Hitachi Rail STS manufactures the most innovative and reliable equipment, such as track circuits, switch machines, signals and sensors for wayside data transmission (Eurobalise train, relays, hot box detectors, level crossing equipment, event recorders, the interlocking system MicroLok®, famous all over the world, equipment for monitoring the integrity of the train, etc.).



Hitachi Rail STS’ signal products provide industrial performance for railroad and transit systems everywhere in the world. From complete wayside signal assemblies to signal components that retrofit to your existing system, our products offer longer service life and unsurpassed standards in reliability.


The LED Colorlight Signal’s advanced design maximizes signal longevity and lowers maintenance costs. Other LEDs imitate the behavior of incandescent bulbs requiring that essential electronics be integrated into the signal. The LED Colorlight Signal moves the electronics back to the house for true LED “light out” detection. Its unique electronics use a constant current source to maintain LED intensity and superior reflector design mitigates phantom signals. Among the many features of the Hitachi Rail STS LED Colorlight Signal, Led technology extends wayside signal life well beyond that of the incandescent design and requires less power to operate. Other LED signal modules are designed to perform like incandescent signals to enable operation from conventional lamp driver circuits. In contrast, our signal operates from an external constant current source and allows for much more accurate monitoring of LED unit operation. Used in concert with MicroLok® II LED12 lamp driver board or MicroLok® II Object Controller, high precision “lamp”- out detection as well as routine hot/cold “filament” checking is provided. The LED signal can also be applied in failover-to-red configuration to ensure display of a red aspect in the vent of a signaling unit shut down.


Hitachi Rail STS also has a complete range of incandescent lamps for railroad and traffic signal lights. Hitachi Rail STS stocks a complete line of incandescent lamps, including quartz-iodine, for railroad and transit signal lights. These lamps are built to exacting specifications and help yield maximum performance from signal unit optical systems. A wide variety of filament, base and bulb configurations are available to satisfy most signal requirements.

Switch Machines

Hitachi Rail STS manufactures hand operated, pneumatic, and electric switch machines that have a proven record for ruggedness and reliability. With the introduction of the industry’s first microprocessor-based circuit controller for switch machine, the Electronic Circuit Controller™ in 2001, our switch machines set new standards for efficient operation and maintenance. Today, our rugged, reliable products are in service everywhere in the world.

M-Style Switch Machines

M-3E and M-23E™ switch machine’s patented Electronic Circuit Controller™ reduces adjustment and maintenance time. Advanced diagnostics display switch point status indicating when as little as 1/8 inch switch point adjustment is lost. On-board LED’s continually indicate the system’s status. Hitachi Rail STS’ M-3E and M-23E™ achieve a new level of efficiency in point machine operation. Featuring the revolutionary US&S ECC™ Electronic Circuit Controller, the M-3 and M-23 are designed to reduce the installation, maintenance and adjustment time, as well as provide advanced diagnostics for switch status and circuit health. An auxiliary point detection system can monitor the switch point and provides an indication when 1/8” of the switch point adjustment has been lost for advance notice of creep.

Yard Electric Switch Machines

The YM-2000 is a simple, low profile machine that can be trailed at yard speeds up to 20 mph. Powered by either 110 or 230 VAC, the YM-2000 can complete its stroke in 2 seconds. Compact size allows mounting between ties and close to the track. Available in ether right hand or left hand layout. Hitachi Rail STS’ YM-2000 electric yard switch machine is a simple low profile machine that can be trailed at yard speeds up to 20 mph. The YM-2000 is powered by 110 or 230 VAC and can complete its stroke in 2 seconds. The compact size allows the machine to be mounted between the ties close to the track and is available in either right hand or left hand layout models.

Hand-Operated Switch Machines

The T20 and T21 models come in left and right hand layouts and easily convert to either orientation in the field. A unique crank mechanism locks the switch in either position. Each machine’s rugged cast iron case has a lockable cover and an internal circuit controller for point indication. The T20 without target and the T21 with target hand switch machines each comes in a rugged iron cast case with a lockable cover and internal circuit controller for point indication. The unique crank mechanism is designed so the driving system itself locks the switch in either position. The T20/T21 comes in either left or right hand layouts but can be easily converted to the opposite layout in the field.

T 72 Point Machine

Point Machine T 72 ensures movement and locking of switch points. These point machine is approved by the SNCF. Point Machine T 72 ensures movement and locking of switch points. When the system receives a point movement order, the electric motor is energized and drives a step-down gear with a built-in torque limiter, the last pinion of which has an eccentric roller. This roller drives a fork-shaped cam which is connected to the points driving rod. The points are first unlocked, then moved and locked in the opposite position. Left and right motor control as well as end-of-throw proving are ensured through a cam-controlled contact switch. Locking of the motor is considered as sufficient as long as train speed does not exceed 40 kph. At higher speeds, each blade must be equipped with a separate clamp lock, such as a “ carter-coussinet” clamp lock. The T 72 point machine is approved by the SNCF. References : these point machines are currently used for safe train running on a number of railway networks in the world and in particular in Algeria, Belgium, France, Italy, Luxembourg, Venezuela, Mexico, Egypt, Chile, Tunisia, Brazil.

Yard Electro-pneumatic Switch Machine

The DA-10 combines fast piston action with stable pressure levels for fast, direct switch capabilities

Track Circuits

Since deploying the world’s first AC track circuit in 1903, our commitment to product innovation remains unchanged. Today, Hitachi Rail STS and US&S’s track circuits have earned their place as technology standard throughout the world. No matter the rail network configuration, our extensive line of components provides dependable transmission of train detection data. For territory with joint-less rail track circuits, the AF-800 Audio Frequency Train Detection and Wayside Cab Signaling Systemuses high frequency audio track carrier modulated at a low frequency track code rate to detect trains.

AF-900™ Series Digital FSK Track Circuit System

Provides train detection and delivery of advanced train control data to moving vehicles, ideal for managing heavy mass transit traffic with close operating headway.

AF 1000 Track Circuit

AF 1000 W audio-frequency track circuits permit constant monitoring of track occupation to allow train movements in rapid mass transit systems to be managed in complete safety.
The special feature of these circuits is that they use only one pair of conductors for the connection to the electrical joint, with two different frequencies added together in the same pair (one transmission and one reception frequencies or two reception frequencies). AF 1000 W track circuits also allow electronic equipment to be centralized in the stations, while the transmitter/ receiver units are installed along the trackside. This reduces the cost of both materials and maintenance work. AF 1000 W audio-frequency track circuits do not require mechanical insulating joints (except at points) and can be implemented on both electrified (ac/dc) and non-electrified tracks. A basic feature of AF 1000 W circuits is that they can have a central transmitter point and two receiver points. This makes it possible to:

  • treat the track circuit as two independent circuits using two distinct track relays (useful in sections with level crossing)
  • implement track circuits up to 1,400 m in length.

The shunt value is guaranteed for 0.25 Ω independently of: ballast conditions, length and configuration of the track circuit. AF 1000 W track circuits are composed of a transmission system, way-side equipment and a receiver system.

AFO-IIC Track Circuit System

Provides train detection for territories without insulated joint including dark territory and DC electrified LRT territories.

ATT-20 Audio Track Transceiver

An AF track circuit designed for 12-20 KHz, provides sharp block definition at highway crossings, island circuits, switch lock and release and for general train detection.

CI Impedance bonds for dc electrified lines

The present impedance bonds are non-resonating and non transformer type

E-Code Coded Track Circuit System

Is a powerful, cost effective solution that makes territory with ElectrodeTM coded track circuits compatible with the MicroLok® II Wayside Control System.

Hf 01 Audio-frequency circuit for short track sections

The HF01 is designed for use in superimposed short track circuit applications, to detect occupation of a short. clearly delimited section of track, e.g.:

  • superimposed short track circuits for level crossings
  • immobilization track circuits for switch points.

The HF01 is compatible with various types of existing ac, dc or pulse track circuits, does not require mechanical insulating points and can be used on ac and do electrified and non electrified lines.Sections of track in the range 10 to 60 meters can be monitored. More than one track circuit can be implemented on the same track section by using different frequencies. Higher frequencies should be used where a more precise track occupation boundary localization is required ( 2 ¸ 10 m ).

MICROTRAX® Coded Track Circuit

Programmable system controls wayside circuit applications in non-electrified territory. Track coding provides end-to-end rail integrity over long distances and operates over rail or line wire. 


PULSAT is a high voltage and high power coded pulse train detection system. The fundamental operating principle has stood the test of time. In this particular case, it is mainly based on the constant flow of high voltage, instant high power, polarized pulses emitted by a transmitter and detected by a receiver. Coded-current pulse track circuits can therefore be used for applications where particularly demanding services are required such as a high noise insensitivity, a considerable track circuit length and the elimination of problems deriving from a bad wheel/rail contact with an especially high resistance value due to rust or other causes. PULSAT application is especially called for when, by the presence of insulating substances such as rust, traces of braking sand, grease or other, the wheel/rail contact assumes high initial resistance values; or in cases where the high speed of the trains in transit causes an accidental low wheel/rail adherence. Pulse characteristics - high voltage (180 Vp max) and instant high power (2,500 Wp max) - are such as to guarantee that the insulation layer will be perforated, bringing the contact resistance value back to within correct operational limits. The pulse repetition frequency (4 Hz) ensures that the power derived from the system's network is of a reduced value - 100 W max - while the pulse duration on the track guarantees that it won’t be dangerous to staff employed on it. Pulsat can monitor grom 18 meters of station track circuits to 2,000 meters of line track circuits. This system can be applied equally to DC or AC electrified lines as it is sufficiently immune to the disturbance current deriving from the electric traction with chopper propulsion or pluriphase inverter. The polarized generation of the pulses permits instant and automatic checking of the insulating joints integrity. The presence of inverted polarity pulses (short-circuiting of joints) or breakage of the rail results in deenergization of the track relay. 

The transmitter (feeding) and receiver boxes installed at the wayside allow the transmitter/receiver units to be installed far away from the monitored section, both of them in the same cabinet, together with other track circuit units, as well as other equipment. This arrangement can be used provided that the connection cable resistance between each single box and the relevant transmitter or receiver does not exceed the established value. The cross section of cables must be selected according to their length. The cost of the system can be reduced by installing one transmitter only for the supply of more than one track circuit when they are of a limited length and the physical state of the track is not a hindrance to a good wheel/rail contact. The PULSAT system can be applied to track circuits with single rail insulation, provided that both the length of the track circuit and the value of the return current (with either AC or DC traction) are compatible with the system's performance capabilities.

  • Transmitter

It basically consists of a pulse generator circuit coupled to a code generator circuit which regulates the pulse emission frequency. By means of a step-up transformer, the pulses are    sent, through the power supply box, to the track circuit in order to be monitored.

  • Receiver

It consists of an acceptance and threshold circuit system which constantly verifies the signal,   in particular, the polarity and the ratio between the pulse's positive and negative amplitude. A delayed pick-up timer circuit and a signal amplifier circuit for relay control complete the receiver. The transmitter and the receiver are housed in plug-in boxes made of high quality plastic. Assembly on panels or frames is achieved by means of mounting bases, and electrical connections are achieved with plug-in connectors.

  • Coupling Boxes

The receiver and feeding boxes house matching transformer to the track, adjustment resistors for the calibration of the cable resistance values and wayside protection arrestors. The cases are made of aluminum alloy and painted against atmospheric elements.

  • Track Relays

Neutral type relays meeting the UIC, AAR, BS, and FS standards, with coil resistance values    greater than or equal to 350 ohms can be used.

Single-Rail and Double-Rail Power Frequency Track Circuits

Provide dependable train detection. Robust design and reliable components carry traction return and track signaling current on either single or double rail configurations.

SOLARTRACK Solar energy powered track circuits

Solartrack track circuits are powered using electricity generated by photovoltaic panels. Systems of this type are essential for lines where laying and maintaining track circuit power supply cables is considered too expensive.
Solartrack is particularly suited to track circuits in stations or other limited length applications.

UM 71 Track Circuit

An essential component of railway safety, the track circuit detects the presence or absence of any vehicle on a given stretch of track. Jointless track circuits avoid the mechanical cutting of rails, the traditional insulating joints being replaced by tuned circuits. UM 71 product line allows the use of jointless track circuits. An essential component of railway safety, the track circuit detects the presence or absence of any vehicle on a given stretch of track. Jointless track circuits avoid the mechanical cutting of rails, the traditional insulating joints being replaced by tuned circuits. UM 71 product line allows the use of jointless track circuits under a variety of conditions.

Non-electrified track. 

DC or AC electrified track with the traction current return circuit through both rails version adapted to the “ cab-signal “ function

An UM 71 track circuit is generally terminated at each end by an electrical joint to a transmitter or receiver via a matching unit (Tad). An insulating joint may also be used in place of the electrical joint at each end or at both ends of the track circuit. The length of track included in the electrical joint is terminated at each end by a tuning unit (BA) or (BU). Each tuning unit consists of an inductor and capacitors for obtaining:

  • parallel resonance with the track inductance (impedance pole) at the frequency of the involved track circuit.
  • serial resonance at the frequency of the adjacent track circuit.

This serial circuit shunts the track, thereby preventing propagation of the signal beyond the limits of the track circuit. A track air-core inductor connected (SVa or SVac) to the mid-point of the electrical joint optimizes performance and balances the return traction current between the two rails. Hitachi Rail STS technology increases the maximum length of UM 71 track circuits. It consists in improving transmission along the track by connecting capacitors of appropriate values between the two rails and buried in the ballast at given intervals. Since 1980, compensated UM 71 track circuits installed by the SNCF have proven their excellent reliability over thousands of kilometers of track. The whole range of UM 71 track circuit complies with the EN 50121-4 standard. References : more than 30,000 track circuits in service throughout the world: Algeria, Australia, Argentina, Belgium, China, France, Korea, Morocco.

Crossing Products

Our complete line of level/highway crossing products and systems set the standard for durability, reliability, and ease of maintenance. Our experienced engineering support helps you design and implement the best crossing for your rail network.

Our complete line of highway crossing equipment and assemblies offer a full range of electronic and mechanical products including junction gate arms, lights and signs, cantilevers, bells, mast pinnacles, box bases and factory wired houses and cases. All products are compatible with Standard Type C Track Circuits and Audio Frequency Overlays.

Model 95 Gate Mechanism

The Model 95 Gate mechanism was developed as a response to customer requests for a state-of-the-art mechanism built with both safety and value in mind.  It has become the industry standard for simplicity, reliability, durability, and ease of maintenance. Its modular design features fewer movable parts leaving an uncluttered mechanism.  Each unit part can be easily accessed and replaced in the field. Models are available for standard highway vehicle crossing locations, sites with pedestrian sidewalks, and the Hitachi Rail STS Four-Quadrant Gate System.

Engineering Support

Our experienced engineering service team helps design, retrofit and maintain your rail infrastructure. Services include field surveys, circuit design, material procurement, installation supervision, factory testing, installation, and field tests.

Inspection Service

Field inspection services help maintain the safety of your signaling and control equipment. Make Union Switch & Signal a part of your mandatory inspection programs.

ERTMS Components


Eurobalises® and LEUs are linked through a suitable connection cable. Balise data transmission takes place only when it is energized by the train passing over it. Energy transmission (telepowering) is possible through magnetic coupling between the on-board antenna and the balise internal loop. Eurobalise®, developed by Hitachi Rail STS, is a certified Class A balise suitable for SIL 4 applications. Application areas: ERTMS systems, High Speed Lines, KER family signalling systems (existing national intermittent ATP systems: SCMT, KVB, EBICAB, RSDD), Radio Signalling, Mass Transit.


LEUs are concentrated into cabinets within the station interlockings and along the line. Each LEUs can command up to 4 balises. Each Encoder cabinet can house up to 8 LEUs. The maximum distance between balises is 5 km. Connection to Computer Based Interlockings is either through a safety protocol stack based on “Profibus” or HDLC proprietary serial link. The connection to all-relay interlockings takes place through voltage free relay contacts. Remote diagnostic is also available.

BTM (Balise Transmission Module)

The Balise Transmission Module supplies energy for telepowering the balises and to receive and decode the telegrams coming from the balises. BTM (Balise Transmission Module) and the BTM - Antena are used to read Balises on the track. They can read both ASK balises and FSK Eurobasiles automatically recognizing the modulation type.

BTM’s Specifications

BTM’s by Hitachi Rail STS support the following Balise Types:

  • ASK, 32 bit telegram
  • ASK, 255 bit telegram
  • FSK, 341 bit telegram
  • FSK, 1023 bit telegram

Weight: 12 kg  
Size: 320 X 280 X 249 mm

Technical Specifications of the Antenna

  • Weight: 10 kg
  • Size: 490 X 400 X 150 mm
  • Bimodal: reads ASK Balises and FSK Eurobalise

Standard RAMS and certification

Compliant to CENELEC EN 50155, 50129, 50128.
Fully compliant with EUROBALISE specifications.

Radio in-fill

Purpose of the Radio In-fill Unit is to transmit the message corresponding to the Eurobalise® in advance with respect to the Eurobalise® placed at the signal. This way, a train approaching a red signal can revoke braking as soon as the signal clears without the necessity to actually see the signal physically. The In-fill message is transmitted via radio using GSM-R and Euroradio safety protocols, as in ERTMS Level 2. The use of radio allows a continuous in-fill coverage at unlimited distance from the signal.

End of Train Equipment

End-of-Train (EOT) systems provide advanced indications and safety features for crew members. Designed for two-way communication and built to endure long-term use in extreme environments, our products offer a wide range of configurable features.

Model 6699-CC End-of-Train Sense and Brake Unit (SBU) is the key to 2-way telemetry between locomotive and end-of-train units. Transmitting essential data to and from the locomotive cab-mounted communication display unit, the SBU is made from high-strength composite material resistant to physical abuse.

Model 6696 End-of-Train Communications Display Unit (CDU) is a compact locomotive control stand-mounted unit providing the logic and controls needed for one or two-way communication with End-of-Train units.

Model 6680 End-of-Train Communications Interface Unit (CIU) is a compact, plug-in, locomotive-mounted monitoring and control unit designed specifically for integrated cab locomotive systems requiring compliance with AREMA guidelines. The CIU contains the logic for two-way communications with any End-of-Train device.

Model 6680 and 6689 End-of-Train Repeater - In areas where communication is disrupted due to terrain or man-made obstructions, the 6680 EOT Repeater ensures communication between End-of-Train front and rear system.

End-of-Train NiCad and Ni-MH Rechargeable Battery – The nickel-metal hydride (Ni-MH) battery extends the operating life of the Model 6699-CC End-of-Train unit providing up to 9.5 Ampere-hours of power.

Model 6635 End-of-Train Battery Charger/Analyzer – This fully automatic charger analyzes, reconditions and charges 3 Ni-MH or Ni-CD batteries simultaneously. Patented DSP system uses negative voltage-sensing algorithms to extend battery life.


Hitachi Rail STS offers a complete line of vital relays for railroad and transit signaling applications. Our superior relay products provide longer service life and the highest standards in reliability. New solid state vital relays and timers are designed for trouble-free installation and are interchangeable with older models.

N.S1 Vital Relay

N.S1. relays are modular, plug-in relays designed for non-controlled safety functions in railway signalling installations. The N.S1 type, normally used in signal-boxes, is part of the SNCF ’s modern “standardized N.S1 equipment”.

The N.S1 equipment can be classified in two groups:

  • The  ”removable” equipment, i.e. the relay itself and its accessories which can be plugged into the “fixed” equipment
  • The “fixed” equipment comprising the N.S1 rack and accessories (plug-in  connecting boards)


The removable equipment is accommodated in a separate plug-in housing. The moving part of the plug-in connector consists of a moulded base bearing the mechanism and the contact blades of the relay.
Only the height of the component can vary, depending on how many modules are necessary to accommodate its constituents.
Each component is equipped with coupling and locking clamps and a set of pins, ensuring fool-proof replacement (connecting an element other than the correct one is impossible).
The electric connections between the fixed and the removable parts occur through automatic plug-in pins. The contact blades of the removable part protrude from the base so as to make contact with the front ends of the contact blades of the fixed board.
The safety feature of such relays is ensured through simple and well proved technological solutions, through the use of unweldable front contacts and through the use of natural gravity in the drop away torque, so that any mishap will always result in the drop away of the relay.


N.S1 relays, being modular, are very easy to install. They have only one mounting position since natural gravity is resorted to as a safety-factor.
They can be mounted either on an N.S1 rack (U-shaped profile) including rear connections through miniature Faston clips and fixed connecting boards N.S1 - PFC 12 or on bracket supporting fixed connecting board N.S1 - PFC - AV 24, connecting boards adapted to horizontal shelf mounting.
All types of  N.S1 relays are compliant with the NF 70 030 standard.


Hitachi Rail STS’ N.S1 Relays are installed all over the world on major projects in Algeria, Austria, Belgium, France, Great Britain, South Africa, Tunisia, Morocco, Thailand, Portugal, Spain, Congo, Mexico, Argentina, Chile, China, Cameroon.

Electro-Mechanical Relays

Hitachi Rail STS electro-mechanical relays have a time proven record for rugged construction and dependability. The contact fingers and springs have a simple construction and are heat treated to assure uniformity of material and contact stability. Many vital relays come with front testing capability. The front testing permits de-energization of the relay while it is in service.

Solid-State Relays & Timers

Hitachi Rail STS is leading the industry in the development of solid-state relay replacements for traditional electro-mechanical relays and timers. The new all-electronic units provide the same high level of reliability as the renowned PN-150 and -250 series electro-mechanical relays and timers, as well as earlier shelf equivalents.  The solid-state requires much less maintenance and is far simpler to calibrate. Solid-state relays provide additional monitoring and diagnostic features not possible with earlier devices.  Best of all, solid-state relays are designed as direct physical and mechanical replacements for their earlier counterparts, allowing almost instant replacement of one unit for the other in the relay rack or on the shelf.

MicroLok® Object Controller

Conceived in close collaboration with our customers, the MicroLok® Object Controller is the latest offering from our family of time proven, vital logic controller products.
The Object Controller is an efficiently packaged, vital/non-vital logic controller with variable inputs and outputs.This product offers both Ethernet and serial link communication options and provides an integrated TCP/IP stock to allow compatibility with commercial communications products.
The utility, packaging and functional characteristics of the Object Controller make it ideally suited for a variety of applications including:

Conceived in close collaboration with our customers, the MicroLok® Object Controller is the latest offering from our family of time proven, vital logic controller products.
The Object Controller is an efficiently packaged, vital/non-vital logic controller with variable inputs and outputs.This product offers both Ethernet and serial link communication options and provides an integrated TCP/IP stock to allow compatibility with commercial communications products.
The utility, packaging and functional characteristics of the Object Controller make it ideally suited for a variety of applications including:

  • Hand throw or power switch machine monitoring and/or control
  • Intermediate signal vital logic
  • Remote device monitoring
  • Movable bridge miter joint alignment

180 bit Balise

Reduced size Balise for 180 bit encoding. Serial control.

Balises are used to provide ATP on-board equipment with wayside data. Wayside data can be either static data, like data from a fixed speed restriction, or dynamic data like data from a wayside signal. Static data is stored in the Balise while dynamic data is stored in an encoder, connected in between the signalling system and a Balise.

The 180-bit balise configuration is used together with the L12000 ATP platform system.

When used for dynamic data a default, static, message is programmed into the balise memory. This default message is normally selected to be a fault indication triggering message. The default message is under normal service then substituted with correct messages by a connected encoder. Both Encoder Type 1 and Encoder Type 2 can be used and they use the same principles when communicating with a balise.

Application & Function

The balises are activated by a passing vehicle’s ATP antenna output power. This signal is used both to power the balise and to synchronise the returned balise message. An absence of the carrier when a bit is expected implies a logical ‘1’.
All necessary power for operation is provided by a passing vehicle’s ATP transmission system.
Balise messages are composed with 180 data bits and 75 check bits/control bits in this configuration mode.
The balise message design is made via dedicated software tools. Programming of balises requires both external hardware and dedicated software, executed on a PC.
The Balise is powered by a passing vehicle’s ATP transmission system. No extra power supply is necessary.
The 180-bit balise has been approved by the Stockholm Local Transportation Authority (SL), Roslagsbanan and Jernbaneverket (JBV), Norwegian Railway Administration.


Australia, Sweden, United States, Finland, Norway and Malaysia

Electronic Treadles

Electronic treadles play an important role in railway signalling. They are used to obtain intermittent information about the passing of a train by detecting its wheels on the track. Their simplicity, robustness, ease of installation and maintenance and their lack of susceptibility to speed and atmospheric conditions make them an economic tool which is ideally suited to safety functions requiring intermittent train detection.

This is for example the case with route cancellation, signal closure, level crossing control, axle counting and wrong-track cancellation functions. In order to adapt to all situations, the range of electronic treadles is based on the following four fundamental properties:

  • To output a negative signal (NEG) at passage of a wheel, which results in de-energization of the treadle relay.
  • To output a positive signal (POS) at passage of a wheel, which results in energization of the treadle relay.
  • To output a signal whatever the direction of travel, in which case the treadle is said to be simple (SI).
  • To output a signal in a single direction of travel, in which case the treadle is said to be oriented (OR).

These train detection devices are used at level crossings, for route locking, route release, points in marshalling yards, axle counters and signal controls.


The particularity of electronic treadles is that their operation is entirely static. They operate in complete safety at speeds in excess of 360 km/h. Fully weatherproof, they are particularly suited to areas of high snowfall. Maintenance is reduced.

Two types of information can be provided by electronic treadles:

  • Negative information: This type of detector is used to indicate the passing of a train at a particular point, e.g. level crossing strike-in.
  • Positive information: This type of detector is used for route release or strike-in cancellation.


Intermittent information supplied by one or two detectors is analyzed by the processing unit to validate the data and to enable carrying out of the required function through its associated relay by the deactivation of the relay with "negative" treadles, or its activation with "positive" treadles.
The state of the relay is held for 5 seconds before it resumes its initial position. This change may be independent of the running direction (simple treadle) or linked (oriented treadles).


Detection is by a frequency generator consisting of an oscillator and a threshold amplifier which supplies a permanent sinusoidal output signal. The sensitive element ensuring detection is a passive magnetic head formed by a resonant circuit forming the detector attached to the rail.


Electronic treadles are in use on many of the world’s networks, in particular in France, Belgium, Hungary, Russia, Poland, Germany, Italy, Algeria, Australia and South Africa.

Hot Box & Hot Wheel Detectors

Hot Box detectors and Hot Wheel detectors are devices located on the track. They are designed to monitor axle, wheel and brake temperatures and to indicate any overheating which could lead to derailments. They contribute in preventing accidents and thereby the cost associated with repair.
Hot Axle and Hot Wheel Detectors consist of detection units located adjacent to the rail and a processing unit located at the trackside which collects the values measured by the detectors and transmits this data to the traffic control and monitoring section.
Hot Axle and Hot Wheel Detectors are based on a system which measures the temperature by infrared radiation. The detection principle enables assessment of the degree of overheating and determination of an alert level, and sends the information to the central or local control/monitoring office.


Supervision is defined by zones along the line. When a train enters a measurement zone, it is first indicated by an electronic treadle located before the detectors, which determines the running direction (strike-in). This treadle counts the number of axles to be measured and sends the activation command to the detection system (READY mode).
A second treadle triggers the axle box temperature measurement. Another treadle then validates the position of one of the two wheels of an axle or of the brake disk to measure the temperature using the Hot Wheel sensor. This measurement is synchronized with the hot box measurement treadle for measuring the other wheel.
Once the axle count and their measurement is completed, self-calibration takes place and the system is placed on stand-by. This data is then sent to the central office via the processing module (measurement point) located at the trackside.


Owing to their design, Hot Box and Hot Wheel detectors provide for contact-free detection. They are located along the track and microprocessor-controlled during the passing of each train. The temperature of each axle (axle box and wheel) of each bogie in each train is detected and measured. The accuracy of detection allows incipient tracking of temperatures.
The collected data is recorded and processed immediately by the measuring unit located at the trackside and the data is sent to the central office where it is viewed, analyzed and then archived.
The particular advantage of a detection unit connected to a centralized control office lies in the possibility of remote measurement at the passing of every train.
Hot Box, detectors and Hot Wheel detectors are compliant with standards EN60450 and EN50121-4.


Hot Axle and Hot Wheel Detectors increase passenger and freight safety on board trains, through increased reliability and a greater accuracy on all networks using this equipment which includes all the high speed lines in France, Belgium, the UK and South Korea as well as conventional lines of the French, German, Austrian, Dutch, Italian, Spanish Swedish, Polish, British, Channel Tunnel, Chinese, Egyptian, Iranian and Australian networks.

Access Control Gates

Access Control Gates by Hitachi Rail STS contribute to fraud reduction of by ensuring a better control of the passenger traffic while improving user-friendliness and accessibility to the railways and urban metro systems.
HITACHI RAIL STS Access Control Gates rely on a system carrying out access control by optical detection in addition to the systems of magnetic readout or CSC.
The principle of detection makes it possible to carry out a filtering with a level of reinforced control therefore reducing the possibilities of fraud in reaching the means of transport or sites of public reception in a fraudulent way.The vast range of Access Control Gates offered by Hitachi Rail STS are particularly functional offering great modularity and easier maintenance.
The overall characteristics are based on an infra-red system of detection (cells E/R) combined to the electromechanical subsets and controlled by a programmable PLC therefore increasing the security level and allowing a better management of flows.

Hitachi Rail STS features the following Access Control Gates Models: 

  • Model PMR 450
  • Model PAC 300
  • Model SWING 200
  • Model PEM
  • Model PAC 300 C

The whole of the range Access Control Gates is in conformity with standard NF 70 030.


Hitachi Rail STS ensures control on urban and suburban railway and transit networks in many different countries among which:

  • PAC and PMR – OSLO (Norway)
  • SWING – RET Rotterdam (Netherlands)
  • PAC – PEL - RER RATP (France)
  • PMR – Networks Ile de France RATP (France)
  • PMR – Line Meteor RATP (France)
  • PAC – LGV North-Europe (Eurostar)
  • PAC and PMR – Subway of Madrid L10 (Spain)
  • PAC and PMR – Subway of Madrid METROSUR (Spain)
  • PAC and PMR – Subway of Madrid METRONORTE (Spain)
  • PEM – RER RATP (France)