BUKS Derailment Control Device is designed for public and non-public railways along with EI and railway signalling which secure railway transport infrastructure by protecting and holding signals.

BUKS detects derailment, dragging metal parts of rolling stock or cargo fixing elements. It increases train traffic safety by sending the warning to related signalling systems to prevent railway infrastructure objects from damage.

  • BUKS implements non-contact derailment technology. It is protected from damage by wheels and dragging objects.
  • Upon detecting derailment, BUKS is capable of identifying a derailed bogie providing swift identification of a derailed wheel pair.
  • Depending on site conditions, BUKS features two setups:
    - trackside equipment of the system is supplied by a local power supply unit in case the system is integrated with haul singalling systems and decentralized equippment allocation;
    - trackside equipment of the system is supplied by a station power supply unit in case the system is integrated with haul signalling systems with centralized equipment allocation on a station, as well as integration with electronic interlocking and monitoring systems.
BUKS equipment

Trackside devices:

  • DKS derailment detector generates signals of car passing and derailment;
  • BOS signal processing unit detects clearance violation, identifies derailment side and car number as well as direction and train speed. BOS ensures self-diagnostics and diagnostics of DKS, sends data to upper-level systems.

Indoor devices:

  • BI interfacing unit provides connection with electronic signalling systems via digital and relay interfaces, ensures self-diagnostics and power supply of BOS.


BOS signal processing unit
BI interfacing unit
  • detects derailment of any type of cars and locomotives passing the control point in forward and backward directions with the speed of 0 to 350 km/h;
  • immediately sends a signal to signalling devices on derailment/dragging detection;
  • sends diagnostic data on faults and failures of its own parts and communication line to inform maintenance staff about BUKS status;
  • identifies the side of train where dragging is detected with regard to movement direction;
  • identifies direction of train movement over the derailment/dragging control point;
  • identifies the average speed of train passing the derailment/dragging control point in the range of 0 to 350 km/h;
  • identifies the car number (from the train head) near which derailment/dragging is detected with regard to possible change of movement direction.

Normally, BUKS registers train car number and direction of train movement. Data are displayed by BI indicators and is sent to upper-level system. In case of lower clearance violation, it generates data on derailment, car number and side of derailment. These data are transmitted to upper-level systems and displayed by BI indicators, deactivating 1N-1350 type KVS control relay. Such status is held for 10-20 s required for reliable detection of lower clearance violation by signalling systems. After 10-20 s BUKS is automatically recovered and is capable to detect clearance violation.

Technical data
  • cable between DKS and BOS: 3 m;
  • BUKS power supply:

           - 24 V by station battery in case of centralized power supply;

           - 12 V by local power supply unit;

  • interface: EIA-485 serial interface, relay interface ensured by KVS type relay;
  • two-wire line connection of trackside devices with and indoor equipment;
  • max. distance between indoor and trackside equipment: 5 m;
  • power consumption: max. 10 W.
  • self-recovery after derailment is detected;
  • no false detections in case of ice on train parts;
  • identification of place and side of derailment;
  • power supply and communication over regular two-wire interface, making BUKS suitable for replacement of standard derailment control units (UKSPS) without the need for additional cabling.