrian. |
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| 2.
P5 calls AØ, E2Ø and E3Ø. |
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| 3.
P5 can introduce at the start of AØ, BØ, CØ and
E3Ø. |
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| 4.
P5 can overlap AØ → BØ, AØ → CØ, BØ
→ CØ, CØ → AØ. |
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| 5.
P5 can only introduce when SG9 closes down as
described above. |
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| 6.
If XSF5 is set, P5 is inhibited from introducing
in CØ. |
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| 7.
Provide 3 seconds solid don’t walk at the end of
P5 clearance before SG9 starts up. |
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| 8.
Refer to SG9 operation. |
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| DETECTOR
OPERATION |
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| General |
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| 1.
Clear vehicle demands during associated phase
green and yellow. |
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| Detector
5 |
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| 1.
Detector 5 places locking calls for CØ and, when
its presence timer expires, places non-locking calls for BØ and extends BØ. |
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| 2.
Clear demands for BØ from detector 5 during SG3
and SG6 green and yellow. |
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| Detector
18 and 19 |
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| 1.
Detectors 18 and 19 are cyclist push buttons. |
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| 2.
The activation of detector 18 and/or detector 19
places a demand for CØ. |
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| 3.
If CØ is demanded by detector 18 and/or detector
19, CØ minimum green is substituted by the timesetting as specified in
Special Purpose Timesetting No. 16. |
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| OPERATION
OF INTERNALLY ILLUMINATED SIGNS |
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| Relay
Output 1 |
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| 1.
Relay Output 1 drives an Internally Illuminated
‘Give Way To Pedestrians’ sign during P3 walk and clearance when SG3 is
green. |
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| 2.
Relay Output 1 is activated by P8 Wait State
output (PSC2003/ ATSC4) or by Special Output 1 (Eclipse) during P3 walk and
clearance when SG3 is green. |
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| 3.
Both P8 Wait State Output and Special Output 1
are set in the controller personality. |
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| Relay
Output 2 |
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| 1.
Relay Output 2 drives an Internally Illuminated
‘Give Way To Pedestrians’ sign during P4 walk and clearance when SG4 is
green. |
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| 2.
Relay Output 2 is activated by P7 Wait State
output (PSC2003/ ATSC4) or by Special Output 2 (Eclipse) during P4 walk and
clearance when SG4 is green. |
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| 3.
Both P7 Wait State Output and Special Output 2
are set in the controller personality. |
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| TRAIN OPERATIONS |
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| 1
GENERAL INTERFACING REQUIREMENTS |
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| Electrical interfacing between the traffic signal controller and
the level crossing controller is provided by a multi‑core
telephone‑type cable having at least 10 pairs. The wiring is detailed in the Standard
Rail-Link Cable Termination Chart (Appendix 2). |
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| 1.1 STANDARD RAIL LINK INPUTS |
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| For a standard installation, the following five inputs are
generated by the rail crossing control system and fed into detector inputs in
the traffic signal controller: |
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| · CABLE MONITOR |
(Detector 13) |
|
– usually ON |
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| · PRE‑RELEASE |
(Detector 14) |
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– usually ON |
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| · RELEASE/FORCE (R/F) |
(Detector 15) |
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– usually ON |
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| · CALL |
(Detector 16) |
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– usually OFF |
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| · BOOMS HORIZONTAL |
(Detector 17) |
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– usually OFF |
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| Each of these
inputs is generated from a rail level crossing relay. Each can be in the on or off state. |
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| NOTE:
‘CALL’, and ‘BOOMS’ are normally OFF state |
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| 1.2 STANDARD RAIL LINK OUTPUTS |
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| TRAFFIC LIGHT
RESPONSE (TLR) |
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| · This output is driven by SG10. |
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| 2
BASIC OPERATING PROCEDURE |
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| The TYPICAL
SEQUENCE CHART in Appendix 1 shows the sequence of events and the change in
state of each input and output. |
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| 2.1 CALL |
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| On receipt of the
“CALL” input (detector 16) the following will occur: |
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| - When the CALL presence timer expires the CALL is deemed to be
established and will force the controller to go into the train operation
described below. |
|
| -
When the timer expires the controller will clear
all phase demands i.e. the controller will remain in the currently running
phase. If a pedestrian is in WALK when the “CALL” is received then select
Special purpose Timesetting No. 12 for the pedestrian walk time. |
|
| - If the controller is changing phases when the “CALL” is
received, then do not service pedestrians in the phase which is about to run. |
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| -
A Call delay timer (Special Purpose Timesetting
No. 15) is started. When this CALL DELAY timer expires, a demand is placed
for Track Clearance Phase, DØ, and the controller proceeds to EØ immediately (Refer Track
Clearance Phase). |
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| -
MSS1 flag is set at the point when the “CALL” is
first received. The point at which the MSS1 flag is removed is outlined in section 3.3, which relates to
the provision of train compensation. |
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| - The controller is forced to isolated mode of operation. When
on-line to the regional computer this is achieved via the MSS1 flag using
VR30. |
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| - MSS11 flag is also set from the point when the CALL is deemed
established until the CALL is removed. |
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| 2.2 TRAIN PHASE SEQUENCE |
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| 2.2.1
Track Clearance Phase |
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| The TRACK
CLEARANCE phase is DØ. |
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| Start Timer 1 (Special Purpose Timesetting No. 17)
at the start of Force (when detector 15 goes from
ON to OFF). |
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| The Track
Clearance Phase (DØ) is held
until Timer 1 expires or Booms Horizontal (detector
17) is received whichever comes first. |
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| The controller
then proceeds to the TRAIN PHASE, EØ. |
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| 2.2.2
Train Phase |
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| The Train Phase is
EØ |
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| Within the Train
Phase, EØ: |
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| a.
The Train Phase starts in E1Ø. |
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| b.
The train phase cycles between E1Ø, E2Ø and E3Ø,
depending on demand. |
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| c.
The controller will rest in E1Ø if there are no
other demands. |
|
| d.
E1Ø is called by detectors 1 and 2, P1 and/ or
P2. |
|
| e.
E2Ø is called by detectors 3 & 5. |
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| f.
E3Ø is called by P3, P4 and/ or P5. |
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| g.
Special Approach 1 uses EØ Approach 1 (E1)
timesetting to control SG1 extension. |
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| h.
Special Approach 2 uses EØ Approach 2 (E2)
timesetting to control SG2 extension. |
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| i.
Special Approach 4 uses EØ Approach 4 (E4)
timesetting to control SG6 extension. |
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| j.
SG1, SG2, SG6, SG8 and SG9 use EØ minimum green. |
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| k.
SG1 and SG2 use Special Purpose Timesetting No.
10 for their maximum extension green. |
|
| l.
SG6, SG8 and SG9 use Special Purpose Timesetting
No. 11 for their maximum extension green. |
|
| m.
P1 can introduce in E1Ø and E3Ø and can overlap
E3Ø → E1Ø. |
|
| n.
P2 can introduce in E1Ø, E2Ø and E3Ø and can
overlap E1Ø ↔ E2Ø, E1Ø ↔ E3Ø, E2Ø → E3Ø. |
|
| o.
P3 can introduce in E3Ø and can overlap E3Ø
→ CØ. |
|
| p.
P4 can introduce in E3Ø and can overlap E3Ø
→ CØ. |
|
| q.
P4 calls P5 and holds SG9 red until end of P4
clearance. |
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| 2.3 TRAFFIC LIGHT RESPONSE (TLR) |
|
| 2.3.1
Description |
|
| The Traffic Light Response (TLR) Signal Group 10 is a status
message that is sent from the road traffic signal controller back to the
railway control equipment to indicate that the road traffic signals are ready
for activation of the boom gates. |
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| 2.3.2
When the TLR is issued |
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| The TLR is issued
at the start of the TRACK CLEARANCE phase. |
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| It is maintained
until the PRE-RELEASE input is re-instated. |
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|
| 2.4 FORCE |
|
| The FORCE is indicated by the RELEASE/FORCE input (detector 15)
going off. This occurs when the train
enters the control section
causing the red lights at the crossing to flash and bells to ring. If the FORCE is received before the TLR is
sent, then the signals will be forced to flashing yellow. |
|
|
|
| On receipt of the FORCE, MSS14 is set. MSS14 remains set until the FORCE input is
removed (ie. the RELEASE/FORCE input is re-instated). MSS14 is used to
monitor the CALL/FORCE interval. |
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|
| 2.5 BOOMS HORIZONTAL |
|
| The receipt of this input (detector 17) is an indication that
all the booms have reached horizontal. On receipt of the BOOMS HORIZONTAL
input, the MSS13 flag is set and remains set until the BOOMS HORIZONTAL input
turns off. MSS13 is used to monitor the duration of the booms closure. |
|
|
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| 2.6 PRE‑RELEASE |
|
| 2.6.1
Normal operation for one train |
|
| The re-activation of the PRE‑RELEASE input (detector 14)
is an indication that the train has cleared the control section of track and
that the booms are about to lift. When
it is received, the controller initiates a pre‑release sequence which
directs the controller to terminate all signal groups in the train phase
without violating pedestrian or minimum green times. If a pedestrian is in walk when the
PRE‑RELEASE is received, then select Special Purpose Timesetting No. 12
for the pedestrian walk time, so that normal operation may resume as soon as
possible. The controller will then
proceed to the train phase All-Red interval and remain there pending
reinstatement of the RELEASE/FORCE input. |
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|
|
| On removal of the PRE-RELEASE input, MSS15 is set. MSS15 remains set until the PRE-RELEASE
input is reinstated. MSS15 is used to monitor the PRE-RELEASE/RELEASE
interval. |
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| 2.6.2
Second call during train phase |
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| Following receipt of the PRE‑RELEASE input, if a second
CALL is received prior to the controller being in the train phase intergreen
period (i.e. the booms have moved off the horizontal but the controller is
still not in the train phase intergreen) then the train phase sequence should
be recommenced as per 2.1 above. |
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| 2.6.3
Second call during train phase intergreen |
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| If a second CALL is received during the train phase intergreen
period then proceed to the subsequent phase (but do not service pedestrians)
and then commence a new train phase sequence as in 2.1 above. |
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| 2.7 RELEASE |
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| The Release is
indicated by the Release/Force input going to the on state. This indication releases the traffic signal controller
to resume normal vehicle operation. |
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| 3
SPECIAL PROCEDURES |
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| 3.1 ABNORMAL CONDITIONS |
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| These conditions should not occur in normal operation. However,
when they do, appropriate steps should be taken to register the event and to
take action as follows. |
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| 3.1.1
Abnormal condition 1 ‑ Force before TLR |
|
| Although 35 seconds at least should elapse between receipt of a
CALL input and the FORCE (termination of the R/F input), there may be
occasions when the FORCE occurs prior to the controller issuing the TLR
output. This will force a flashing‑yellow response and generate
ABNORMAL CONDITION message No 1 via MSS3.
When the full RELEASE is received (the R/F input is reinstated) the
controller will go through an all‑red start‑up sequence and
resume normal operation. |
|
|
|
| 3.1.2
Abnormal condition 2 ‑ Late Release |
|
| The RELEASE TIMER (Special Purpose Timesetting No 13.) commences
counting from receipt of the PRE‑RELEASE. If the R/F is not reinstated before expiry
of this timer, then the controller will generate ABNORMAL CONDITION message
No 2 via MSS4 and go to flashing‑yellow. When the R/F input is reinstated, the
controller will go through an all‑red start‑up sequence and
resume normal operation. |
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|
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| 3.1.3
Abnormal condition 3 ‑ Force without Call |
|
| If the R/F input is terminated without a previous CALL input,
the controller will generate ABNORMAL CONDITION message No 3 via MSS5 and go
to flashing‑yellow. When the R/F
input is reinstated the controller will go through an all‑red
start‑up sequence and resume normal operation. |
|
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|
| 3.1.4
Abnormal condition 4 ‑ Break in Cable
Monitor |
|
| If there is a break in the CABLE MONITOR input, the controller
will generate ABNORMAL CONDITION message No 4 via MSS6 and go to
flashing‑yellow until the CABLE MONITOR is reinstated. When this input
is reinstated the controller will go through an all‑red start‑up
sequence and resume normal operation. |
|
|
|
| 3.1.5
Abnormal condition 5 ‑ Booms not Horizontal |
|
| If the BOOMS HORIZONTAL input is not received during the train
sequence, the controller will generate ABNORMAL CONDITION message No 5 via
MSS7. This flag is set at the start of the first phase following release from
the train phase. |
|
|
|
| 3.2 CALL TERMINATION TIMER |
|
| When
a CALL input terminates prior to the FORCE (in the presence of the R/F
input), a timer will begin to count down (Special Purpose Timesetting
No.14). Any further CALL inputs will
reset the timer. Once the FORCE is
received (R/F terminated), the timer is ignored. If the R/F input is not terminated prior to
expiry of the timer, then the controller will AUTO‑RELEASE from the
Track Clearance Phase sequence, proceed to Train Phase and resume normal
vehicle operation. The purpose of this facility is to prevent the traffic
signal controller from being "locked up" indefinitely by spurious
inputs (in the case of automatic track circuits) or by inadvertent or
excessively early calls (in the case of manned signal‑boxes). |
|
|
| 3.3 OPERATING MODES |
|
| 3.3.1
Isolation conditions |
|
| When
the CALL input is received, the MSS1 flag is set and will instruct the
regional computer (via VP routine 30) to force the controller into Isolated
operation. During this time the MSS1
flag will remain on until the termination conditions are met, for
compensation to traffic delayed by the boom closure. The compensation
sequence is detailed below. |
|
|
|
| 3.3.2
Compensation techniques |
|
| Once the train is clear of the crossing and the booms have
raised to approximately 60 degrees, the RELEASE is indicated by the R/F input
going ON. At this point, the traffic
signals should start in CØ, which allows traffic to cross the rail tracks. |
|
|
|
| If the site is running Isolated or Flexilink when the CALL input
is received, MSS1 flag will stay on until the start of CØ intergreen (after
the train phase). If the site is running Masterlink when the CALL input is
received, MSS1 flag will stay on until the start of EØ intergreen. |
|
| CØ uses its own
phase extension green after the train phase. |
|
|
|
| 3.3.3 Resumption of dynamic mode |
|
| At the start of the TRAIN PHASE the MSS2 flag is set and will
stay on until the start of the intergreen of the train phase. The termination of the MSS2 flag is used to
determine the moment at which the cycle generator is to be set for Masterlink
operation. |
|
|
|
| 3.3.4 Flexilink operation |
|
| Flexilink is
permitted to run. |
|
| 4
MSS FLAGS ‑ SUMMARY OF OPERATIONS |
|
| 4.1
MSS1 |
|
|
|
| This
Flag is SET upon receipt of the CALL and is used to force the site into
isolated operation. |
|
| This Flag is
DROPPED to allow the Local Controller to pick up Flexilink or Masterlink
operation. (See 3.3.1) |
|
|
|
| 4.2
MSS2 |
|
|
|
| This
Flag is SET at the start of the TRAIN PHASE green. |
|
| This
Flag is DROPPED at the start of the TRAIN PHASE intergreen and is used to SET
the cycle generator in preparation for picking up co‑ordination in
dynamic mode. (See 3.3.3) |
|
|
|
| 4.3 |
MSS3 to MSS7 |
|
|
|
| These
are described under ABNORMAL CONDITIONS.
(See Section 3.1.1 to 3.1.5) |
|
|
|
| 4.3 |
MSS13, MSS14 & MSS15 |
|
|
|
| MSS13,
MSS14 and MSS15 are used to monitor the BOOMS HORIZONTAL input, the
RELEASE/FORCE input and PRE-RELEASE input, respectively. |
|
|
| 4.4 MSS11 |
|
|
|
| MSS11
is set from the point when the CALL is deemed established until the CALL is
removed. |
|
|
|
| 5
VARIATION PARAMETER TABLES |
|
| 5.1 Send Site Isolated |
|
| VP1 = 5 |
|
‑ test MSS |
|
| VP2 = 0 |
|
‑ current slot |
|
| VP3 = 1 |
|
‑ MSS flag |
|
| VP4 = 30 |
|
‑ send Isolated |
|
|
|
| 5.2 Set Cycle Generator |
|
| VP5 = 5 |
|
‑
test MSS |
|
| VP6 = 0 |
|
‑ current slot |
|
| VP7 = 2 |
|
‑ MSS flag |
|
| VP8 = 20 |
|
‑ reverse
condition |
|
| VP9 = 53 |
|
‑ set cycle generator |
|
| VP10
= |
|
‑ value |
|
|
|
| 5.3 Abnormal Condition Message No 1 |
|
| A: "DCL 6120 RAIL
LINK: FORCE BEFORE TLR |
|
| VP11 =
5 |
|
‑
test MSS |
|
| VP12 =
0 |
|
‑ current slot |
|
| VP13 = 3 |
|
‑ MSS flag |
|
| VP14 =
36 |
|
‑ read TC file |
|
| VP15 = A |
|
‑ true TC data set
A |
|
| VP16 =
0 |
|
‑ no action if
false |
|
|
|
| 5.4 Abnormal Condition Message No 2 |
|
| B: "DCL 6120 RAIL
LINK: LATE RELEASE |
|
| VP17 =
5 |
|
‑
test MSS |
|
| VP18 =
0 |
|
‑
current slot |
|
| VP19 =
4 |
|
‑ MSS flag |
|
| VP20 =
36 |
|
‑ read TC file |
|
| VP21 =
B |
|
‑ true TC data set
B |
|
| VP22 =
0 |
|
‑ no action if
false |
|
|
|
| 5.5 Abnormal Condition Message No 3 |
|
| C: "DCL 6120 RAIL
LINK: FORCE WITHOUT CALL |
|
| VP23 =
5 |
|
‑
test MSS |
|
| VP24 =
0 |
|
‑ current slot |
|
| VP25 = 5 |
|
‑ MSS flag |
|
| VP26 =
36 |
|
‑ read TC file |
|
| VP27 = C |
|
‑ true TC data set
C |
|
| VP28 =
0 |
|
‑ no action if
false |
|
|
|
| 5.6 Abnormal Condition Message No 4 |
|
| D: "DNC 6120 RAIL
LINK: BREAK IN CABLE MONITOR |
|
| VP29 =
5 |
|
‑
test MSS |
|
| VP30 =
0 |
|
‑
current slot |
|
| VP31 = 6 |
|
‑ MSS flag |
|
| VP32 =
36 |
|
‑ read TC file |
|
| VP33 = D |
|
‑ true TC data set
D |
|
| VP34 =
0 |
|
‑ no action if
false |
|
|
| 5.7 Abnormal Condition Message No 5 |
|
| E: "DNC 6120 RAIL
LINK: BOOMS NOT HORIZONTAL |
|
| VP35 =
5 |
|
‑
test MSS |
|
| VP36 =
0 |
|
‑
current slot |
|
| VP37 = 7 |
|
‑ MSS flag |
|
| VP38 =
36 |
|
‑ read TC file |
|
| VP39 = E |
|
‑ true TC data set
E |
|
| VP40 =
0 |
|
‑ no action if
false |
|
|
|
|
|
|
APPENDIX 2 |
|
|
|
| STANDARD RAIL
LINK CABLE TERMINATION CHART |
|
| FOR CONTROLLERS
WITH RELAY OR SOLID-STATE LOAD-SWITCHING |
|
| SITE: |
|
NUMBER: |
|
|
|
|
|
| MUNICIPALITY: |
|
DESIGNER: |
|
DATE: |
|
| * Delete the inputs
and or outputs on this page which are not used. |
|
|
|
| RAIL-LINK |
|
NO-TRAIN |
|
PAIR |
|
CONDUCTOR |
|
TERMINATION DETAILS |
|
| DESCRIPTOR |
|
CIRCUIT |
|
REF. |
|
INSULATION |
|
|
|
| or FUNCTION |
|
STATUS |
|
No. |
|
COLOUR |
|
|
|
|
|
|
|
|
|
|
|
| CABLE
MONITOR |
|
CLOSED |
|
1st |
|
WHITE --------- |
|
DET. RETURN |
|
| (CONTINUITY) |
|
|
|
BLUE ----------- |
|
DETECTOR
NUMBER: |
13 |
|
|
|
|
|
|
|
|
|
|
| PRE-RELEASE |
|
CLOSED |
|
2nd |
|
WHITE --------- |
|
DET. RETURN |
|
| (FGR) |
|
|
|
ORANGE ------ |
|
DETECTOR
NUMBER: |
14 |
|
|
|
|
|
|
|
|
|
|
| RELEASE/FORCE |
|
CLOSED |
|
3rd |
|
WHITE --------- |
|
DET. RETURN |
|
| (R/F
or FCR) |
|
|
|
GREEN --------- |
|
DETECTOR
NUMBER: |
15 |
|
|
|
|
|
|
|
|
|
|
| CALL |
|
OPEN |
|
4th |
|
WHITE --------- |
|
DET. RETURN |
|
| BROWN
-------- |
|
DETECTOR
NUMBER: |
|
16 |
|
|
|
|
|
|
|
|
|
|
|
|
| BOOMS |
|
OPEN |
|
5th |
|
WHITE --------- |
|
DET. RETURN |
|
| HORIZONTAL |
|
|
|
GREY ----------- |
|
DETECTOR
NUMBER: |
17 |
|
|
|
|
|
|
|
|
|
|
| SPARE |
|
OPEN |
|
6th |
|
RED ------------- |
|
NOT TERMINATED |
|
| BLUE
----------- |
|
NOT TERMINATED |
|
|
|
|
|
| SPARE |
|
OPEN |
|
7th |
|
RED ------------- |
|
NOT TERMINATED |
|
| ORANGE
------ |
|
NOT TERMINATED |
|
|
|
|
|
|
|
|
|
|
|
|
|
| SIGNALS
OFF |
|
OPEN |
|
8th |
|
RED ───────────────────┐ |
|
| (FY or BO) |
|
|
|
GREEN ───────────►◄────┘ |
(NC) "FLASH"
RLY |
|
|
|
|
|
|
|
|
|
| ACKNOWLEDGE |
|
OPEN |
|
9th |
|
RED ───────────> <────┐ |
(NO) "A" RLY |
|
| CALL (AKN) |
|
|
|
BROWN ─────────►◄─────┘ |
(NC) "B" RLY |
|
|
|
|
|
|
|
|
|
| TRAFFIC
LIGHT |
|
OPEN |
|
10th |
|
RED ───────────> <────┐ |
(NO) "A" RLY |
|
| RESPONSE (TLR) |
|
|
|
GREY ──────────> <────┘ |
(NO) "B" RLY |
|
|
|
|
|
|
|
|
|
|
|
| For
solid-state load-switching, suitable termination is as follows: |
|
|
| ACKNOWLEDGE |
|
OPEN |
|
9th |
|
RED ─────────►◄────────┐ |
(NC) "RED" RLY |
|
| CALL (AKN) |
|
┌─────►◄───────┘ |
(NC) "YEL" RLY |
|
|
└─────►◄───────┐ |
(NC) "GRN" RLY |
|
| BROWN ────────────────┘ |
|
|
|
| TRAFFIC
LIGHT |
|
OPEN |
|
10th |
|
RED ───────────────────┐ |
|
| RESPONSE (TLR) |
|
GREY ────────> <──────┘ |
(NO) "GRN" RLY |
|
|
|
|
|
|
|
|
| § "TLR" (and "AKN" outputs are driven by
SIGNAL GROUP NUMBER:_____10____________ using the "RED", "OFF",
"GRN" and "YEL" logic states as shown in the TYPICAL
SEQUENCE CHART. |
|
|
|
| § The (AKN) output may be required occasionally (for manual
operation at signal-box sites) thus requiring installation of the
"RED" and "YEL" 240 V relays in addition to the
"GRN" 240 V relay. |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|