Track side elements

Marker Boards are signs located along the track. They form the division of the track into sections and marks where a given movement authority ends. A marker board is applicable for one direction only defined by the front side. This front side defines the start of a sections and the end of the previous section. It is applicable for an approaching train.

A marker board has no meaning for the opposite driving direction.

Each marker board will have a dynamic state blocking state which defines if the marker board can be locked in a route or not.

Signaling via track side signals (light signals) is strictly speaking not necessary in an ETCS inspired (model) railway. The signaling will be provided to the train driver via the indications at the DMI. However, providing signals along the track of the model railway provides the audience an idea of what signalling is all about. And it provides kids a direct view of when to start driving and when to stop.

The WinterTrain will have following different types of track side signals, all inspired by traditional Danish (and German) railway signalling.

• Semaphore Signal - two aspects:
  • “STOP”
  • “PROCEED, expect STOP”
• Light Signal - two lanterns (red, green) providing following aspects:
  • “STOP” (red)
  • “PROCEED, expect STOP” (green)
• Light Signal - two lanterns (red, green) providing following aspects:
  • “STOP” (red)
  • “PROCEED, expect STOP” (green)
  • “PROCEED, expect PROCEED” (flashing green)
• Light Signal - three lanterns (red, green, green) providing following aspects
  • “STOP” (red)
  • “PROCEED, expect STOP” (one green)
  • “PROCEED, expect PROCEED” (two green)

Signals are regarded as an add-on to marker boards and will hence have the same states as marker boards.

Light Signals may as well have an additional route indicator indicating by means of a light symbol to which destination the actual route is set.

• Route Indicator, two segments
  • One or both segments can be lit, thus allowing three different symbols to be shown.
• Route Indicator, three segments
  • Each segment can be lit individually, thus allowing seven different symbols to be shown.

Fowing signal will be used at the road side of road level crossings:

• Road signal - one lantern (red) providing following aspects (to road users):
  • “STOP” (flashing red)
  • “PASS” (off)

Balises are small transponders mounted in the track. When a train passes a balise an antenna under the train will provide power to the balise, which in turn will transmit a unique ID. Balises are used for Train positioning and direction of movement.

Each point will have a static configuration supervision configuration which specifies if and how a point is supervised:

The Code is used for configuration data.

The dynamic state of a point will at any time be described by the expected lie and the supervised lie. The expected lie reflects the lie (or position) that the interlocking (e.g. by a set route) expects the point to be in. The supervised lie reflects the monitored lie as detected by the point machine. For point machines without end position detectors, the supervised lie will be assumed to be as per latest throw order.

Each point will have a dynamic state blocking state which defines if the point can be thrown or not. This state is not applicable for points which for other reasons cannot be thrown (i.e. with supervision configuration “CR” or “CL”).

When a standard LGB point machine is not powered the mechanics of the machine is able to hold the point tongue against the stock rail with a certain force. This force may however not be sufficient to keep the tongue in place in case of external vibrations etc. If the tongue is not held correctly to the stock rail a train passing in the facing direction of a point might be derailed. Trains driving in the trailing direction will push the tongue to the stock rail and stay on the track.

A powered point machine has a better holding force, hence reducing the risk of derailment of a train passing in the facing direction of a point. On the other hand, if a train is driving in the trailing direction and the point machine is thrown to the trailing position (and kept powered) the train may derail as well.

Due to the design of the motor of LGB point machines the motor will over heat and eventually fail in case power is supplied continuously. So keeping point machines powered is not an option.

In order to reduce risk of derailment a dedicated feature will allow temporary powering of the point machine while a train is passing in facing direction. This feature must be selected per point in site specific configuration data.

For each point requiring enforced holding a trigger location will be engineered in the track network. When a train is passing this location the associated point will be thrown to the expected lie and remain powered until the point is no longer occupied. The EC controlling the point machine will limit the duration of the enforced holding to a specific period of time, refer Element Controller.

A track gate is any track side installation, which only can be passed by a train when in a specific defined state. A typical gate is a tunnel protal with doors protecting the tunnel entrance. A gate is said to be open when a train is allowed to pass the gate. A closed gate cannot (or is not supposed to) be passed by a train. If the state of a gate is unknown or cannot be detected it is considered undefined. The state is valid for both driving directions.

The physical movement (opening and closing) of a gate can be done manually (that is: on location) or remotely by means of some kind of gate machine (motor). A gate mechanism will provide information about the physical state of the gate, i.e. if it is open, closed or undefined.

Manually operated gates may have a locking mechanism preventing an already open gate to be closed if a train is expected to pass the gate.

Each gate will have a static configuration supervision configuration which specifies if and how a gate is operated and supervised:

The Code is used for configuration data.

The dynamic state of a gate will at any time be described by the expected state and the supervised state. The expected state reflects the state that the interlocking (e.g. by a set route) expects the gate to be in. The supervised state reflects the monitored state as detected by the gate system. For gates systems without end position detectors, the supervised state will be assumed to be as per latest order.

Each gate will have a dynamic state blocking state which defines if the gate can be operated or not. This state is not applicable for gates which for other reasons cannot be operated (i.e. with supervision configuration “CO” or “CC”).

• Activate
• Deactivate

Several of the above described track side elements like signals, points, gates and level crossings requires active controlling and feedback. This is achieved by means of Element Controllers.

Refer to Element Controller.

Traction power for the trains will be provided as a DC voltage via the rails. In order to overcome unstable connections between each rail segment, power will be feed to the rails at each end of the track network.

The supply voltage will be 19 VDC

This power concept is - unless special means are provided - not suitable for certain track layouts: Any closed track network formed by both branches of one or more points must have an even number of points. This is due to the fact that a closed network with an odd number of points (where both branches are used) will short circuit the two rails and hence the power supply.

Consider a simple track network consisting of one point and a track loop connecting the two branches of this point. Starting at the tip of the point the right rail of the track will via the outer rail of the loop eventually end at the left rail of the same point. The outer rail of the loop will hence short circuit the power supply.

Adding both branches of a second point to the above example will solve the problem. Add two points and the problem will remain.

Any number of points, where the tip and only one branch takes part of the closed network, can be added without impact on the power supply problem.

Observe that this problem cannot be solved by using AC instead of DC.

Closed networks having an odd number of points where both branches are in the loop, yields another but very related problem: Direction becomes ambiguous. A train driving with its front in direction up will after passing one round be driving with its front in direction down.

Proposal for a future concept allowing loops with odd numbers of points:

A simple way of preventing the short circuit is by making a short cut in the two rails of the loop. However the wheels of a passing train will still short circuit the power supply. And the direction issue is not solved.

Instead an active system that will swap the polarity “under” the train is proposed.

A dedicated part of the track will be used for dynamically swapping the polarity and changing the direction definition. This part will be divided into three electrically insulated sections A, B and C.

Section B - being located between A and C - will be used for changing polarity and direction definition under the train. Section A and C will form insulated sections between B and the remaining network preventing the wheels from short circuiting the power. Only when a train is to pass from section B to the network, section A or C (depending on the driving direction) will be temporarily powered - given that the polarity of B and the polarity of the next track are aligned.

Polarity and direction change “on the fly” is currently not foreseen. Instead the train has to stop at section B await the change and then continue. Train operation will be governed by signals controlling entry to and exit from the polarity swapping area.

Shunting over this part of the network is not foreseen.

Each of section A, B and C has to be longer than the maximum distance of any electrically connected wheels. The length of section B must allow for the train to brake within section B.