INDIAN RAILWAYS

SIGNAL ENGINEERING
MANUAL

VOLUME 2

Antenna Track data

RBC
Position reports
ETCS computer, Interlocking
driver’s console
and receiver
Balise
Track release
reports position
reporting

JULY 2020
 भारत सरकार
GOVERNMENT OF INDIA
रे ल मं ालय
MINISTRY OF RAILWAYS

भारतीय रे ल
सगनल इंजी नयर नयमावल
भाग – 2

INDIAN RAILWAYS
SIGNAL ENGINEERING MANUAL
VOLUME 2

VERSION 0.2 (Draft)

जुलई 2020 CHALAMALASETTY

Digitally signed by CHALAMALASETTY MOHAN
DN: c=IN, st=Telangana,
2.5.4.20=22f2b7f6cfecaa15b6172e7fd882d3a9977340ca67094e845befc318

MOHAN
cedffd46, postalCode=500017, street=IRISET TARNAKA ROAD, ou=S AND T,

JULY 2020
o=I R I S E T, cn=CHALAMALASETTY MOHAN
Date: 2020.07.11 15:15:42 +05'30'

Digitally Signed

Director / IRISET
 Signal Engineering Manual Issue History

S No Signal Engineering Manual Year

1 First Printed 1955

2 Second Printed – Part I 1988

3 Third Printed - Part II 2001

4 Fourth Printed Volume - 1 2020

Volume - 2 2020
FOREWARD
PREFACE
 CONTENTS

Chapter Section /
Chapter Name Page No.
No. Annexure

13 Dataloggers & Predictive Maintenance

system
Section 1 Dataloggers 1
Section 2 Applications of Datalogger 3
Section 3 Remote condition monitoring and Predictive maintenance 3
System
Annexures
Annexure 13/1 Datalogger Fault Logics 10
Annexure 13/2 Maintenance Schedule for Datalogger 20

14 LC Gates
Section 1 LC general 22
Section 2 Installation of LC gates 27
Section 3 Maintenance of LC gates 30
Annexures
Annexure 14/1 Safety measures to be provided at Level Crossings 33
Annexure 14/2 Maintenance schedule of Level Crossing & Sliding Boom 36

15 Cables
Section 1 General 38
Section 2 Installation of Cables 41
Section 3 Cables and Cables Laying in RE Area 43
Section 4 Insulation Testing 44
Section 5 Maintenance of Cables 45
Annexures
Annexure 15/1 Maintenance schedule of Cables 47
Annexure 15/2 Maintenance schedule of Earth Leakage Detector (ELD) 52

16 Power Supply systems for Signalling

Installations
Section 1 Power Supply General 54
Section 2 Sources of Power Supply 54
Section 3 Distribution of Power Supply 56
Section 4 Power Supply Equipment 56
Section 5 Installation of Secondary Cells 57
Section 6 Installation of Power Supply 58
Section 7 Installation of DG Set 59
Chapter Section /
Chapter Name Page No.
No. Annexure
Section 8 Maintenance of Secondary Cells 58
Section 9 Maintenance of Power Supply 60
Section 10 Maintenance of DG Set 60
Annexures
Annexure 16/1 Maintenance of Integrated Power Supply System with 63
Battery bank
Annexure 16/2 Battery Bank Readings for IPS 65
Annexure 16/3 Maintenance instructions for conventional power equipment 67
Annexure 16/4 Battery bank Readings for Conventional Power Equipment 69
(Stabilizer, Charger & Inverter)
Annexure 16/5 IPS for upto 4 lines without AFTC Non-RE Area 71
Annexure 16/6 IPS for upto 4 lines without AFTC RE Area 72
Annexure 16/7 IPS for upto 6 lines without AFTC Non-RE Area 73
Annexure 16/8 IPS for upto 6 lines without AFTC RE Area 74
Annexure 16/9 Power Distribution Scheme (110V DC Supply)- E I System 75
Annexure 16/10 EI Power Distribution (110V DC Supply) Medha EI System 76
Scheme
Annexure 16/11 Power Supply arrangement with IPS for interlocked LC gate 77
in RE/Non RE Area
Annexure 16/12 IPS Configuration for IBS in RE/Non RE Area 78
17 Train Detection Track Circuits & Axle
Counters
Section 1 Track circuits 79
Section 2 Installation of track circuits 80
Section 3 Precautions for Track circuits & AFTC in RE area 86
Section 4 Maintenance of Track circuits 92
Section 5 Axle counters-General 96
Section 6 Installation of axle counters 97
Section 7 Maintenance of axle counters 100
Drawing 103
Annexures
Annexure 17/1 Track Circuit Test Record Card 104
Annexure 17/2 Maintenance of DC track Ckt 105
Annexure 17/3 Maintenance of AFTC/AC Track Ckt 107
Annexure 17/4 Maintenance of Analog Axle Counter 112
Annexure 17/5 Maintenance Instructions for Digital Axle Counters 113
(SSDAC/HASSDAC)
Annexure 17/6 Maintenance Instructions for Digital Axle Counters (MSDAC) 118
Annexure 17/7 Measurement of Stray Current and Voltage 124
Chapter Section /
Chapter Name Page No.
No. Annexure

18 Block Instruments, BPAC & IB’s working

Section 1 Block instruments General Requirements 126
Section 2 Special Requirements of Block Working in RE area 130
Section 3 Block Instruments –Installation General 132
Section 4 Installation of Single Line Token Instruments 134
Section 5 Installation of Single Line Tokenless Block Instrument 134
Section 6 Installation of SGE/IRS type Double Line Block Instruments 135
Section 7 Maintenance of token instruments - general 136
Section 8 Maintenance of block instruments & their ancillary apparatus 138
general instructions
Section 9 Maintenance - detailed instructions 139
Section 10 Maintenance schedule 140
Section 11 Maintenance of block proving by axle counter using 140
ufsbi/ssbpac(d) block panel
Section 12 Solid state block system 141
Section 13 Intermediate block signalling (IBS) 141
Drawings 144
Filter Unit for Block Circuits,
Protective devices for AC Electrified area of Neale’s ‘A’ type
Token Instrument,
Circuit Diagram of IRS Block working with protective device
for AC Electrified area.
Annexures
Annexure 18/1 Painting Scheme-Block Signalling Equipment 148
Annexure 18/2 Recording particulars of lost token 149
Annexure 18/3 Record of Token Balance 150
Annexure 18/4 Method of finding out the resistance of an earth 151
Annexure 18/5 Maintenance schedule for Block Instruments 152

19 Installation ,Testing, Commissioning &

Maintenance
Section 1 General Instruction on Tools 156
Section 2 Installation of Outdoor Equipments 157
Section 3 Installation of IRS Electric Point Machines 158
Section 4 Thick web Points-general 161
Section 5 Installation of Electrical Detector 164
Section 6 Installation & Testing of Relays 164
Section 7 Fuses 168
Section 8 Painting of Electrical Signalling Equipment 168
Section 9 Testing of Signalling Circuits 169
Section 10 Maintenance of Interlocking 176
Chapter Section /
Chapter Name Page No.
No. Annexure
Section 11 Lightning & Surge Protection 181
Section 12 Earthing 182
Section 13 Maintenance of Earthing 188
Annexures
Annexure 19/1 Maintenance schedule of Color Light Signal 189
Annexure 19/2 Maintenance schedule of Electrically Operated Point 191
Annexure 19/3 Maintenance schedule of Electrical Detector 193
Annexure 19/4 Maintenance schedule of Key locked checking Relay/Electric 194
Key Transmitter (KLCR)
Annexure 19/5 Maintenance schedule of Fuses and Fuse Alarm system 195
Annexure 19/6 Maintenance schedule of Earthing and Lightning protection 196

Annexure 19/7 Installation of maintenance free Earth 197

20 Automatic Block Signalling

Section 1 Automatic Signalling - General 198
Section 2 Installation of Auto Signalling 201
Section 3 Maintenance of Auto Signalling section 202
Section 4 Modified Semi-Automatic Signalling Working 203
21 Relay & Electronic Interlocking
Section 1 General Requirements of Relay Interlocking 204
Section 2 Installation of Relay Interlocking 218
Section 3 Electronic Interlocking(EI) 221
Section 4 Installation & Testing of E.I 224
Section 5 Maintenance of E.I 228
Annexures
Annexure 21/1 Relays for Railway Signalling 230
Annexure 21/2 Maintenance schedule of Operating & Indication Panel 236
Annexure 21/3 Maintenance schedule of Relays & Relay Room 237
Annexure 21/4 Maintenance schedule of Electronic Interlocking 238
Annexure 21/5 Maintenance schedule of Fire Alarm system 241
Annexure 21/6 Typical Bonding & Earthing Connections for Signalling 243
Equipments (RDSO Drg)

22 Requirements of Signalling in 25KV AC

Electrified Area
Section 1 General 244
Section 2 Signal structures 245
Chapter Section /
Chapter Name Page No.
No. Annexure
Section 3 Visibility of signals 247
Section 4 Signalling and Interlocking Circuits 249
Section 5 Line circuits 250
Section 6 Signal feed Circuitry 251
Section 7 Point operation & Detection 252
Section 8 Rules for Protection of Staff working on Signal & 254
Telecommunication Installation
Drawings 258
Signal Clearance Diagram to suit 25 KV AC Traction for
curved tracks , Signalling Feed Arrangement with Cut – in
relays.
Annexures
Annexure 22/1 Visibility of Signals in RE area 269
( Extract of Appendix 1 of ACTM Volume II, Part II)
Annexure 22/2 Maintenance in Electrified area 270
(Part 'J' of Permanent Way Manual)
23 Maintenance Schedule of Train Protection&
Warning System(TPWS)
Section 1 General Requirements 275
Section 2 European Train Control Systems 279
Section 3 Indian Railways Automatic Train Protection 285
Section 4 Auxiliary Warning System (AWS) 287
Section 5 Centralized Traffic Control 287
Section 6 Train Management System (TMS) 290

Annexures
Annexure 23/1 Maintenance Schedule of Train Protection & Warning 293
System (TPWS)
Annexure 23/2 Maintenance Schedule of Train Collision Avoidance 294
System (TCAS)
Annexure 23/3 Maintenance Schedule of Auxillary Warning System 296
(AWS)
Annexure 23/4 Maintenance Schedule of Centralized Traffic Control 297
(CTC)
Annexure 23/5 Communication Based Train Control (CBTC) 299
 CHAPTER - 13 : DATALOGGERS AND PREDICTIVE
MAINTENANCE SYSTEMS
Section 1: Dataloggers
13.1.1.0 Purpose: Remote monitoring of indoor equipments

(a) To monitor the signalling gears at stations.

(b) To aid the maintenance staff by providing health data at central location.

13.1.2.0 Assets for status monitoring

The following equipments shall be monitored (not limited to)

(a) Indoor Relays - potential free contacts

(b) Power supplies - voltages

(c) IPS - Potential free contacts.

(d) Electronic Interlocking - Signalling elements data, Diagnostic data of EI

(e) Earth leakage detectors for Signal & Power Cables

(f) Wherever Potential free contacts are available for any signalling equipment like
SPD, fire detection system, etc the same can also be monitored through Data
logger.

(g)Fire detection system alarms, Relay room door opening, SPDs health indication
potential free contacts etc.

13.1.3.0 General Requirements

(a)The Data Logger system shall perform the following 4 functions; (i) Monitoring
the equipment and data (ii) remote monitoring at central place (iii) generation of
alarms (iv) Generation of sms

(b)The system shall be protected from viruses and access by unauthorised

persons

(c) The system shall chronologically monitor and record the status of various field
functions like track circuits, points & signals through their indoor repeater relays,
operator’s push buttons/switches (digital Inputs) and level of various analog
signals like DC and AC supply voltages.

(d) It shall be capable of receiving both Digital Inputs & Analog Inputs at regular
intervals by scanning them for change of state/Values

(e) For Digital inputs, potential free contacts shall be used.

(f) The system shall be suitable for working on non-electrified, AC electrified areas

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 (g) The system shall be capable of working in any type of signalling installations on
Indian Railways.

(h)The system shall be re-configurable to any changes required by user, whenever

modifications are carried out in the yard

(i) The monitoring of signalling installation may also be done at LC gates, auto
signal goomties and IB Signal Huts using Remote terminal unit which shall be
connected to Datalogger system through suitable communication media.

(j) Validation of Datalogger for accurate correspondence of Inputs , Outputs ,

Alerts & yard layout display both at the time of Initial Installation & after every yard
/signalling alterations shall be done.

(k) RDSO`s Latest Specifications shall be followed.

13.1.4.0 Technical requirements

(a) For monitoring digital inputs, potential free contacts shall be used. Analog
signals shall be connected directly to Datalogger which in turn will convert to digital
data for further processing.

(b) The data logger shall have built in Real Time Clock for time stamping the
receipt of a particular information.

(c) Synchronisation with IRNSS Clock or any Satellite Based approved clock is
required for clock synchronisation with the network

(d) Existing telecom services shall be used to send alerts to required staff.

(e) Interoperability among various makes shall be ensured

13.1.5.0 Network Requirements

(a) Data Logger shall be capable of working with different transmission media like
underground telecom cable, microwave (Digital or Analog) & OFC. The modem
can be either in-built or external. The external modem will be housed within the
data logger cabinet.

(b) It shall be possible for networking and remote monitoring of several data
loggers from the central location. All features like on-line Simulation, Off-line
simulation, failure management, exception logics and Synchronization should be
feasible from the central location.

(c) It shall be feasible to provide IP based networking.

(d) Path Redundancy for the networks shall be provided

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 Section 2: Applications of Datalogger
13.2.2.0 Fault Management

(a) Exception Reports: Output report consists of events detected by change of

status of relays to satisfy a combinational and sequential logic. These reports
are called exception reports.

(b) Exceptional reports are to be generated by a computer connected to data

logger at the station (and at a central location also in case of networked data
loggers). Special software loaded in the computer, shall implement defined
logics and generate exceptional alarms. As per their category, they are
messaged to required Officials for prompt action. Please see Annexure 13/01
for guidance.

13.2.7.0 Analysis of Incidents

(a) Off Line playback of an event shall be feasible.

(b) It shall be feasible to store the data in an external device.

Section 3: Remote Condition Monitoring and Predictive

Maintenance System (RMPMS)
13.3.8.0 Types of Asset Maintenance Practices and Future there of:

a) Corrective: In corrective maintenance, when the Signalling asset fails, it is

attended and restored to normalcy. Every failure causes train detention.
Time taken to restore the failure is crucial. In the absence of diagnostic
data, it becomes very difficult to restore a failure for a normal technician.
Highly skilled personnel with complete understanding of internal sub-
systems are called to restore the failure.

b) Preventive or systematic: In preventive maintenance, certain periodical

activities as recommended by OEM or mentioned in Signal Engineering
Manuals are carried out. Generally a system or schedule is prepared and
the Maintainer, JE or SSE carries out maintenance with signature on the
schedule register. Sometimes railways, based on experience, prepare
details of these activities. Preventive maintenance is carried out in two
ways:
(i) Routine Maintenance: Here the maintenance is planned in the form of
scheduled activities carried out as a calendar program. eg. Signalling
technicians goes for visual inspection and physical checking of critical
equipment like point machine, ..cables, Relays etc on daily, weekly,
fortnightly, monthly, quarterly, Half-yearly and yearly basis.
(ii) Condition Based: In this approach maintenance work is carried out
on signaling gears on a periodic cycle. eg. Point Machine lubrication
oils are changed on Monthly basis as per schedule.

c) Remote Condition Monitoring & Predictive Maintenance System:

Railway signaling and interlocking are critical components, directly related
to throughput enhancement. Hence, their availability and Reliability

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 directly enhances safety in train operations. World over, Artificial
Intelligence (AI) / Machine Learning (ML) based technologies are being
adopted for providing predictive maintenance systems replacing legacy
system of preventive or corrective maintenance systems to improve
productivity of maintenance system. This is a new paradigm in
maintenance activity is now being adopted on various railway systems
called Predictive Maintenance System. In predictive maintenance,
equipment parameters are monitored in real time by measuring it using
standard and duly calibrated sensors. By suitable data analytic based
system, alerts get generated, before a function/ equipment reaches failure
state and it is brought to normal value by attending the equipment.
Parameters of the equipments are monitored on real time. Based on data
received of the signaling assets it can either send SMS alert or it can open
a trouble ticket for maintenance staff to visit the identified asset on
immediate basis. Alternately the routine maintenance work can be
scheduled just in time to optimize manpower, inventory, and contractor
engagement as per requirement to minimize wastage of resources and
optimize maintenance cost. This uses Internet of Things (IoT) to facilitate
integration of data acquired of railway signalling assets being monitored.
This data is also subjected to advanced Artificial Intelligence (AI) algorithm
and using advanced data analysis to generate predictive alerts. Advanced
Machine Learning techniques are adopted to make systems more
knowledgeable & learned and the algorithm self upgrades/ corrects it to
provide better and better accuracy as system learns eliminating any
chance of reaching failure stage.

d) Maintenance of signalling assets by using advanced remote condition

monitoring and Predictive Maintenance techniques is the key to meet
current challenges, which may lead to
(i) Reduced Mean Time to Repair (MTTR).
(ii) Mean time between failures increases (Reduction of number of failures) as
the equipment is attended before it fails.
(iii) Maintenance cost is reduced as less skilled staff in the field can be guided
easily by high skilled staff from central location and the maintenance time
is reduced based on the state of equipment.
(iv) Maintenance Inventory can be customized on need basis reducing the cost
of unused inventory. Cost of AMC goes down.
(v) The trends of failure of items can be analyzed to determine any material
quality issue or workmanship issue. This can be rectified such that the
overall failure incidents will come down and unexpected failures are
minimized.
(vi) The performance of signaling gears – brand wise or OEM wise can be
measured for future project procurements.

13.3.9.0 Data Acquisition from Field & Indoor equipments

a) Data acquisition shall be done by providing suitable sensors either

embedded in the functions or placed in the nearest location box as the
case may be. System Integrators/ OEMs shall provide the standard
signature/ value of all these parameters for data analytics and predictive
alerts. Based on real time monitoring of asset, system shall be able to
clearly identify change in values due to train movement, on time failure,
change in asset property. Based on class of identification system shall
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 ignore, trigger, forecast failures, respectively. Data acquisition for
parameters of Signalling equipments shall be done using calibrated
sensors and/or inbuilt diagnostic ports of the equipment. The sensory data
is then transferred through FDATU in the field from site using IoT devices
to local server of main unit at station. The Edge Server/ Local server shall
be doing primary data analytics and shall also generate first level fault and
diagnostic information based on the real time data. The data from local
servers at every station will be sent to centralized cloud. This data
complemented by historical data and trends will be processed using
advance computing through data analytics (Artificial Intelligence / Machine
Learning) for predictive and prescriptive alerts and messages. The
parameters and Signalling assets to be monitored should include -

(i) Point Machines - Current, Voltage, Vibration, Detection Spring Pressure,

Dust, Timer, Humidity

(ii) Track Circuits - TF chargers voltage/current, Voltage, Current at feed and

relay end

(iii) Axle Counters - Track Sensing Device - Voltage, Current, and Vibration at
the Rail end, EM field, Moisture / Humidity. The maintenance data as made
available by the MSDAC/ SSDAC should also be acquired by the system.

(iv) Signals -Voltage, Current, vibration, humidity, wind in the signal unit/
location box

(v) SPDs - EM Fields, Health of each of them using digital inputs from it,

(vi) IPS - Indoor Potential fee contacts, Diagnostic data given in soft form

(vii) MSDAC/SSDAC-Indoor Diagnostic data is given in soft form

(viii) Relays - Same as being done with present system of Data Loggers

(ix) Power supply change over units

(x) Electronic Interlocking-Signalling elements data, Diagnostic data of EI

(xi) Signal & Power Cables : Current and Voltage sensors, Earth Leakage
sensors, Seismic/ OFC based Acoustic for preventing damage to cables
etc.

(xii) LC gates - Voltage, Current, Contact pressure of limiting switch, Vibration

b) The remote Analog signals shall be scaled to a suitable limit using signal
conditioner before converting to digital signal. Each analog input shall be
isolated (at least 2KV isolation voltage) from the system and one another.
While tapping analog input, it shall not load the analog channel/ field gear
by more than 5ma. DC & AC analog currents shall be measured with
suitable calibrated sensors which provide galvanic isolation to the source
being monitored.

c) The system shall be suitable for working on non-electrified, AC electrified

and DC electrified areas. The system shall be capable of working in an
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 ambient temperature range of -20 deg C to +70 deg C without any change
in performance. The system shall be modular and easily re-configurable to
any changes required by user, whenever modifications are carried out in
the yard.

d) RDSO`s Latest Specifications on RMPMS shall be followed for Installation,

Testing, Maintenance.

13.3.10.0 IoT System

a) The data repository of diagnostic events related information is the

foundation of predictive analytics. The more granular data is made
available the better the analytics algorithms are able to find trends based
on which the predictions can be accurate. The algorithms are able to
crunch massive volumes of data to find relations and trends between
diverse elements like a relation between vibration and mechanical wear
and tear of moving parts of a point machine. Thus to have a truly intelligent
and autonomous system many sensors needs to be provided to monitor
multiple parameters of the signalling assets. For this it is required to
connect up as many variety of calibrated sensors as possible to collect
multitudes of data streams on real time basis. With multiplying volumes of
data having 3V’s (Volume, Variety & Velocity), the local server should have
FOG computing, synchronized with cloud. By implementing FOG
computing for data processing and analytics the pressure on the cloud
reduces as the computing becomes distributed.

b) IoT Architecture: In order to achieve purpose of Data Analytics, the

system software must consist of following component. Interoperability
among various makes is a must. It shall comprise of 5 major components –
i. Local Server based Main Unit
ii. Edge Device based Field Data Acquisition & Transmission Unit
iii. Wireless Network for yard - RF/ LoRa/ WLAN,
iv. IoT Systems
v. Cloud based AI/ ML based analytics and predictive alerts and
messaging system

c) Collect: The Main unit of RMPMS must have MQTT (Message Queuing
Telemetry Transport) protocol installed to stream in data over cloud

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 through local server for the purpose of using Analytics. Standard practice
of MQTT protocol like channels, topic filters in various formats and
frequencies can be used.

d) Process: Traditional analytics and business intelligence tools are designed

to process structured data. IoT data often comes from devices that record
noisy processes (such as temperature, motion, or voltage or current). As a
result the data from these devices can have significant gaps, corrupted
messages, and false readings that must be cleaned up before analysis can
occur. This is done at local server/Edge server.

e) Cleanse and filter – Tools to define functions may be used and triggered
when IoT Analytics detects missing data, so that it can run code to
estimate and fill gaps. It can also define max/min filters and percentile
thresholds to remove outliers in streaming data. Shall be implemented to
discard data arising due to train movement or any other hardware
malfunction.

f) Transform IoT Analytics may transform messages using mathematical or

conditional logic already defined, so that can perform common calculations
like Ampere into miliampere ampere conversion etc. Enrich – IoT
Analytics can enrich data with external data sources such as a length of
track, point machine or gate associated with track to mark higher leakage
as compared to other tracks. Similarly for other field functions.

g) Store - Time-Series Data Store - IoT Analytics may stores the device data
in an optimized time-series data store for faster retrieval and analysis. It
can also manage access permissions, implement data retention policies
and export data to external access points. Store - Processed and Raw
Data - IoT Analytics may store the processed data and also automatically
stores the raw ingested data so that it can be processed at a later time.

h) Analyze to Run Ad-Hoc SQL Queries - IoT Analytics may provide a SQL
query engine so that can run adhoc queries and get results quickly. For
example, might run a quick query to find the number of fail prone gears for
each station.
i. Time-Series Analysis - IoT Analytics may supports time-series
analysis so that can analyze the performance of devices over time
and understand how and where they are being used, continuously
monitor device data to predict maintenance issues, and monitor
sensors to predict and react to environmental conditions.
ii. Hosted Notebooks for Sophisticated Analytics and Machine
Learning - IoT Analytics may include support for hosted notebooks
like Jupyter Notebooks etc for statistical analysis and machine
learning. The service may includes a set of notebook templates that
contain authored machine learning models and visualizations to
help you get started with IoT use cases related to device failure
profiling, forecasting events such as low remaining life that might
signal the maintainer to replace the gear, or segmenting devices by
rest remaining life levels or gear health.

i) Prediction - statistical classification through a method called logistic

regression may be implemented. May also use Long-Short-Term Memory

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 (LSTM), which is a powerful neural network technique for predicting the
output or state of a process that varies over time. May use pre-built
notebook templates also to support the K-means clustering algorithm for
device segmentation, which clusters gears into cohorts of like devices.
These templates are typically used to profile gear health and gear state
such as write to itself for tracks, bubbling effects after loose packed point
machines etc. Build/Visualize - IoT Analytics may provide dashboard to
visualize data sets. Provision may be made to visualize the results or ad-
hoc analysis in the embedded third party Notebooks like jupyter etc

13.3.11.0 Network Requirements

IOT shall support SNPM or OPC-UA via HTTPS/ SOAP. The following shall be
the media between various devices.

a) For communication from IoT device (in station yard near point, signals and
other equipments) to Gateway at station
(i) Wireless media on LoRA (or Zigbee or any open source technology) in
free band of wireless spectrum.
(ii) WLAN

b) For communication from outdoor type IoT devices (for field gears like
signal, point, track circuits, etc) to Gateway at station, the wireless
connectivity is mandatory along with optional Fiber connectivity (Type LC
connector).

c) For communication from indoor type IoT device (for IPS, Axle counter
evaluator, Data logger, etc) to Gateway at station – RJ45 (copper) and/or
LC port (Fiber) shall be provided.

d) For IoT’s in Block Section - OFC or GSM/LTE connectivity can be used.

e) For communication from Station to Cloud – on OFC or GSM/ LTE

13.3.12.0 Cloud Based AI/ ML based Predictive Maintenance algorithms

13.3.12.1 The AI/ ML algorithms should be as per ISO/IEC JTC 1/SC 42 standards. The
system shall provide predictive maintenance and optimization with the help of
advanced analytics, Machine Learning and Data visualization. Prediction of
Equipment / Asset Failure, SMS alerts to the concerned SSE’s mobile number
and ticketing application for event failure attending. Application should be
backed by intelligent health monitoring algorithms for gears using machine
learning algorithms to predict the equipment failure or errors. It is expected that
accuracy of predictive alerts should be better than defined levels after one year.
(a) Machine Learning algorithm should be able to suggest and predict defects,
device failure and remaining useful life (RUL). Alert generation in case of
variation in parameter readings based on Threshold set.

(b) It is desirable that Cloud and AI shall be based on open source platforms
and AI algorithms developed shall have IPR of Indian Railways. There shall
be no propriety of industry partners on the intellectual property so emerged

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 during trials and development of the system.

(c) The AI techniques shall have two versions, one edge device/local server
version and second cloud based. During initial development of system, the
supervised machine learning will be required and slowly it will switch to
unsupervised machine learning using Artificial Intelligence.

(d) Artificial Intelligence (AI) techniques and machine learning algorithm: By

monitoring patterns in real time and looking at historical data, the machine
learning can identify repeat scenarios which it can then create rules for
moving forward. For example, after machine learning, the axle counter
parameter limit will be fine-tuned together with information from other
parameters like ambient temperature, level of induced voltage in cable etc.
This process is an adaptive learning process, meaning that the system will
use AI techniques to find pattern in data. The more data and scenarios it
collect and encounter, the more it will learn. As our machine learning
processes identify these patterns, we integrate them as new rules into the
proactive workflows to provide the customized rules for each equipment.

(e) Local Server Based Analytics: Following types of analysis may be made
available
(i) Generate alerts about device failure and remaining useful life (RUL).
Alert generation in case of variation in parameter readings based on
Threshold set. Using advanced analytics algorithms and machine
learning techniques the system should be able to suggest and predict
defects with specified accuracy, improving upon it with passage of time
as per learning tools within time period as specified in RDSO
specification.

(ii) Should be able to simulate train movements by integrating with Data

Logger system/ COA.
(iii) Should be able to assess and record all unusual events like signal
passed at danger, Point burst, etc as specified by Railway authorities.

(iv) It shall be possible to predict unusual behaviour of various Signalling

equipment with suitable interfaces

Note :- This Chapter has under mentioned Annexures for further study

S.no Annexure no Description

1 13/1 Datalogger Fault Logics – An Example

2 13/2 Maintenance schedules of Datalogger

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
1 Signal Bobbing RDSO The time difference between ECR (UP to DN to UP) is in M S1 HECR Signal
between 500 msec. to 2 sec which should be taken as 1 Bobbing
count and for satisfying the fault logic 2 to 3 counts should
happen within 10 sec
2 Track Bobbing RDSO The time difference between TPR (UP to DN to UP) is in M 61 TPR Track
between 50 msec to 1 sec which should be taken as1 count Bobbing
and for satisfying the fault logic 2 to 3 counts should happen
within 10 seconds

3 Point bobbing RDSO The time difference of (NWKR/RWKR) (UP to DN to UP) is in M 59 NWKR Point
between 500 msec. to 2 sec which should be taken as 1 Bobbing
count and for satisfying the fault logic 2 to 3 counts should
happen within 10 sec. At that time TPR is UP

4 Point Failure RDSO 1. If NWKR, RWKR both are down for more than time interval M C (120 59 Point Failure
then it is point failure. Sec)
2. In case of siemens-WKR1 is Down for more than the
given time interval

5 Sluggish Operation of RDSO 1. In case of siemens --- The time difference between WKR1 M 51 NWKR Point
Point Down to Up is in between the set time interval. Sluggish
2. Other than siemens --- time interval of NWKR down to Operation
RWKR up OR RWKR down to NWKR up is more than set
time.
6 Track Circuit Failure RDSO T1,T2,T3 are sequential tracks, M C (120 51 TPR Track
a) When T2 is DN. Sec) Circuit Failure
b) T1 and T3 UP.
c) The time difference between T1 UP and T2 DN is more

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
than 5 sec
d) The time difference between T3 UP and T2 DN is more
than 5 sec.
e) T2 is not bobbing and is DN for more than 10 sec
7 Fusing of Signal lamp RDSO When 110 v supply to signals has not failed (i.e. analog M C (120 S1 HHG Fusing
voltage value is used in fault logic) Sec) of Signal lamp
a) Yellow (three aspect):- After HR picks UP and DR is
DOWN, if HECR is not picked UP within 10 seconds. HR is
triggering signal
b) Green (three aspect):- After HR and DR pickup if DECR
has not picked UP within 10 seconds.HR and DR is
triggering signal.
c) Red:- After HR/DR is DN, if RECR has not picked UP
within 10 seconds .HR/DR is triggering signal
d) Yellow/green (two aspect):- After HR/DR picks UP, if
HECR/DECR has not picked UP within 10
seconds.HR/DR is triggering signal.

8 Signal Blanking RDSO When 110 v supply to signals has not failed and all ECRs are M C (120 S1 Signal
down ( i.e. analog voltage value is used in fault logic) Sec) Blanking

9 Signal Flying back to RDSO When RECR is up continuously for more than 2 seconds - in M C (120 S1 Signal Flying
danger that condition if UCR/LR/U(R)S is up and HR/GR2 is down Sec) back to Danger
and signal replacement track(TPR) is up and EGGNR down,
then it is Signal Flying back to danger.
10 Timer setting more RDSO The TIME difference between JSLR UP and NJPR UP is M S1 Timer setting
greater by more than 10% (more than 132 seconds for 120 More
seconds timer) of the prescribed time

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
11 Button stuck up Button relay is up for more than specified time 20 sec C 101 WNR Button
Relay Stuck Up
12 Point Loose packing RDSO In Between two sequential TPRs Down to Up (To ensure it is C 59 Point Loose
train movement) if the status of NWKR or RWKR Changes Packing
more than 2 times and status of EWNR not changed
(Point emergency operation not done) then it is Loose
Packing.

13 Signal bobbing without If HR/DR is up and HECR/DECR changes its status from Up M S1 HECR Signal
design problem (i.e signal to Dn to Up is in between 500 msec to 2 Secs and Bobbing without
control relay not dropped) HECR/DECR is not operated along with HR/DR then it is Sig Design Problem
Not Applicable Bobbing without design problem. ECR is
triggering sig Not Applicable

14 Signal bobbing with If HR/DR is up, HECR/DECR changes its staus from Up to M S1 HECR Signal
design problem (i.e signal Dn to Up is in between 500m sec to 2 Secs and Bobbing with
control relay dropped) HECR/DECR is operated along with HR/DR then it is Sig Design Problem
Not Applicable Bobbing with design problem.ECR is
triggering sig Not Applicable

15 Signal not lowered even same as Logic no.19 C

operation is valid
16 Power supply failure RDSO Use analog voltage monitoring where LVR is not provided M C (120 Power Supply
alarm Sec) Failure & Power
Supply Restored

17 Fuse blown off (additional RDSO Additional hardware to be used to detect Fuse Failure C
hardware to be used to
detect fuse failure)

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
18 ELD detected low RDSO Potential free contact of ELD C Earth Leakage
insulation of supply appeared in 110V
(potential free contact of AC Supply, Earth
ELD to be wired as input Leakage
to data logger) disappeared in
110V AC Supply
19 Route not set when RDSO GNR, UNR are Up, EGGNR is dn then after given time C Route Failure
operation is valid giving interval if HR is in down then check the Route.
the sequence of relay
operations
(1.Possible in case of
panels where
button/switch relays pick
up with operation of
button/switch even-though
the operating conditions
are not favourable
2.Sequence of relays shall
be provided by railways
3.Not possible for switch
type non route setting
type panels)
20 Point Burst RDSO If the train arrives on the track2 proving the sequence of M C (120 101 Point Burst
track1 DN and ahead track to point zone track is down, the Sec)
point setting in the unfavourable position and then the
NWKR/RWKR both are DN for 2min.

21 Clearing of signal without RDSO At the time of HR/DR/ HECR/DECR up, signal lock relays i.e C S1 Signal
Route Locking all G(R)LR's/G(R)R/ASR/ALSR in the possible Routes from Cleared without

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
signal are in down state then it is Failure. Route Locking
22 Timer setting Less RDSO The TIME difference between JSLR UP and NJPR UP is C S1 Timer setting
less by more than 10% (less than 108 seconds for 120 Less
seconds timer) of the prescribed time

23 Check for Passing of RDSO a) When track 2 is DN after track 1 is DN and RECR is UP C S1 Check for
danger signal b) The time difference between T2 DN and T3 UP is more Passing of
than 5 sec Danger Signal
c) The time difference between T2 DN and RECR UP is
more than 5 sec
d) T2 is not bobbing and is DN for more than 1.2 sec

SPAD CASES

1. Multiple signals (stop, shunt and calling on) on the same

post (When RECR is Up, SH/HECR, COECR are Down,
Corresponding Point indication and TPR1, TPR2 are
Down, TPR3 is Up and time difference between TPR2
Down (triggering) and TPR3 Up is more than time T1,and
the time difference between TPR2 Down and RECR Up is
more than the given time interval T1, TPR2 is continuously
Down for T2.T2 is triggering
2. Two signals on different lines ex.starters) with first
controlling track common and point selection. Point
selection to be used for each signal apart from the above
logic
3. Two signals on the same line reading to the same line on
different posts( home and shunt) home signal
ASR/ALSR/G(R)LR to be used in shunt signal SPAD logic

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
4. Two opposite signals (ex. starter and opposite shunt from
siding) with one track circuit in between and no approach
track circuit for shunt signal -- in starter signal SPAD logic
use shunt GNR/UNR not operated condition or Conflicting
HR Down
24 Route released without RDSO a) ASR UP / G(N)LR Up and C S1 Route
sequential route relays in b) Concerned route TSSLR DN or TPZR DN or TLSR DN or released without
route picking up TRSR DN or UYRs Down or U(R)Ss Up sequential route
c) Emergency route cancellation, NJPR DN, AJTR3 /JR Dn relays in route
picking up
25 Signal assuming green RDSO At the time of DR/DECR is picked up, RWKR in the C S1 Signal
with points in the route corresponding Route are picked up then it is Fault. assuming Green
reverse with 31 Point
Reverse
26 Home/Main line starter RDSO When DR/DECR Of Home/Main Line starter Signal is up and C S1 Home Signal
signal assuming green if the Advance Starter RECR is up the it is Fault assuming Green
with adv starter danger with S2 Adv
Starter Danger
27 Advance starter off HR/DR UP and concerned Line clear relay DN C S2 Advance
without Line Clear starter Off without
Line Clear
28 Over speeding RDSO T1,T2 and T3 are track circuits in M Over Speeding at
sequence. Length of T2 is fed in the 1TPR On Main
logic option line/Loop line
a) Counter starts when T2 goes DN with T1 already DN
b) Counter stops when T3 goes DN with T2 already DN
c) Time interval between (a) and (b) is less than length of T2
divided by maximum permissible speed by more than 10%
29 Failure to set point against RDSO After complete arrival of the train,if the point is not set against C Rear end Point

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
occupied line the line on which the train is received within a pre determined not set against
time.On Double line rear end points and on single line both 01T Occupied
front and rear end points are to be line from S1-S4
consideredNote:1.Implementation of this logic on big yards is
not possible as the options are too many.2. There can be a
case where it is not possible to set the point as all lines are
occupied
30 Relay room opening RDSO If Relay Room Door Relay is Down then it is Relay room C Relay Room Door
(75,76) opened Opened, Closed

31 Emergency route RDSO Operation of required buttons/switches C S1-S2

cancellation Emergency Route
Cancellation
32 Point emergency RDSO Operation of required buttons/switches C 101 Emergency
operation when point Point Operation
controlling track(s) fails
33 Axle counter resetting RDSO Operation of required buttons/switches C Axle Counter
Reset
34 Train passing blank signal RDSO Approach track drop,1st controlling track drop,2nd controlling C Train Passed at
track pick up & RECR,HECR,DECR,CO ECR,SH ECR drop S1 Blank Signal
for specific time
35 Late start of Train RDSO a) Berthing track DN and M Late start of Train
b) HECR/DECR UP and at S1 Signal
c) Signal replacement track DN and
d) Time difference between time of occurence of b and c is
more than time defined by user
36 Late Lowering of Home RDSO The time difference between signal approach track circuit M Late Operation of
signal down and signal HECR/DECR/HHECR/COECR Up time is S1 Home Signal
more than set time. Time difference to be displayed in case

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
signal is cleared late compared to set time
37 Premature Operation of RDSO If LCPR Dn before DR/DECR Dn and SR is Up. C Premature
Double line block to TOL Operation of
Block Instrument
38 Late Closure of LC Gate RDSO Possible in case the design of circuit is such that route gets M Late Closing of
locked after operation of the signal before gate closing and LC-131 Gate in
the signal clears as soon as the gate is closed the Route S1-S3

39 CALLING ON At the time of COECR(input1) (triggering) Up, if MM S1A Calling on

OPERATION COJSLR(input2) is in up state then it is Calling On Operation operation

40 EMERGENCY ROUTE In between ASR(input1) Down to Up if JSLR(input2) OM S1-S2

RELEASED Operated then it is Emergency Route Release. ASR Up is Emergency Route
triggering (or) GNR(input1) Up, UNR(input2) Up Released
EUUYNR(input3) Up after given time interval if ASR(input4)
Up then it is Emergency Route Released.GNR, UNR,
EUUYNR are triggerings.

41 EMERGENCY SUB If EUYNR(input1) Up and WNR(input2) Up OM S1-S2

ROUTE RELEASED then it is Emergency Sub Route Released. Both are Emergency Sub
triggerings Route Released

42 EMERGENCY OVERLAP If UNR(input1) is Up and if OVYNR(input2) Up OM S1-S2

CANCELLATION then it is Emergency overlap cancellation. both are triggering Emergency
signals Overlap
Cancellation

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
43 EMERGENCY SIGNAL If GNR(Input1) is Up & EGGNR(input2) is Up then it is OM S1 Emergency
CANCELLATION Emergency Signal Cancellation. GNR, EGGNR are Signal
triggerings Cancellation
44 POINT REPEATED In Between WNR(input1) Up to Up, if NWKR(input2), OM 13 NWKR Point
OPERATION RWKR(input3) are not Up then it is Point Repeated Repeated
Operation. WNR is triggering (or) In between NCR/RCR up Operation
to Down if Point(NWKR/RWKR) is not set then it is Point
repeated operation, NCR/RCR (Down) triggering
45 PANEL FAILURE DUE All RECR's(Confilcting signals) are down then it is Panel MM Panel Failure Due
TO AC POWER FAILURE failure due to AC Power Failure. All are triggering inputs to AC Power
Failure
46 PANEL FAILURE DUE All ASR's(Conflicting signals) are down then it is Panel failure MM Panel Failure Due
TO DC POWER FAILURE due to DC Power Failure. All are triggering inputs to DC Power
Failure
47 Shunting with permission When RECR(input1) is Up and TPR1(input2), TPR2(input3) MM S1 Shunting with
are Down, TPR3(input4) is Up and time difference between Permission
TPR2 Down (triggering) and TPR3 Up is more than time
T1,and the time difference between TPR2 Down and RECR
Up is more than the given time interval T1, TPR2 is
continuously Down for T2.,SHKR Down status considered in
extra variable.
48 SPAD at adv str without When RECR(input1) is Up and TPR1(input2), TPR2(input3) SC S1 SPAD at adv
shunt permission are Down, TPR3(input4) is Up and time difference between str without shunt
TPR2 Down (triggering) and TPR3 Up is more than time permission
T1,and the time difference between TPR2 Down and RECR
Up is more than the given time interval T1, TPR2 is
continuously Down for T2.,SHKR Up status considered in
extra variable
49 IPS Failure RDSO DC-DC Converter, Inverter-1,2,3....,SMPS, CALL S& T, 50% MC (120s IPS Failure

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 Datalogger Fault Logics – An Example Annexure 13/1
Moment Confir Example of Fault
Fault name Ref: Fault Information
ary med message
DOD, MAINS FAIL, FRFC FAIL ec)
50 IPS Restored RDSO DC-DC Converter, Inverter-1,2,3....,SMPS, CALL S& T, 50% MM (120s IPS Restored
DOD, MAINS FAIL, FRFC FAIL ec)
51 TFR Relay Stuckup IF TFR IS PICKED UP THEN IT IS TFR RELAY STUCKUP MM
52 Wrong operation If Buttons (GNR,UNR) are pressed in wrong combination MM S1-S2 Wrong
Then it is WRONG OPERATION. both are triggering signals Operation
53 Route not Released RDSO At the time of Point zone track(input1) Up, if Platform MM S1-S2 Route not
track(input2) Down, Before Point zone track(input3) Up and Released
after time interval if G(R)LR(input4) is Up then Check the
following. Backlock tracks are in Up state and G(R)LR is Up.
If any of above relays are not in required state then it is Fault.
Point zone track is triggering

Note : (i) RDSO Latest guidelines to be followed

(ii) User may Configure some Logics as per Specific needs

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 Maintenance Schedule of Datalogger Annexure : 13/2
Schedule Code : DL1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half Yearly
S.No. Check the following
1. Data logger free from rust, dirt & all the connectors & PCBs (Cards) in the main
Euro rack inserted properly & all screws of cards tightened.

2. All cable terminations (Analog, digital input) are tightened & properly connected.

3. The Earthing wire & its connectivity tightness.

4. FAS (Fault Analysis System) free from dust & ensure proper connectivity with data
logger.
5. Check LED position of both side of modems.
a) CD, CTS-LED should continue glow & -In normal condition.
b) TD & RD LED should blink (flickering)- In normal condition . i.e. data is
getting transferred. If LED status is different then reset modem by pressing
reset button or supply switching.
c) If LED status is different then reset modem by pressing reset button or
supply switching.

6. Reading of all cells of data logger battery bank voltage when charger is in on
position. Switch off charger & Data logger load takes on battery bank about 30
minutes then measure all cells voltage.

7. Measure all analog & Digital supply input voltage in Datalogger with true RMS
meter then compare all this voltage with FAS (Computer) voltage reading. The
variation of both reading is under +/- 5% for accuracy.
8. Measure working voltage of data logger unit. It should be in permissible limit as
given below.
a) Between 11.4 V to 12.6 V if Datalogger model was 90/98.
b) Between 22.8 V to 25.2 V if Datalogger model was 99/01 and 99/06.
Schedule Code : DL2
Periodicity : Sectional JE/SSE : Half Yearly,
Incharge SSE : Yearly
1. Measure the communication channel (OFC) loss with Telecom staff & it should not
be more than 25 dB between two modems of data logger.
2. Ensure that latest NMDL software (i.e. software used for network management in
Datalogger) & test room yard layout, fault updated in FAS (Computer) at site & all
NMDL utility programs (Reports, Simulation, track off etc.) running smoothly.
3. Check Induced voltages:
a) Voltage between the communication cable conductor and earth shall not be
more than 5V AC.
b) Voltage between the two conductors of communication cable shall not be
more than 1V AC.
Schedule Code : DL3

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 Maintenance Schedule of Datalogger Annexure : 13/2
Periodicity : Sectional JE/SSE : Yearly,
Incharge SSE : Yearly
1. Measure the earthing resistance & it should be less than 1 ohm.
2. Check & ensure that data Logger validation register is kept at each station and
details of potential free contacts of digital & analog inputs must be tallied with
NMDL at DLMC office.
Schedule Code : DL4 (only for SSE/DLMC)
Periodicity : Incharge SSE : Yearly
1. Checking of all type of exceptions reports (As per RDSO) generated by data
logger & analysis of the reports for reliability of Data logger.
2. To check & ensure that temperature of relay room & Datalogger is shown in
NMDL.
3. Ensure that DL-1 & DL-2 shall be followed for FEP, CMU & Server unit at DLMC
office.

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 CHAPTER 14 : LC GATES
Section-1 : LC General
14.1.1.0 Gate Signals : This chapter shall be read in conjunction with chapter III and
Chapter XVI of General Rules.

14.1.2.0 A Gate Stop Signal shall be fixed at an adequate distance from the gate, this
adequate distance not being less than the value stipulated in Para. 14.1.4.1
and 14.1.4.2.

14.1.3.0 The Gate Stop Signal shall be provided with ' G ' marker except where
prohibited under special instructions.
The ' G ' marker shall consist of letter ' G ' in black on yellow circular disc. The
instructions in Chapter 20, section 1 shall apply to signals protecting level
crossing gates in automatic block territory.

14.1.4.0 Interlocked Level crossing gates outside station limits

14.1.4.1 On sections provided with two aspect Signaling, a Stop Signal at 400 metres
from the gate shall be provided. Where the section is otherwise provided with
separate Warner signal, such a signal shall be provided at a distance of not
less than 1.2 km. from the Gate Stop Signal.

14.1.4.2 On Sections provided with multiple aspect signalling, a Stop Signal at not less
than 180 meters (120 m in case of automatic signalling Or suburban sections)
from the gate and a Distant/Inner Distant signal shall be provided at not less
than 1 km in rear of the Stop Signal shall be provided.

14.1.5.0 Interlocked Level crossing gates inside station limits or in the vicinity :-

14.1.5.1 On sections provided with two aspect Signalling:

(a) The Outer Signal shall be located at a minimum distance of 400 meters
from the gate

(b) Where the Outer Signal cannot be so located and the Outer Signal falls in
between Home Signal and Gate, a separate Gate signal may be located at a
distance of 400 meter in rear of the gate

(c) Where there is adequate visibility of the Outer Signal (1.2 km if sectional
speed is 100 kmph above and 0.8 km if sectional speed is less than 100
kmph) the Gate Signal shall work independent of the Outer Signal

(d) Where the visibility of Outer Signal is not adequate, the Outer Signal shall
be shifted and combined with the Gate Signal where feasible or inter-slotting
arrangement shall be provided between the Outer Signal and the Gate Signal.

14.1.5.2 On sections provided with Multiple Aspect Signaling when the interlocked

Chapter – 14 : LC GATES
Page 22 of 301
 gates are situated between distant and Home Signal:

(a) The Gate Signal shall be located at not less than 180 meter (120 mts in
case of automatic signalling or Suburban sections) in rear of the gate.

(b) The Distant Signal shall be located at not less than one kilometer in rear of
the Gate Signal which shall function as Gate Distant as well and where the
sectional speed is more than 110 kmph, another Distant signal shall be located
at not less than 2 km in rear of the gate signal in second distant territory.

14.1.6.0 LC gates in Automatic Block Signalling/ Suburban sections : (Approach

Locking & Back locking of LC gate)

14.1.6.1 Level Crossing gates in automatic sections shall be worked by lifting barrier
gates operated mechanically or electrically and shall be interlocked with
signals. The gates shall be both approach locked and back-locked by track
circuits/Axle Counters. They shall also be provided with audible warning on
both sides of the road, actuated by approaching trains. In addition, road-
warning lights shall be provided on both sides of the road, which will be lit
when there is any train on the approach or whenever the gate is not in the
open condition.

14.1.6.2 (a) The approach locking shall be effective from the moment the train occupies
the track circuit in rear of the signal, which assumes clear aspect when the
Gate Signal is taken 'OFF' and the back locking shall be effective until the train
clears the level crossing. The audible warning (For Road Users) shall stop as
soon as gate is closed and locked but the Red warning light (for road users,
where provided) shall be displayed till the gates are re-opened for traffic.

(b) Approach locking should be effective from a distance not less than braking
distance required for maximum permissible speed on that section.

14.1.6.3 The audible and visual train approach annunciation shall be such that the
Gateman gets adequate warning time, which shall be a minimum of 60
seconds for the train with maximum permissible speed, for closing the level
crossing gates before the train approaches within the sighting distance of the
relevant gate signals.

14.1.7.0 Approach Locking & Back Locking at other than Automatic/ Suburban
sections

14.1.7.1 Approach locking should be effective from a distance not less than the
Maximum Emergency braking distance of the trains running on the section at
the maximum permissible speed on the ruling gradient.
Where there are no track circuits in the rear of the Gate stop signal or the
total length of such track circuits in rear of the Gate stop signal is less than the
braking distance, then Dead approach locking of 60 seconds shall be provided

14.1.7.2 Back locking of LC gate: If Gate is located beyond stipulated distances (i.e if
a gate situated of more than 180 m in Multiple Aspect Signalling and 400 m in
Chapter – 14 : LC GATES
Page 23 of 301
 Two Aspect Signalling in advance of the controlling Gate Signal), and
continuous Back lock Track Ciruits/Axle Counters are not provided , then an
arrangement for back locking of Gate to keep it in closed condition till Passage
of train, proved either through two sequential track circuits /Axle counters or
through a time delay of 30 seconds in automatic sections/suburban area and
60 seconds in other sections (Time reckoned from Replacing Gate signal to
most Restrictive aspect, after passage of train) or any other approved means
shall be provided

14.1.8.0 LEVEL CROSSING - GENERAL

14.1.8.1 Classification of Level Crossings

The classification of road-rail surface level crossings shall be decided by the

Engineering Department as per para 902 (refer to IRPWM) of Indian Railways
Permanent Way Manual (IRPWM). Level crossings have been classified as
under:

(a) Special class... for roads having TVU greater than 50,000

(b) A Class... for roads having TVU between 50,000 and 30,000 or Line
capacity utilisation 80% (on single line section) and number of road vehicle
more than 1000.

(c) B Class - B1, B2 having TVUs between 30000 and 20000 and road vehicle
greater than 750

(d) C Class All other Level crossings for road not covered in above classes

(e) D Class - for cattle crossings

Note :- Please refer to IRPWM & other Engg. Dept`s notifications on latest
norms.

14.1.8.2 Categories of level crossing gates :

Gates can be broadly divided into the following categories :

(a) Non-Interlocked Gates and Interlocked Gates
(b) Engineering Gates and Traffic Gates

14.1.9.1 NON- INTERLOCKED GATES : These gates may be in the form of lifting
barriers or swing /movable gates of approved design . These gates are
installed and maintained by engineering department. Communication
equipments of approved type are provided at such manned gates by S&T
department.

14.1.9.2 INTERLOCKED GATES : At interlocked gates, interlocking and

communication equipment are provided and maintained by S&T department.
These gates are interlocked and protected with signals

Chapter – 14 : LC GATES
Page 24 of 301
14.1.9.3 ENGINEERING GATES : Gates beyond the outermost stop signals are called
Engineering gates and are manned and operated by Engineering staff. These
gates may be non- interlocked or interlocked with signals

14.1.9.4 TRAFFIC GATES : Gates located between the outermost stop signals are
called Traffic Gates and are manned and operated by Traffic staff. These gates
shall be interlocked with station signals.

14.1.10.0 NORMAL POSITION OF GATES : Normal position of Interlocked gates shall

be as per para 904 and 907 of IRPWM.

14.1.11.0 EQUIPMENT AT LEVEL CROSSING : The Level crossings shall be provided

with equipment as per para 910 of IRPWM. These equipments are provided
and maintained by Engineering or Traffic department.

14.1.12.0 The working instruction in the form of Gate Working Rules, including the gate
working diagram at Interlocked Engineering Level Crossing gates equipped
with gate signals, shall be provided at the gate lodge. A copy of the working
instruction shall also be kept at the controlling station and shall form Appendix
of the Station working rules (Appendix A) of the station controlling the Level
Crossing gate. These instructions shall be provided in English and Local
language.

14.1.13.0 The Working Instruction of Traffic level Crossings shall be incorporated as an

appendix to Station Working Rule of the station and shall also kept at the gate
lodge.

14.1.14.0 Safety measures for different classes of level crossings such as interlocking
with signals, provision of telephone communication and approach warning
arrangement shall be as per Annexure-14/1

14.1.15.0 INTERLOCKING of LC Gates

14.1.15.1 Norms as notified from time to time by Rly Bd shall be followed for Interlocking
of Gates and Essentials of Interlocking given in chapter 7 shall be followed.

14.1.15.2 Where interlocked level crossings within station limits are operated from a
place other than the place of operation of the signal protecting the gate,
arrangements of interlocking should be such that the last operation before
taking off the signal should be the closing of the gate and the first operation
after the train has cleared the level crossing and the signal has been put back
to 'ON' position, should be the opening of the gate by the Gateman

14.1.15.3 Approach locking and back-locking shall be provided on the control lever of the
interlocked level crossings situated on sections provided with automatic
signalling. The approach locking shall be effective from the moment the train
occupies the track circuit provided at braking distance in rear of the gate signal
and the back-locking shall be effective until the train clears the level crossing.

Chapter – 14 : LC GATES
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14.1.16.0 Communication between the Gate-lodge and the Station Master's Office/
cabin man

14.1.16.1 Communication of approved type shall be provided between the Gate-lodge

and the Station Master's office/cabin man in accordance with para 2 of
Annexure-14/1. Such communication may be provided to the authorized
operating official instead of Station Master's Office/cabin man to suit the local
operating condition. No two gates shall be in parallel for communication and
one to one communication is ensured.

14.1.16.2 The communication of Gateman should be directly with local ASM and also
with CTC where ever provided.

14.1.17.0 Approach warning to Gateman : Audible warning by a bell/buzzer of

approved type operated by the approach of a train shall be provided at
interlocked gates in accordance with para 3 and para 6 of Annexure-14/1.

14.1.18.0 Emergency Provisions & Sliding Booms

14.1.18.1 When level crossing gate has failed in open condition:

14.1.18.2 Emergency Sliding Booms shall be provided at all interlocked gates to work
trains on signals in case of failure of lifting barrier. In case of Sliding Boom,
normal aspect of signals as per interlocking may be provided during use of
Sliding Boom Barrier with following arrangements.

14.1.18.3 Fixing of Emergency Sliding Boom shall be outside lifting barrier to ensure
safety of road users & trains. Painting scheme of sliding boom shall be same
as lifting barrier.

14.1.18.4 Sliding Boom should be directly locked by ‘E’ type lock or by any suitable
means.

14.1.18.5 Stop indicator Board (Retro reflective type) shall also be provided on
Emergency Sliding Booms. Also road signal if provided shall display ON
aspect to avoid confusion to road traffic.

14.1.18.6 E-type locks of same ward (matching with working lifting barrier) should not be
used in sliding boom type.

14.1.18.7 When level crossing gate has failed in closed condition: An Emergency
key shall be provided at the gate lodge at all interlocked gates and shall be
kept in "EKT sealed box with pad lock", to enable Gate man to open the gate
and allow road traffic in case of failure of lifting barrier to open. EKT contact
shall be proved in Data logger/RTU and SMS alert to be sent to concern
staff/officer.

14.1.18.8 Counter should be provided for logging gate man extraction of emergency key
to open LC gate.

Chapter – 14 : LC GATES
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14.1.18.9 Record of use of emergency key shall be maintained in a register with reason.

14.1.18.10 Emergency key IN and OUT contact must be proved in relevant interlocking
circuit so that; Signal shall be taken off only when Emergency key is proved
"IN" and signal Taken OFF must be put to Most Restrictive aspect if
emergency key is taken OUT from EKT.

14.1.18.11 There shall be a facility provided for Gateman to put back Gate Signal to
danger in case of emergency

Section - 2 : Installation of LC Gates

14.2.19.0 Instructions for both Mechanical & Electrical Lifting Barriers

14.2.19.1 At stations, it is desirable that level crossings should not be located at fouling
reception, stabling lines and signal overlaps. Berthing track and signal
overlaps. As far as possible, level crossings should be provided at a place,
which gives an uninterrupted view not only to drivers of approaching trains but
also to the road users.
14.2.19.2 Lifting barrier of approved design and drawing shall be installed.

14.2.19.3 Interlocking arrangement at the interlocked gate shall be as per approved plan
and wiring diagram.

14.2.19.4 The minimum distance of lifting barrier from the centre line of nearest track
shall be minimum 3.5 m.

14.2.19.5 Foundation for pedestal shall be of adequate strength.

14.2.19.6 Lifting barrier shall have two booms, one each on either side of the track. The
boom of the barrier shall extend across the full width of the road. It shall be
installed perpendicular to the road. In case of wider roads provided with road
divider, provision of two half barriers, each set operated diagonally by a
separate winch in mechanical lifting barrier or operating panel in electric lifting
barrier may be provided. Pedestals should be outside the road.

14.2.19.7 The boom of the barrier shall extend across the full width of the road. It shall
be installed perpendicular to the road

14.2.19.8 The boom rest (stop post) shall be in alignment with the boom. The open
position of the lifting barrier shall be within 80 to 90 deg. from the horizontal
and the closed position shall be within 0 to 10 deg. from the horizontal. Road
user signal shall be provided to indicate whether the gate is closed or open.

14.2.19.9 When the gate is closed to road traffic, clearance between the road surface
level and the boom shall be 0.8 to 1 metre. The road surface level shall be
maintained as per concerned para of IRPWM.

14.2.19.10 The open position of the lifting barrier are specified at para. Above For Electric

Chapter – 14 : LC GATES
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 Lifting Barrier it should be as specified in the relevant specification.

14.2.19.11 Lifting barrier shall be so installed that it shall be possible to stop or reverse its
movement at any point during operation without damage.

14.2.19.12 At the centre of the boom, the lifting barrier shall be provided with a 600mm dia
red disc having red reflector/ luminous strip facing the road traffic.

14.2.19.13 The boom shall be either painted with 300mm bands of alternate black and
yellow colour or provided with approved type of retro-reflective strips.
Fluorescent or any other approved type of paint shall be used yellow color

14.2.19.14 Signals and Warning boards shall be provided as mentioned in Chapter 7.

14.2.19.15 Markers on signals in automatic Signaling territory shall be provided as

mentioned in Chapter 20.

14.2.19.16 Gate Signaling shall match sectional Signaling.

14.2.19.17 In semaphore Signaling territory, where distant/separate warner signal is

worked with electric signal machine, indication locking shall be provided on
gate signal lever.

14.2.19.18 Wherever required in accordance with Para -3 of Annexure – 14/1 approved

type of train detection device shall be provided for initiating approach warning
to Gateman. The device shall be so located as to provide the approach
warning at least 60 seconds before arrival of the trains running in the section at
the maximum permissible speed. The warning shall continue till the train
reaches the level crossing.

14.2.19.19 A gate Working diagram shall be provided at the place of operation for all
interlocked engineering level crossing gates. At all interlocked LC gate having
independent operations of signals, indication panel shall be provided.

14.2.19.20 All relays, batteries, etc. for operation of gate and gate signals shall be housed
in signalling gooty/ masonary structure.

14.2.19.21 Equipment for communication of approved type shall be fixed inside gate lodge
on a wooden or on any other approved type shelf/box at appropriate height
from ground level as space available. The wiring for communication equipment
shall properly secured by adopting best practices.

14.2.19.22 Rumble strip, speed breakers and warning signs to road user shall be provided
by Engineering department as per extant instruction.

14.2.20.0 Installation of LC Gates in RE area

14.2.20.1 Power supply for level crossing shall be made available from both UP and DN
AT supply in accordance with para 20713.2 (iii) of ACTM Vol. II (Part I) in
addition to local supply.

Chapter – 14 : LC GATES
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14.2.20.2 For interlocking a level crossing in RE area neutral section shall be relocated
wherever minimum distance between gate signals and neutral section is not
available as per para 16.4 and 16.5 of AC Traction Manual (Volume II, Part II)

14.2.20.3 Proper precautions as stipulated in SEM chapter - 22 Should be taken

14.2.21.0 Installation of Mechanical lifting barriers

14.2.21.1 A separate fracture segment shall connect the boom with the mechanism near
the pivot. Fracture segment mounting shall be of such a design that it can be
transported, replaced easily and quickly and in case of a mighty hit shall allow
for the break of the segment without endangering the mechanism itself.

14.2.21.2 Winch for the operation of the lifting barrier shall be located at a place
(including cabin) not exceeding 150 metres from the gate and having clear
visibility of the road.

14.2.21.3 It shall be ensured that while closing the gate, warning bell rings and lamp
bracket also gets turned to give required indication to road users. Alternatively
standard audio and visual signals for road users as required for electric lifting
barriers shall be provided.

14.2.21.4 It shall be ensured that the roller fitted to the rope drum enters the trunnion
bracket and activates the boom for closure/opening.

14.2.21.5 It shall be ensured that Boom locking is effective and it is not possible to lift the
boom by more than 10 degree from closed position.

14.2.21.6 The wire rope shall not be overlap at the winch and rope drums.

14.2.21.7 The guy rod shall be given sufficient tension for smooth operation of the boom.

14.2.21.8 Oil holes, grease nipples, etc. shall be provided with spring loaded covers.

14.2.21.9 It shall be possible to extract the key from the winch only when the gate is fully
closed.

14.2.21.10 At mechanical interlocked gates, interlocking shall be achieved through 'E' type
locks or by approved means.

14.2.22.0 Installation of Electric lifting barrier

14.2.22.1 Where reliable power supply is available at any interlocked level crossing
gates (of special class, A, B1, B2 class & C class) in any section , electrically
operated lifting barrier of approved design shall be provided

14.2.22.2 The boom shall be approved type. The metallic type boom shall be segmented
for easy transport, installation and replacement.

14.2.22.3 Operation of the lifting barrier may be provided from a gate control panel or by

Chapter – 14 : LC GATES
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 any other approved equipment.

14.2.22.4 At the centre of the boom, a red reflectors shall be provided.

14.2.22.5 Emergency operation by hand crank shall be provided.

14.2.22.6 The boom must be so balanced that in case of failure of power supply, the
barrier shall remain in the position last assumed.

14.2.22.7 Power supply equipment shall be installed in a signaling goomty.

14.2.22.8 Road user signal shall be provided to indicate whether the gate is closed or
open. While closing/opening the Electric lifting barrier, a hooter shall sound
and road user signal shall exhibit flashing red. In closed condition of ELB, the
hooter shall stop and road user signal shall display steady red. In open
condition of ELB, the road user signal shall display steady yellow.

14.2.22.9 At least two types of operations should be provided i.e. Power operation and
Manual Cranking operation. Hand Generator operation type may also be
provided if feasible.

Section - 3 : Maintenance of LC Gates

14.3.23.0 Maintenance of Mechanical lifting barrier

14.3.23.1 All moving parts shall be properly lubricated

14.3.23.2 Gears, rope drums and wire rope shall be doused with soft grease.

14.3.23.3 Cleaning of rodding and wire transmission should be done properly. Cleaning
of all pipes and ducts to prevent obstruction by accumulation of dirt shall be
ensured.

14.3.23.4 All bolts and nuts shall be tightened and split pins shall be split properly.

14.3.23.5 Worn out pins, if any, in the crank shall be replaced

14.3.23.6 It shall be ensured that both the booms are parallel in open condition.

14.3.23.7 Proper adjustment of wire sag and tension shall be made.

14.3.23.8 Integrity of interlocking and boom locking shall be checked.

14.3.23.9 Rusty wires and rodding shall be replaced.

14.3.23.10 It shall be ensured that 'E' type lock which locks the winch should also lock
winch handle in closed position of barrier.

14.3.23.11 All gate locking apparatus must be examined regularly and working parts kept
oiled. Gate locks must be kept in good working order.

Chapter – 14 : LC GATES
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14.3.23.12 Proper working of audio/visual warning shall be ensured.

14.3.24.0 Maintenance of Electric lifting barrier:

14.3.24.1 Machines must be kept in good condition, free from rust, dust and dirt.

14.3.24.2 The bearing surface and moving parts of the electric lifting barrier shall be
lubricated properly

14.3.24.3 Contacts must be kept clean and in proper adjustment. If contact surfaces are
pitted, they must be replaced.

14.3.24.4 Commutator and Brushes.

14.3.24.4 (a) Commutator must be clean, smooth and have a bright appearance.

(b) Brushes must be kept clean and properly bedded on the commutator.
Brushes should have proper pressure and should be free in brush holders.

14.3.24.5 Friction clutch must be so adjusted that the same should get de-clutched when
the boom is raised or lowered fully and the power supply is not cut off.

14.3.24.6 The shock absorber at the boom rest (stop post) must be kept properly
adjusted.

14.3.24.7 The time of operation of electric lifting barrier shall not exceed stipulated time.
Measured value of current should not exceed rated values.

14.3.24.8 The satisfactory functioning of the lifting barrier by a hand crank shall be
checked

14.3.24.9 All gate locking apparatus must be examined regularly and working parts kept
oiled. Gate locks must be kept in good working order

14.3.24.10 Proper working of audio/visual warning shall be ensured

14.3.25.0 Approach warning arrangement where provided, is working satisfactorily and

effectiveness of Approach and Back locking provided shall be ensured

14.3.26.0 For Maintenance Schedules of LC Gates , Please Refer to Annexure 14/2

14.3.27.0 Track circuits/Axle counters, if provided, shall be maintained in accordance

with instructions laid down in Chapter 17.

14.3.28.0 Communication of approved type, provided between Level Crossing gates and
the adjoining stations shall be checked in regard to their satisfactory
functioning.

14.3.29.0 Heavy repairs, renewals or alterations to gate interlocking must not be carried
out until Jr. Engineer/Sr. Section Engineer (Signal) concerned has arranged for
the protection of the road traffic by the concerned department and the work
Chapter – 14 : LC GATES
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 shall be carried out under proper disconnection.

14.3.30.0 Sr. Section Engineer(Signal) shall maintain a register indicating details of each
class of level crossing gate in regard to its location, number, type of gate
provided, provision of communication, interlocking arrangement, provision of
approach warning and flash lights etc., pertaining to his section. A statement in
regard to the above should be submitted on first January and first July every
year, to the Sr. Divisional Signal and Telecommunication Engineer/Divisional
Signal and Telecommunication Engineer.

14.3.31.0 Maintenance Schedules as given in Annexures shall be followed. This may be

modified by PCSTE of the Railway to suit local needs.

Note :- This Chapter has undermentioned Annexures for further study

S.No. Annexure No. Description

1. 14/1 Safety measures to be provided at Level Crossings
2. 14/2 Maintenance Schedule of LC Gate & Sliding Boom,
Maintenance Schedule of Power Operated Lifting
Barrier
3. 14/2 (contd) Maintenance Schedule of Mechanical Lifting Barrier
4. 14/2 (contd) Maintenance Schedule of Sliding Boom

Chapter – 14 : LC GATES
Page 32 of 301
 SAFETY MEASURES TO BE PROVIDED AT LEVEL CROSSINGS : Annexure 14/1
Spl.
A Class B1 Claass B2 Class C Class (Manned) Other Stipulations
Class

TVU-> >50000 >30000 and >25000 and >20000 >3000 Cat I & >2500 Cat II
<50000 <30000 and
<25000

1.Interlocking of Gates with Signals.

a) Within Should be Should be Should be Should be Should be Interlocked with To minimize the Mean Waiting Time for road
Station Interlocked Interlocked Interlocked Interlocked Station Signals in Suburban users, the arrangement of Interlocking should be
Limits with Station with Station with Station with section, in Automatic Block such that the last operation before taking ‘OFF’
Signals Signals Signals Station signalling. In Non-Suburban of Signal should be the closing of the Gate and
Signals section, all traffic gates should the first operation after the train has cleared the
be interlocked with station signal Level Crossing and the Signal is put back to
or if it has to be interlocked for ‘ON’ position, should be opening of the Gate by
any other reason. the Gateman.

b) Outside Should be Should be Should be Should be Should be Interlocked with Gate i) In case of Level Crossing protected by signal,
Station Interlocked Interlocked Interlocked Interlocked Signals, in Automatic Block where the sighting of the signal by an engine
Limits with Gate with Gate with Gate with Gate Signalling sections. driver is in adequate and the Gate signal is not
pre – warned through other means (Distant
Signals Signals Signals Signals
Signal / Independent Warner Signal / Repeater
Signal etc.), a Warning Board should be placed
at not less than the emergency braking
distance in the rear of the Gate Stop Signal.
The board should be vertical 2000 mm by 450
mm with alternate black and yellow strips 125
mm width painted on it at an angle of 45
degree. The top of the board should be 4 M
above rail level. The board need not be lit at
night but should as for as possible be provided
with scotchlite or other effective light reflectors
or retro- reflective tape.

Safety Measures to be provided at Level Crossings Annexure 14/1

Page 33 of 301
 ii) Where level crossing is situated outside station
limits but in close proximity thereof, the clear
distance between the level crossing and an
outer signal should not be less than the full
train length.
Note: All manned level crossing gates both within and outside station limits falling on suburban sections and Automatic Block Signalling section shall be
interlocked irrespective of the classification / TVUs of the gates

Spl. Class A Class B1 Claass B2 Class C Class (Manned) Other Stipulations

>50000 >30000 and > 25000 and > 20000 and >3000 Cat I and >2500 Cat II
<50000 < 30000 < 25000

c) Normal Shall be normally kept open to Road Traffic If Interlocked, shall be normally
Position kept open to Road Traffic
of Gate
2. Telephonic or any other approved type Communication from the Gate Lodge.

Within or Telephone or any other approved type be provided with ASM’s office with all Manned Level In Block Sections having large number of
outside Crossing Gates. Level Crossing Gates, the connections
Station should be uniformly distributed between the
Limits Block Stations.

Ref. Railway Board letter no. 2010/Tele/11(11)/1 Pt. dated 31.10.17

3. Warning Bells or Hooters Operated by Approaching Train at Interlocked LC Gate

Within or Provision of Warning bell or hooter operated by Approach Train at Interlocked LC Gates in suburban section and non-suburban sections be
Outside provided on sections having Automatic Signalling. (Ref. RB’s letter No. 2011/SIG/WP/LC/IR/1 dated 20.02.2013)
Station
Limits

4. Type of Lifting barrier.

a) Within or Electrically Electrically Electrically Electrically Electrically Operated Lifting In Non-Suburban Section, Electrically
Outside Operated Operated Operated Operated barrier in Sub-urban Section. Operated Lifting barrier be provided, where
Station Lifting barrier Lifting Lifting barrier Lifting Power supply is Reliable.
Limits barrier barrier

Safety Measures to be provided at Level Crossings Annexure 14/1

Page 34 of 301
5. Approach Locking.

(i) To be provided in Sub-urban Section.

(ii) Dead Approach Locking with Timing of 60 secs in other sections.

Ref. Addendum & Corrigendum Slip No. 9 of SEM II

6. Warning Bell or Hooter for Road User

Provision of Warning Bell or Hooter may be provided at all interlocked LC gates for road users which will sound during closing of gate.

Safety Measures to be provided at Level Crossings Annexure 14/1

Page 35 of 301
 Maintenance Schedule of LC Gate & Sliding Boom : Annexure 14/2
Maintenance Schedule of Power Operated Lifting Barrier

Schedule Code : LC1

Periodicity : Signal Technician : Fort Nightly,
Sectional JE/SSE : Monthly
Incharge SSE : Quarterly
S.No. Check the following :
1. Ensure the smooth operation of gate barrier and check for auto stop of barrier
in fully open (within 85°-90°) & closed (within 0°- 5°) position. Adjust circuit
controllers, if required.
2. Cleaning the inside & outside of mechanism, booms, channels & hand
Generator. Checking & cleaning of contacts, proper adjustment & condition of
Limit switch/Circuit controller/contactors.
3. Check tightness of all fixing nuts & bolts of the mechanism counterbalance
channels & adjust screws of base, gear box, clutch assembly, motor, pulleys,
boom, machine foundation & the circuit controllers. Along with this any cracks
in boom should also be checked.
4. Check all the indication on gate panel, Button & Emergency key.
5. Checking and cleaning of operating panel, Road signals and retro reflective
STOP board on both LB & hooter.
6. Checking of Audio- Visual alarm/hooter for approach warning/approach locking.
Wherever provided.
7. Check the proper working of telephone.
8. Availability of lubrication to its level in the gear box.
9. Locking Checking->
Solenoid Locking - Clean inside the solenoid device and ensure that
a) The lever falls to the lock position by gravity.
b) Making of Magnet Switch contacts (check with continuity meter) when
boom hook is inside lock unit & lock lever is in locked Position.
c) Contact does not break even when boom is moved up & down or
sideways within allowable play in lock.
d) Contact of boom lock proving switch, Replace if required.
v
Motorized Locking
10. Ensure that the boom hook falls properly into the Boom Lock Post. Adjust
position of Boom Hook/ lock unit if required.
Schedule Code : LC2
Periodicity :Signal Technician : Monthly,
Sectional JE/SSE :Quarterly
Incharge SSE : Half yearly
1. Apply a little grease to the cam surface which operates the limit switch.
2. Check Timing Belt tension for both barriers & Hand Generator. Adjust if
required.
3. Check Gear Box for any leakage of oil.
4. Check clutch slippage torque and slippage of friction clutch. Adjust if required.
5. Parallel operation/& Individual operation and opening of gate.
6. Gate operation to be tested with Crank handle.CH should be kept sealed in the
box.
7. Check emergency switch for turning signal to danger. In case of approach
lowered signal, emergency switch to be kept in break position and to be rotated
Safety Measures to be provided at Level Crossings Annexure 14/1

Page 36 of 301
 Maintenance Schedule of LC Gate & Sliding Boom : Annexure 14/2
Maintenance Schedule of Power Operated Lifting Barrier

to make position once gate is closed and panel push button is pressed.
8. All cable terminations are tight and properly connected.
Schedule Code : LC3
Periodicity : Signal Technician :Quarterly,
Sectional JE/SSE : Half yearly,
Incharge SSE : Yearly
1. Measure the time of operation, working voltage of ELB and operating current.
These records shall be kept in record book. Also ensure all parameter under
permissible limit.
2. The input voltage/Current range of ELB are
For barriers without hand generator
Type Rated Normal (Max.) operating Maximum rated current for
voltage Current/barrier for boom each barrier for boom length
length up to 9.76m up to 9.76m (=10m.)
(=10m.)
AC 110V 2.5 Amps 4.0 Amps
DC 24 V 4 .0 Amps 7.0 Amps
DC 110 V 1.0 Amps 1.8 Amps
b. For barriers with hand generator –
Type Rated Normal (Max.) operating Maximum rated current for
voltage Current/barrier for boom each barrier for boom length
length up to up to 9.76m(=10m.)
9.76m(=10m.)
DC 24 V 3 .0Amps 5.0Amps
DC 110 V 0.7Amps 1.2Amps
3. Checking of NX switch / Crank handle.
4. Balancing of weight & booms
5. Tightening of Screws of ebonite cams of contacts.
Schedule Code : LC4
Periodicity : Incharge SSE : Yearly
1. Proper functioning and interlocking of Sliding Boom.
2. Approach/dead approach locking.
3. Boom is perpendicular to road.
4. Check the resistance of all Limit switch/Circuit controller.
5. Clearance of boom from road (0.8-1m).
6. Boom opening (85-90 degree).
7. Yellow reflector strips on all booms on both sides.
Schedule Code : LC5
Periodicity : Incharge SSE : Yearly
1. Annual testing of tail cable insulation & motor insulation with 100V megger.

Safety Measures to be provided at Level Crossings Annexure 14/1

Page 37 of 301
 CHAPTER 15: CABLES
Section 1: General
15.1.1.0 Railway signalling circuits should normally be carried on cables. For new
works, signalling circuits shall only be carried on cables. In the 25 KV AC
electrified areas, overhead lines shall not be used.

15.1.2.0 Cables used for carrying signalling circuits shall conform to relevant
approved specification. The conductors used shall be of annealed copper
and of approved size.

15.1.3.0 For detailed guidelines, refer Guidelines on signaling cable laying issued
by research, Design & standards organization (document no.
RDSO/SI/G/2010)

15.1.3.0 Planning for Cabling

15.1.3.1 While planning for cabling on a route, the number of conductors required,
depending upon the circuits should be first determined. Recommended
core sizes as per specifications shall be used.

15.1.3.2 Adequate spare conductors to a minimum of 20% of the total conductors

used shall be provided for in each main cable up to the farthest point
zone, beyond this there should be a minimum of 10% spare conductors of
the total conductors used. No spare conductors are required if the total
number of conductors used is 3 or less. The spare conductors shall be
provided on the outermost layer.

15.1.3.3 Where a number of cables have been laid along a route, the circuits shall
be so distributed that cables can be disconnected for maintenance
purpose with the least possible dislocation to traffic. Line wise and, if
necessary; function wise cable shall be provided. Auxiliary signals shall
be taken in different cables.

15.1.3.4 After deciding the size and the number of conductors in the different
types of cables to be used on a route, a foot survey along the track
should be done to determine the best route for the cable.

15.1.3.5 The route so planned, shall be shown clearly on a cable route plan
showing the actual alignment of track, giving offsets from permanent way
or permanent structures. The diagram should indicate the various road
and track crossings, crossing with power cables, water and sewage
mains and other points of importance. It is preferable to chart the route on
a route plan on which the existing routes of power cables, etc. are shown.
In case Horizontal Directional Drilling method is used, depth should be
such that to avoid damage to existing cables. Changes if any should be
incorporated in the chart/plan.

15.1.3.6 Cable route plan shall also be approved by Engineering, Electrical

departments and S&T open line where ever it is prepared by other than
open line. In case of Construction works cable route plan shall be signed
by Engineering and Electrical departments of executing agencies as well.

Chapter 15 : Cables
Page 38 of 301
15.1.3.7 As far as possible low lying areas, platform copings, drainages, hutments,
rocky terrains, points and crossings, shall be avoided. Proximity to
Electrical Sub Stns / Switching stns shall be avoided.

15.1.3.8 Separate cables of suitable size shall be laid for point operation. It is
desirable to have separate detection for each end of the point.

15.1.4.0 Signalling cables for outdoor circuits should not normally be laid above
ground. In exceptional cases where it becomes unavoidable, the following
precautions should be taken.
(a) The cable should be suspended in wooden cleats, from cable
hangers or in any other approved manner so that no mechanical
damage occurs to the cable even under exposed condition.
(b) The cable supports shall be so spaced as to avoid sag.
(c) In station yards, cable shall be laid in ducts suitably protected.
(d) Indoor signalling cable should normally be laid on ladders,
channels or in any other approved manner. The cables should be
neatly tied/laced.
Note: In AC electrified areas cables shall be laid underground only. For
laying cables in RE area, instructions as laid down in section 3 of this
Chapter shall also be followed.

15.1.5.0 Cables may be laid underground, either in the trench, in ducts, in cement
troughs, in pipes or in any other approved manner.

15.1.6.1 RCC, masonary, DWC-HDPE pipe or any other approved type of

ducts/pipes shall be used for laying the cable.

15.1.6.2 The ducts shall have suitable covers.

15.1.6.3 The ducts shall be of such design as to prevent water collecting in the
duct.

15.1.6.4 When cables are laid in rocky area, it is desirable to protect them with
split RCC ducts of suitable design.

15.1.6.5 Where it is necessary to take the cable between the tracks, it shall be
carried in trunking/Duct/pipe kept sufficiently below the ballast level.

15.1.6.6 In block section horizontal directional drilling method may also be used
based on site conditions for the laying of Quad and OFC cables across
the track at sufficient depth to avoid damage due to future work of
doubling etc.

15.1.7.0 Where several cables of different categories have to be laid in the same
trench, they shall be placed as far as possible in the following order
starting from the main track side, so that in the event of failures, the
maintenance staff may easily recognise the damaged cables.
(a) Telecommunication cable
(b) Signalling cable
(c) Power cable

Chapter 15 : Cables
Page 39 of 301
15.1.7.1 At RRI & important Jn. stations, all the main cables shall be laid in
Concrete Ducts from end to end. At other stations, it is recommended to
adopt this scheme between Home signals on either side, to minimise
cable damages due to digging activities by other depts.

15.1.7.2 Where it is not feasible to provide concrete ducts, half Cut DWC-HDPE
pipes of approved type shall be used for Protection of cables.

15.1.7.3 Where it is not feasible to achieve required depth due to rocky soil/other
obstructions, Concreting to be done for protection.

15.1.7.4 Bottom of Trench shall be filled with available River sand or any other soft
material.

15.1.7.5 Each cable shall be distinguished by a identity RFID tags (made of lead
or any other non perishable material) at about 50m spacing with its
numbering embossed to facilitate locating in case of failure. Cable
Termination Drgs. shall show details of cable numbers at each
termination.

15.1.7.6 PCSTEs may issue further detailed procedures for Cable laying.

15.1.8.0 Cables belonging to other department must not be laid in the same trench
along with Signal & Telecommunication cables. A distance of
approximately 10 cm must be maintained between cables of other
department and signalling cables. The signalling cables must be
separated from power cables by a row of bricks or any other suitable
means between them. To avoid nonstandard practice during laying
approval from Sr.DSTE / Dy.CSTE must be taken.

15.1.9.0 STORING AND TRANSPORTATION OF CABLE

15.1.9.1 Cable drums shall not be stacked on flat side. Suitable stoppers shall be
placed for stability.

15.1.9.2 Cable drums shall have access for lifting and moving.

15.1.9.3 When rolling the cable drum either for unloading or transportation, the
drum shall always be rotated in the direction of the ‘arrow’ which is
marked on the drum.

15.1.9.4 The drums shall not be rolled over objects that could cause damage to
the protective battens of the cable.

15.1.9.5 When unloading is carried out from the vehicle, the drum shall not be
dropped on the ground directly to avoid damage due to impact. Fork lifter
or ramp shall be used.

15.1.9.6 During all stages of storage, it is essential that the ends of the cable are
effectively sealed by end cap or in any other approved manner to avoid
water entry into the cable.

15.1.9.7 It is desirable that cable drums are stored in covered shed to protect
against direct exposure to sun.

Chapter 15 : Cables
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 Section 2 : Installation of Cables
15.2.10.0 PAYING OUT AND TESTING OF CABLE

15.2.10.1 For paying out cables, the cable drums shall be mounted on cable
wheels. It should be ensured that no kink is formed while paying out the
cable.

15.2.10.2 The drum on the wheel shall be brought to one end of the trench, the end
of the cable freed and the cable shall be laid along the trench.

15.2.10.3 A party of labourers shall move along the trench carrying cable at suitable
intervals so that cable is not damaged due to dragging along the ground
or bent unduly.

15.2.10.4 Before the cable is laid in the trench, a visual inspection of cable shall be
made to see that there is no damage to the cable. It shall be tested for
insulation and continuity of the cores. Thereafter the cable shall be laid
into the trench. Record of Measurements (insulation and loop resistance)
to be maintained.
Note: - It is recommended that at Test Check spots, Video recording of
Trench showing Depth, Nearby Fixed Structures & cable route be done
where ever feasible & such Digital Data shall be preserved in Divisional
Office with appropriate Labelling.

15.2.10.5 In cases where the wheels are not available, the drum shall be mounted
on an axle at one end of the trench and cable paid out and carried by
labourers.

15.2.10.6 In no case, shall the drum be rolled off on to the road for laying the cable
and the cable dragged on the ground for laying purposes.

15.2.10.7 Whenever mechanized equipment is used, the work shall be carried out
by a trained operator under the supervision of SSE/JE(Signal), in charge
of the work.

15.2.10.8 In case of Tunnel, provision of cable duct should form part of the Tunnel
design.

15.2.10.9 Provision of suitable duct/pipe/other arrangements shall be incorporated

in the bridge design itself for laying of cables on bridges.

15.2.10.10 Where the cable drum is in damaged condition the cable may be placed
on a horizontal revolving platform and the cable paid out in the same
manner as given in paras above.

15.2.10.11 Paying out of cable should be done by rotating the cable drum and not by
pulling the cable with excessive force.

15.2.11.0 Laying Of Cables

15.2.11.1 Cables shall be laid generally as per instructions given in this chapter.
However, special precautions to be taken in the station yards etc where a

Chapter 15 : Cables
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 number of other utilities may be existing, may be detailed in a joint
circular issued by the Civil Engineering, Signalling and Electrical
Department(where applicable) of the Railway.

15.2.12.0 The Main cable laid parallel to the track shall be such that top of the cable
is not less than 0.8 m from ground level. While those laid across the track
shall not be less than 1.0 metre below the rail flanges. However, in case
of rocky soil, the depth may be reduced but protection measures by
means of Concreting / Ducting /Pipe shall be provided. Tail cable shall be
laid such that top of the cable at a depth of not less than 0.5 m. In theft
prone areas the cables may be laid at a depth of 1.2 m with anchoring at
every 10 m.

15.2.13.0 The width of manually made cable trenches should commensurate with
number of cables. The minimum width shall be kept as 0.3 metres. The
bottom of the cable trench should be levelled and got rid of any sharp
materials. In the soft ground, the cable should be laid at the bottom of the
trench previously levelled. In the rocky ground, the cable should be laid
on a layer of sand or sifted earth of 0.05 meter thickness previously
deposited at the bottom of the trench. In both the above cases, the cable
should be covered with a layer of sand or sifted earth of 0.10 meter
thickness and thereafter a protective cover of trough or a layer of bricks
or split DWC pipe of approved design should be placed.

15.2.14.0 CROSSING OF CABLES

15.2.14.1 When a cable has to cross the track, is should be ensured that-

(a) The cable crosses the track at right angles.

(b) The cable does not cross the track under points and crossings

(c) The cable is laid in concrete/GI/CI/DWC/HDPE pipes of approved

type and specifications, suitable ducts or in any other approved
manner while crossing the track.

(d) Wherever feasible horizontal directional drilling method may be

used to avoid unnecessary imposition of caution order.

15.2.14.2 Wherever practical, the cable may be taken underground across the drain
bed at a suitable depth for crossing small culverts with low flood level,
horizontal directional drilling method may be used where ever feasible.

15.2.14.3 When cables have to be laid on a bridge, required arrangement of duct

shall be advised to Engg dept. or they shall be placed inside a metallic
trough which may be filled with sealing compound (as an anti-theft
measure). The cable should be supported across the bridge in a manner
which would involve minimum vibrations to the cable and which will
facilitate maintenance work. Adequate cable length to the extent of 5 to
10 meters shall be made available at the approaches of bridge.

15.2.15.0 Cable markers wherever provided should be placed at suitable interval

and at diversion points to mark the route.

Chapter 15 : Cables
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15.2.16.5 While laying the cables in accordance with the above instructions, the
following instructions should be adhered to for the safety of the track.

(a) Outside the station section, the cables should generally be laid at
not less than 5.5m from the centre of the nearest track.

(b) Within the station section, the trenches shall preferably be dug at a
distance of not less than 3m from the centre of the track, width of
the trench being outside the 3m distance.

(c) At each end of the main cable an extra loop length of 6 to 8 m

should be kept

(d) Cable is to be laid parallel to the track in the block section with
minimum deviations and on one side of the track.

15.2.17.0 It is desirable that the excavation of the trenches is not done in long
lengths and does not remain uncovered for long period. It is preferable
that cables are laid and refilling done on the same day.

15.2.18.0 Back filling of the trenches should be done properly. The soil excavated
shall be put back on the trench, rammed and consolidated.

15.2.19.0 During excavation, the soil of the trenches should not be thrown on the
ballast. The soil should be thrown by the side of the trenches away from
the track.

15.2.20.0 In places where cables to be laid within 1 metre from sleeper end, digging
beyond 0.50 meter shall be done in the presence of an official from
Engineering Department, and the laying of the cable and refilling of trench
should be done with least delay.

15.2.21.0 Cable joints of approved type shall be used.

15.2.22.0 The work shall be supervised at site personally by an official of the Signal
and Telecommunication Department not below the rank of a JE/SSE
(Signal).

Section 3 : Cables and Cables laying in RE area

15.3.23.1 Only unscreened cable shall be used.

15.3.23.2 Screened signalling cable may be used on signalling installations where

screened cable is already in use and site condition demand its further
use.

15.3.23.3 PVC insulated PVC sheathed and armoured unscreened cable to an

approved specification (IRS-63), 6 Quad cable (TC-30) and OFC (TC-55)
shall be used for carrying signalling circuits as per the approved scheme.

15.3.23.4 The screened cable, if used, shall be PVC insulated, armored and to an
approved specification IRS S-35.

Chapter 15 : Cables
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15.3.23.5 The cable shall be so laid that it is not less than one meter from the
nearest edge of the mast supporting the catenary or any other live
conductor, provided the depth of the cable does not exceed 0.5 meters.
When the cable is laid at a depth greater than 0.5 meters, a minimum
distance of 3 meters between the cable and the nearest edge of the
O.H.E structure shall be maintained. If it is difficult to maintain these
distances, the cable shall be laid in concrete / heavy duty HDPE/Ducts or
any other approved means for a distance of 3 meters on either side of the
Mast. When so laid, the distance between the cable and the mast may be
reduced to 0.5 meters. These precautions are necessary to avoid
damage to the cable in the event of the failure of an overhead insulator.

15.3.23.6 In the vicinity of traction sub stations and feeding posts, the cable shall be
at least one metre away from any metallic part of the O.H.E and other
equipment at the sub station, which is fixed on the ground, and at least
one metre away from the sub station earthing. In addition, the cable shall
be laid in concrete or heavy-duty HDPE/DWC pipes/ Split RCC pipes or
other approved means for a length of 300 meters on either side of the
feeding point. As far as possible, the cable shall be laid on the side of the
track opposite to the feeding post.

15.3.23.7 In the vicinity of the switching stations, the cable shall be laid at least one
metre away from any metallic body of the station, which is fixed in the
ground, and at least 5 meters away from the station Earthing. The
distance of 5 meters can be reduced to one metre provided the cables
are laid in concrete pipes/ heavy-duty HDPE-DWC pipes /ducts or any
other approved means.

15.3.23.8 Where an independent Earth is provided for an OHE structure, i.e. where
the mast is connected to a separate Earth instead of being connected to
the rail, the cables shall be laid at least one metre away from the Earth.

15.3.23.9 Where there are O.H.E structures along the cable route, the cable
trenches shall as far as possible, be dug not less than 5.5 meters away
from the centre of the nearest Track.

Section 4: Insulation Resistance Testing of Signal Cables

15.4.24.0 These instructions apply only to the cables used for Railway Signalling
and do not cover open line wires and internal wiring.

15.4.24.1 The insulation resistance tests should be made when conductors, cables
and insulated parts are clean and dry.

15.4.24.2 A 500 V insulation tester should be used for insulation testing. The fact
that the cable has capacitance means that it has to be discharged before
a measurement of the insulation resistance can be made. The insulation
resistance should therefore be recorded after the test voltage has been
applied for one minute or so when the insulation tester shows a steady
reading.

15.4.24.3 Any metallic sheath or metal work of any rack or apparatus case should
be bonded to earth during test.
Chapter 15 : Cables
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15.4.24.4 Disconnect all cores of a cable at both ends. The disconnection may be
made through links of ARA /Modular terminals, if provided.

15.4.24.5 Connect one terminal of the insulation tester to the conductor under test
and other terminal to all the other conductors being bunched together and
connected to earth.

15.4.24.6 Similarly test remaining conductors of the cable one by one as in above
Paras

15.4.24.7 Insulation Resistance so measured should not be less than 5 mega ohms
per kilometer at buried temperature, if the insulation resistance is found to
be lower than 5 mega ohms, the cause should be investigated and
immediate steps taken to repair or replace it.

15.4.24.8 Insulation Resistance tests should be made in such a manner that safe
operation of trains is not affected. It should be ensured that no unsafe
conditions are set up by the application of test equipment.

15.4.24.9 All conductors in signalling cables must be tested for their insulation
before commissioning

15.4.24.10 The conductors of the cables possess appreciable electrostatic capacity

and may accumulate electrostatic charge. The cable conductors should
be shorted or earthed to completely discharge any accumulated charge
(i) before connecting the insulation tester while commencing the test (ii)
before the insulation tester is disconnected when the test is completed.
This is in the interest of safety of personnel and protection of equipment.

15.4.24.11 The results of the insulation resistance tests should be recorded in

approved proforma. A comparison of test results between successive
tests carried out on a cable under similar conditions will give an indication
of the trend towards deterioration of the cable.

Section 5 : Maintenance of Cables

15.5.25.0 Periodical Testing of Cables

15.5.25.1 All conductors in signalling cables must be tested for their insulation in
dry weather once in three years provided cables are monitored through
ELD else annually preferably before monsoon as per instructions
specified in section 4. Reading shall be recorded as per the format
mentioned in Annexure ‘15’. Tail cables should be tested for insulation
once a year. A comparison of the test results between successive tests
carried on a cable under similar conditions will give an indication of the
trend towards deterioration of the insulating material over a period of
time. If a sudden fall in insulation is observed, the cause should be
investigated and immediate steps taken up to repair or replace the cable.
Note :- For Maintenance Schedules of Cables , please refer to Annexure
15/1

Chapter 15 : Cables
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15.5.25.2 In addition to the regular testing of cables in dry weather, random tests in
wet weather may also be carried out, where considered necessary, to
localise any sudden deterioration in insulation of cables.

15.5.26.0 Earth Leakage Detector (ELD) : The use of this device is desirable in all
electrical signalling installations, such as Route Relay Interlocking, Panel
Interlocking, Centralized traffic control and EI.
Note :- For Maintenance Schedules of ELD, please refer to Annexure
15/2

15.5.27.0 All cables termination devices, pillar boxes, cable heads and glands shall
be kept clean and dry. These parts shall be frequently inspected and any
tendency for moisture or water leak shall be immediately attended to.

15.5.28.0 No excavation in the vicinity of underground signal cables shall be

undertaken without a representative of the signal & telecommunication
department present and without taking suitable precautions for the safety
of the staff. Suitable instructions in this regard shall be issued by the
Railway in the form of a joint circular as stated in para no. 15.2.11.1

15.5.29.0 The protective works provided for the cables at places like track
crossings, culverts, bridges etc shall be regularly inspected by the
maintenance staff, special attention being paid to these protective works
soon after the monsoon.

Note:- This Chapter has undermentioned Annexures for further study

S.no Annexure no Description
1 15/1 Maintenance Schedule of Cable
2 15/2 Maintenance Schedule of Earth Leakage Detector (ELD)

Chapter 15 : Cables
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 Annexure : 15/1

Chapter 15 : Maintenance Schedule of Cable

Schedule Code : C1
Periodicity : Signal Technician : Monthly, Sectional JE/SSE: Quarterly, Incharge
SSE : Half yearly
S.No. Check the following :
1. All termination at CTR, Location Box, Junction Box and relay room should be
checked for sulphation. Entries of cables in relay room, cable pit, location box
etc. to be checked and should be sealed properly
2. Check for possible rat bite, vulnerability to bush fire / likely damage due to
ongoing works nearby.
3. Visual check of connections, cable armour earthing arrangement in location
boxes.
Schedule Code : C2
Periodicity : Signal Technician : Quarterly, Sectional JE/SSE: Half yearly, Incharge SSE
: yearly
1. Visual check of protective arrangement provided at track crossing, culverts,
bridges, construction site and cable route marker in complete section. Special
attention should be paid to these protective works soon after the monsoon
2. Checking of exposed cable in earth, bridges, duct, Platform, pipe etc. Exposed
cable shall be buried or protected by concreting. Ends of the pipe must be
concreted.
3. Condition of cable pipe to be checked. Cables pipe on bridges to be fastened
properly, bracket to be tightened & fixed. Entries of cables in pipes should be
sealed properly.
Schedule Code : C3
Periodicity : Sectional JE/SSE: Yearly, Incharge SSE : Yearly
1. Verification of cable route plan and ensuring availability of cable route markers.
All missing/damaged cable markers shall be identified and provided Yearly.
Schedule Code : C4
Periodicity : As given in following pages
1. Periodical Meggering of main and tail cables to be done. Periodicity and
procedure described in Annexure B. The results of the insulation resistance
tests should be recorded in performa given in Annexure A.

NOTE: Ensure remedial measure in case of any deficiency in schedule mentioned

above.

Page 47 of 301
 Annexure 15/1 (Contd.)

टे शन फामनं. एसएवंट ट पसी

STATION: FORM No. S&T.T.P.C
केबल वसंवाह तरोधजांचशीट
CABLE INSULATION RESISTANCE TEST SHEET
मु या / पछलाकेबल
MAIN / TAIL CABLE

1. थानसेतक
6. न कयाहुआ/ न कयाहुआ
Location From....................to....
Type unscreened/screened
2. कोड 1. पीवीसी/रबड़/काग़ज़ वसंवाह
Cores.......................... Insulation PVC/Rubber/Paper
3. आकर 2. सं थापनक तार ख
Size......................... Date of Installation Commisioning
1. ेड 9. नमाताकानाम
Grade 250/440/650/1100V.... Name of Manufacturer
2. ल बाई
Length................................
वा समवाह तरोधओ सम
Insulation Resistance in M.Ohms
प र णक तार ख,
मह नेऔरवष
Date, Month & Year
वसंवाह मू
कोडनं. पदनाम वसंवाह मू य वसंवाह मू य वसंवाह मू य य
Core No. Designation Insulation Value Insulation Value Insulation Value Insulation
Value
1
2
3
4
5
6
7
8
9
10
11
12
अ यिु तयाँ Remarks:
ह ता र Signature:
पदनाम Designation

NOTE: Each conductor shall be meggered with respect to Earth and all other conductors.

Page 48 of 301
 Annexure 15/1 (Contd.)

INSTRUCTIONS FOR INSULATION RESISTANCE TESTING OF SIGNALLING CABLE

GENERAL
1.1 These instructions apply only to cables used for Railway Signalling and do not cover open line
wires and internal wiring
1.2 Insulation Resistance tests should be made in such a manner that safe operation of trains is not
affected. It should be ensured that no unsafe conditions are set up by the application of test
equipment.
1.3 All conductors in signalling cables must be tested for their insulation at the time of
commissioning and thereafter in dry weather every year preferably during the same part of the
year.
1.4 The insulation resistance tests should be made when conductors, cables and insulated parts are
clean and dry.
1.5 In addition to regular testing of the cables in dry weather, random tests in wet weather may also
be carried out where considered necessary.
1.6 The conductors of the cables possess appreciable electrostatic capacity and may accumulate
electrostatic charge. The cable conductors should be shorted or earthed to completely
discharge any accumulated charge (i) before connecting the insulation tester while commencing
the test (ii) before the insulation tester is disconnected when the test is completed. This is in the
interest of safety of personnel and protection of equipment.
1.7 A 500V insulation tester should be used for insulation testing. The fact that the cable has
capacitance means that it has to be discharged before a measurement of the insulation
resistance can be made. The insulation resistance should therefore be recorded after the test
voltage has been applied for one minute or so when the indicator of the insulation tester shows
a steady reading. (Insulation of all quad cables shall be tested with 100V megger.)
1.8 Any metallic sheath or metal work of any rack or apparatus case should be bonded to earth
during test.

PROCEDURE

1.1 Disconnect all cores of a cable at both ends. The disconnection may be made through links of
ARA terminals, if provided.
1.2 Connect one terminal of the insulation tester to the conductor under test and other terminal to all
the other conductors being bunched together and connected to earth.
1.3 Similarly test remaining conductors of the cable one by one as in 2.2
1.4 Insulation Resistance so measured should not be less than 5 mega ohms per kilometer at buried
temperature. If the insulation resistance is found to be lower than 5 mega ohms, the cause
should be investigated and immediate steps taken to repair or replace the cable to prevent any
malfunctioning of the equipment and circuits.

Page 49 of 301
 1.5 The results of the insulation resistance tests should be recorded in approved proforma. A
comparison of test results between successive tests carried out on a cable under similar
conditions will give an indication of the trend towards deterioration of the insulation resistance of
the cable. If sudden fall in the insulation resistance is observed the cause should be
investigated and immediate steps taken to repair or replace the cable.

PERIODICITY OF CABLE TESTING:

A. Where ELD’s is provided, calibrated and linked to Data logger, Cable meggering schedule for main and
tail cable (except Point tail cable) is as under:
1) MAIN CABLE
i) Initial – All conductors after laying of Cable.
 1st Year – All conductors after 1st Monsoon after laying of cable.
 4th Year – All conductors.
 7th Year – All conductors.
 9th, 11th& 13th -- (till end of life) – all conductors.
ii) After major work in a yard, all cables should be meggered and cycle at (i) above, will be
restarted.
iii) Spare conductors will be tested every year.

2) TAIL CABLE
a) For Signal and Track tail cable:

i) Initial – All conductors after laying of Cable.

 1st Year – All conductors after 1st Monsoon after laying of cable.
 4th Year – All conductors.
 7th Year – All conductors.
 9th, 11th &13th -- (till end of life) – all conductors.

ii) After major work in a yard, all cables should be meggered and cycle at (i) above, will be
restarted.
iii) Spare conductors will be tested every year.

b) For Point Tail Cable:

All conductors after laying of cable and thereafter testing of all the conductors including spare
conductors of point cable should be carried out every SIX months.

B. Where technology like ELD’s is NOT provided, cable meggering schedule is as under-
1) MAIN CABLE
i) First measurement of insulation of the cable should be carried out after laying of the cable and
after first monsoon for all the conductors.
ii) Thereafter periodical testing of all the conductors including spare conductors should be carried
out every year.

Page 50 of 301
2) TAIL CABLE
i) First measurement of insulation of the cable should be carried out after laying of the cable and
after first monsoon for all the conductors.
ii) Thereafter testing of all the conductors including spare conductors should be carried out every
year for signal and track circuit tail cable.
iii) Testing of all the conductors including spare conductors should be carried out every six
months for Point tail cable.

Page 51 of 301
 Annexure : 15/2

Chapter 15 : Maintenance Schedule of Earth Leakage Detector (ELD)

Schedule Code : ELD1
Periodicity : Signal Technician : Monthly Sectional JE/SSE:, Quarterly
Incharge SSE : Half-yearly
S.No. Check the following :
1. All cable terminations are tight & properly connected in ELD.
2. Checking the ELD equipment free from dust.
3. Check that "Bus Bar" indication is available. If indication is not available than
check the fuses of positive and negative bus bars of the channel.
4. Check & ensure that fault totalizer (counter) of each channel increase after
each reset operation.
5. Ensure bus bar name sticker on ELD channel for identification.
6. Ensure earth connection soldered on earth side for corrosion free connection.
7. Ensure that Reference value of resistance has been set within permissible
limit. The insulation resistance is to be set as per the table attached (Table 1).
8. Check the LED indication of each channel module of earth leakage detector &
ensure that “NORMAL LED” is glowing. If “FAULT LED” is glowing, take the
suitable corrective action to remove the earth fault immediately.
9. Earth connection to ELD through E1 and E2 should be at two different points.
Preferably one on Copper Ring and another on earth pit on which MEB
wires/Cu tape are welded. If difference in earth resistance at two points
increase more than 10 ohm than all channels will show earth fault which
indicate poor earth resistance or loose connectivity. Same to be attended.
10. Fault LED if glowing Red it means
I) ELD module may be defective- ELD meter will show infinite but will
not reset. Replace defective module.
Or
II) AC supply is not available. Attend to it.
Or
III) If meter showing some leakage resistance, ELD module is working
and leakage is there in the circuit and it needs to be attended.
Schedule Code : ELD2
Periodicity : Signal Technician : …..Sectional JE/SSE:, Quarterly Incharge
SSE : Half-yearly
1. Measure working voltage of ELD unit is from 195V to 265V for 230V and 93V
to 127V for 110V supply respectively.
2. Measure Leakage resistance of all connected AC/DC (60V/24V/110V)
channel one by one after selecting through the channel selector and fill in
Table 2 & keep in record book.
3. Check Datalogger messages are generated after creating false earth faults
during inspection by supervisor
Schedule Code : ELD3
Periodicity : Signal Technician : …..Sectional JE/SSE:, Yearly Incharge SSE :
…
1. All fuses provided are of proper capacity in AC/DC channel. Ensure the wiring
Page 52 of 301
 board fuse rating as follows, Bus bar(+ive& -ive each) 100mA, Power supply
2 A.
2. If any channel is not in use, it can be switched off with the help of individual
switch in back side of terminal strip.
3. Ensure that Potential free contacts of ELD are connected to Datalogger and
working properly and Exceptional report for faulty cable is generated through
the data loggers.

TABLE - 1

Desirable settings for ELD

Desirable setting
S. No Type of station
1 3 line station 1M ohm
2 4/5/6 line station 500K ohm
3 RRI ( upto 300 routes) 100K ohm
4 Big yard more than 300 routes 50k ohm

NOTE: Above values are only indicative. Based on cable health and experience above settings may be
adjusted as per site conditions.

TABLE - 2

DATE :-
STATION: -
Leakage
S.no Channel no Supply monitored resistance in Remarks
Kilo ohm
1 Channel -1 24 V EXT EAST
2 Channel -2 24 V EXT WEST
3 Channel -3 24 V INT
4 Channel -4 110 V DC (point)
5 Channel -5 110 V Ac (Sig ) EAST
6 Channel -6 110 V Ac (Sig ) WEST
7 Channel -7 110 v AC ( Track) EAST
110 v AC ( Track )
8 Channel -8
WEST
9 Channel -9 24 V Axle counter
12 V BLOCK
10 Channel -10
INSTRUMENT

NOTE: Whenever any ELD Fault message is received by ESM/JE/SSE or Fault is informed by Datalogger
control the same shall be attended immediately.

Page 53 of 301
 CHAPTER - 16 : POWER SUPPLY SYSTEMS FOR
SIGNALLING INSTALLATIONS
Section 1 - Power Supply General
16.1.1.0 Power supply for different types of signalling installations
shall be in accordance with policy approved by the Principal
Chief Signal and Telecommunication Engineer of the
Railway, if Standard Power supply scheme from Rly
Bd/RDSO is unsuitable for a specific application.

16.1.1.1 At all locations, Secondary Batteries of appropriate capacity

shall be provided for signalling circuits.

16.1.1.2 Normal power supply for signalling installations shall be

230V AC (single phase), 415V AC three phase or any other
supply may be used with the specific approval of the Chief
Signal and Telecommunication Engineer in-charge of the
work.

16.1.1.3 Power supply system shall be such that fixed stop signals
for approaching train do not become blank when main power
supply source fails.

16.1.1.4 IPS with LMLA or VRLA batteries or any other system

approved by the RDSO and scheme approved by Principal
Chief Signal and Telecommunication Engineer of the
Railway with an adequate capacity shall be used for all
Signalling applications.

Section 2 : Sources of Power Supply

16.2.2.0 Railway Electrified Area

16.2.2.1 Electric supply for signalling and telecommunication

installations in RE areas shall normally be provided through
auxiliary transformers (ATs) of suitable capacity by tapping
25KV OHE.

16.2.2.2 On double/multi line sections, the power supply shall be

drawn from 25KV OHE through ATs provided on up and
down OHE lines separately. It shall be ensured that supply
from at least one AT is available in the event of power block.

16.2.2.3 On single line section where power supply is drawn from a

single AT, a DG set of suitable capacity shall be installed.

16.2.2.4 At stations where local power supply is also available, it

shall act as a stand-by source of power supply.

16.2.2.5 In big yards, DG sets of adequate capacity shall be installed

in addition to supply from ATs and local source.

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16.2.2.6 The power supply from auxiliary transformers (ATs), local
source and DG set (s) shall be brought and terminated at a
power supply control panel in ASM's office/cabin or at LC
gate as required. The power supply control panel shall be
provided with the facilities for automatic change over
between two ATs. In addition, manual change over facility
shall also be provided in the control panel. The power supply
control panel, cable (other than from DG set) and other
associated arrangements shall be provided and maintained
by Electrical Deptt.

16.2.2.7 The supply from the power supply control panel as provided
by Electrical Deptt. shall be taken to various S&T locations
by S&T Deptt.

16.2.2.8 The supply from the power supply control panel shall be
extended through separate MCBs to cabins, LC gates,
telecom installations etc. If these are falling within one km of
power supply control panel. For locations which are at one
km or beyond, a separate set of ATs and power supply
control panel shall be provided.

16.2.2.9 DG sets where installed shall be provided with push button

start / stop facility from ASM office / cabin / LC gate. As per
site requirement and feasiblility, it shall also be possible to
operate remotely.

16.2.3.0 Non Railway Electrified Area

16.2.3.1 For Colour Light Signalling (CLS) installations, power supply

shall be drawn from the station feeder. In addition, two
standby diesel generators shall be installed. These
generators should be of standard make and of adequate
capacity for reliable and trouble free service.

16.2.3.2 The output supply of these generators shall be brought to

the ASM office and connected to Auto / manual change-over
Panel compatible to RE.

16.2.3.3 Solar systems or other renewable source of energy with the

approval of Principal Chief Signal and Telecommunication
Engineer of the Railway may also be used as power supply.

16.2.3.4 For all new installations even in Non RE area, Power supply
arrangements shall be designed suitable to RE.

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 Section 3 - Distribution of Power Supply
16.3.4.1 The selected supply from the Auto/manual change-over
panel shall be distributed to installations/ cabins at the
station through underground power cables of approved type.
Proper capacity HRC fuses/Miniature circuit breakers
(MCBs) shall be provided to protect against overload/short
circuits.

16.3.4.2 Visual Indications showing availability of power supplies

from various feeders shall be provided for information of the
ASM / Gate man.

16.3.4.3 230V power supply which is selected from the auto / manual
change-over panel shall be distributed to various power
equipments such as IPS, transformer-rectifier sets, battery
chargers, transformers etc. through a Distribution Panel.
Proper capacity HRC fuses / MCBs, lightening and surge
protection devices shall be provided for protection of the
equipment against overload and lightning / surges.

16.3.4.4 Power supply system shall be monitored through Data

logger as required.

Section 4 - Power Supply Equipment

16.4.5.1 All power supply equipment such as battery chargers,
transformers, voltage regulators, transformer-rectifier sets,
inverters, batteries etc. shall be procured as per approved
specifications.

16.4.5.2 Battery chargers for axle counters shall have in-built filters to
maintain ripple content below specified value.

16.4.5.3 Standby power equipment such as battery chargers,

transformers, Voltage regulators, Transformer-Rectifier Sets
etc may be provided.

16.4.5.4 Secondary cells of prescribed capacities shall be provided

for DC circuits. DC-DC converters of approved type with
isolated outputs may be used to obtain different voltages
from a common Battery bank.

16.4.5.5 Integrated power supply system of approved type shall be

used at CLS installations.

16.4.5.6 Maintenance free cells wherever provided shall be used only

with charger suitable for charging maintenance free cells as
per approved specification.

16.4.5.7 AC supply for signal transformers shall be derived from a

voltage regulator of approved type.

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16.4.5.8 Separate transformer shall be used for feeding signals and
track feed chargers.

16.4.5.9 The current rating of battery charger may be derived from

the following formula - Current rating of charger = Load
current + AH/10 capacity of cell.

16.4.5.10 Battery Chargers shall not directly feed the line circuit of
Block Instruments.

16.4.5.11 Solar power packs of approved type may be used as far as

possible.

Section 5 - Installation of Secondary Cells

16.5.6.1 Lead acid cells of approved type shall be used. The cells
shall be installed as per approved drawings.

16.5.6.2 The batteries shall be installed in separate room/apparatus

case to avoid damage to power equipment due to fumes.
The battery room shall be provided with acid proof flooring
and acid proof tiles on walls up to a suitable height. The
battery room shall be well ventilated and provided with
exhaust fan (s).

16.5.6.3 The batteries shall be so installed that they are away from
direct rays of sun and any heat radiating equipment.

16.5.6.4 The batteries shall be installed on wooden racks / insulated

masonry surface of suitable height with Acid proof tiles to
permit easy access for maintenance. The racks shall be
protected by two or more coats of acid resistant paint of
approved type. The racks shall be level and mounted on
approved type of insulators. Where batteries are housed in
location boxes, these housings shall be painted with acid
resistant paint and shall have suitable openings/holes for
ventilation.

16.5.6.5 The batteries shall be kept properly aligned and suitably

numbered. An adequate clearance shall be kept between
the cells.
16.5.6.6 Initial charging of the batteries shall be done as per
instructions of the manufacturer and the date of charging
shall be suitably painted on the batteries, or on a separate
board kept near the batteries.

16.5.6.7 Battery grade dilute sulphuric acid conforming to IS 266 and

distilled or de-mineralised water conforming to IS 1069 shall
only be used as electrolyte.

16.5.6.8 A glass, porcelain, rubber or any other acid proof container

shall only be used for mixing acid and water. Metal utensils
except lead must not be used as these will contaminate the

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 electrolyte.

16.5.6.9 Always acid shall be added to water. During mixing, the

solution must be stirred constantly so that its temperature
does not exceed 50⁰ C. Suitable protection like goggles,
rubber gloves & an apron shall be used while working on
electrolyte.

16.5.6.10 On receipt of charged secondary cells, the vent Plugs shall

be removed and the height of the electrolyte shall be noted.
If it is below the prescribed level, the loss may be due to
spillage during transit. The level of the electrolyte can be
restored by adding battery grade acid of recommended
specific gravity.

16.5.6.11 Hydrometer of approved type shall be available in the

battery room.

16.5.6.12 At the time of installation, capacity test shall be done and

record shall be maintained, by an Official not below the rank
of SSE (Signal)

Section 6 - Installation of Power Supply

Equipment
16.6.7.0 Procedure for Installation

16.6.7.1 The power supply equipment shall be so installed as to

facilitate easy replacement of equipment without affecting
the other circuits as far as possible. It is desirable to provide
ring main type of power supply arrangement at large
stations.

16.6.7.2 Transformers and battery chargers of adequate capacity and

of air-cooled type shall be provided.

16.6.7.3 Power equipment shall be housed in well ventilated

locations/rooms.

16.6.7.4 Wires connecting equipment shall be of adequate size so

that there is not more than 0.5% loss in voltage.

16.6.7.5 Battery leads shall be colour coded (Red for positive , Black
for negative and green for Earth terminal) and cut to correct
length. They shall be crimped / soldered to appropriate
terminal.

16.6.7.6 Installation and Maintenance instructions for self-regulating

battery charger as per IRS:S:86-2000 are given in
Annexure-16/2. Initial installation shall be done by an official
not below the rank of SSE/JE (Signal).

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16.6.7.7 All power equipment along with suitable SPDs shall be
connected to earthing, having earth resistance <1 ohm.

Section 7 - Installation of DG Set

16.7.8.1 Environmental friendly DG sets shall be installed at suitable
location with proper foundation.

16.7.8.2 The diesel generator set shall be mounted on anti-vibration

pads.

16.7.8.3 If DG Set is installed inside the room, exhaust pipe shall be

extended outside the generator room and the silencer fixed
away from the premises. Exhaust pipe shall be appropriately
insulated.

16.7.8.4 The starting battery shall be of adequate capacity to meet

the starting load. Where automatic start has been provided,
the generator once started should stop only with a time
delay after Main supply is resumed.

16.7.8.5 The connection between the battery and the DG Set shall be
through sufficiently thick wire to avoid drop in voltage.

16.7.8.6 The starting battery shall normally be on trickle charge.

Section 8 - Maintenance of Secondary Cells

16.8.9.1 Maintenance, test and repair work on the cells, which may
interfere with safe operation of trains shall not be started
until movements are fully protected. Temporary repairs or
adjustments shall be made in such a manner that safety of
train operation is not impaired when repairs and or
adjustments are made. Tests shall be immediately carried
out to ensure that the connected apparatus functions
satisfactorily.

16.8.9.2 The battery room and location boxes shall be kept well
ventilated, free from water, oil or dust. Surroundings and
batteries shall be kept clean.

16.8.9.3 Connecting cables shall be flexible and sufficiently long to

prevent strain on the battery terminals.

16.8.9.4 The electrical connection shall always be kept tight.

16.8.9.5 The terminals and connections shall be coated with pure

Vaseline or petroleum jelly to prevent corrosion. Grease
shall not be used.

16.8.9.6 The Electrolyte shall be maintained at the correct level by

topping up as often as necessary with distilled or

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 demineralised water.

16.8.9.7 Electrolyte lost due to spillage shall be replaced with proper

amount of electrolyte of the same specific gravity as that of
other cells of the battery. Electrolyte shall not be added in
any other circumstances.

16.8.9.8 Each cell shall be tested periodically and its cleaning and
charging arranged so that its voltage and specific gravity are
within specified limits. Test results and dates of cleaning and
charging adjustments shall be recorded on the format
enclosed as Annexure-16/3. A separate card shall be
maintained for each battery set. The voltage of individual cell
shall not fall below 1.85 volts.

Section 9 - Maintenance of Power Supply

Equipment
16.9.10.0 General:

16.9.10.1 Change-over panel in ASM office shall be kept in good

working condition. Defects, if any, shall be advised to
Electrical department for prompt rectification.

16.9.10.2 The working of standby power supply modules like DC-DC

converters, voltage regulator transformer, battery charger
rectifier, inverters etc., provided in power equipment room
shall be checked including proper working of switches,
fuses, MCBs, SPDs, terminals, meters etc. during scheduled
maintenance. Units shall be switched from active to standby
as per local instructions.

16.9.10.3 The power equipment shall be cleaned by blower or any

other suitable device to remove dust etc.

16.9.10.4 The wiring shall be checked to ensure that wires are in good
condition and connections are properly tightened.

16.9.10.5 Record of voltages and load current of all power equipments

shall be maintained on the format enclosed as Annexure-....
Remedial action shall be taken in case any abnormality is
observed.

16.9.10.6 Insulation of transformers shall be meggered at 500V

annually.

Section 10 - Maintenance of DG set

16.10.11.0 General :

16.10.11.1 Fuel tank shall be cleaned periodically. Fuel shall be filled

through a wire gauze filter which shall form part of fuel tank.
Before filling up, unused fuel shall be decanted/ replaced if

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 the DG set has been idle for a considerable time.

16.10.11.2 Lubricating oil shall be periodically checked and proper level

maintained.

16.10.11.3 The maintenance of DG set shall be undertaken by qualified

and trained Mechanics. During testing of DG set, the
maintenance staff shall wear rubber hand gloves and take
necessary safety precautions.

16.10.11.4 After specified hours of run prescribed by the manufacturer,

the diesel generator sets shall be overhauled by OEM or his
authorised representative or by designated Railway staff.

16.10.11.5 Leakage of fuel oil, lubricating oil and radiator water shall be
effectively checked.

16.10.11.6 Radiator fan shaft shall be grease lubricated and worn out
shafts replaced. Radiator hose and fuel oil hose shall be
checked for leakage and replaced in time.

16.10.11.7 Automatic Starting Device, where provided, shall be tested

periodically for effective starting during power failures and
low voltage condition.

16.10.11.8 Flexible coupling between the engine and the alternator

shall be checked for elongated holes and replaced in time.

16.10.11.9 The no load and on load voltages of the alternator shall be

maintained within limits and the Governor adjusted during
periodic maintenance to the RPM specified and a steady
output of 50 Hz. The DG set shall be run for 5-10 minutes on
load to verify its proper working during periodic maintenance
check.

16.10.11.10 A log book shall be maintained at every location which shall

bear the history of performance and maintenance of DG set
together with the signatures of Technicians and JE/SSE
(Signal).

16.10.11.11 Wherever auto start is not reliable, the same shall be

disconnected and steps taken for manual start/hand
cranking of the generator during power failure and also to
stop the engine as soon as power supply resumes. Steps
shall be taken to rectify the auto start as early as possible.

16.10.11.12 Adequate number of spares in respect of the following items

shall be kept ready with the SSE(Signal) for speedy
maintenance replacements:
(a) Fuel Filter;
(b) Oil Filter;
(c) Fuel Pipe;
(d) Pressure Pipe;

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 (e) Air cleaner;
(f) Nozzle;
(g) Ring set;
(h) Fan Belt;
(i) Grease;
(j) Lubricating Oil; &
(k) Cotton waste 'A' grade

16.10.11.13 Where standby generators are provided at way side

stations/ LCs for signalling purposes and starting and
stopping the standby engine is done by Traffic Staff/
Engineering staff, suitable instructions for maintenance of
fuel account shall be issued locally. The log book shall be
maintained by the ASM/Gate man. (Annexure-16/1).

16.10.11.14 Fire fighting equipment shall be kept in the power supply

equipment room. At major installation fire detection and
alarm shall be provided in the Power Supply Equipment
Room also.

Note:- This Chapter has undermentioned Annexures for further study

S.no Annexure Description

no
1 16/1 Maintenance Instructions for Integrated Power Supply
System
2 16/2 IPS with Battery Bank Readings
3 16/3 Maintenance Instructions for Conventional Power
Equipment
4 16/4 Conventional Power Equipment (Stabilizer, Charger &
Inverter) with Battery bank Readings
5 16/5 IPS for upto 4 lines without AFTC Non-RE Area
6 16/6 IPS for upto 4 lines without AFTC RE Area
7 16/7 IPS for upto 6 lines without AFTC Non-RE Area
8 16/8 IPS for upto 6 lines without AFTC RE Area
9 16/9 Power Distribution Scheme (110V DC Supply)- E I
System
10 16/10 EI Power Distribution (110V DC Supply) Medha EI
System Scheme
11 16/11 Power Supply arrangement with IPS for interlocked LC
gate in RE/Non RE Area
12 16/12 IPS Configuration for IBS in RE/Non RE Area

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 Annexure-16/1
MAINTENANCE INSTRUCTIONS FOR INTEGRATED POWER SUPPLY SYSTEM

Railway : Division : Station :

I. Maintenance of Integrated Power Supply System with Battery bank by Signal Technician :

Item Works to be carried out Remarks

No. (Yes or No)
1 Cleaned IPS System including all modules etc., and found satisfactory.
2 Checked visually working of all the modules, measuring meters, Status monitoring Panel and
found satisfactory.
3 Checked physically input and output terminations and cables on Equipment & Power rack and
found satisfactory.
4 Checked AC mains supply to the IPS and found within specified range, i.e., 150V-275V. If any
abnormality, suitable action taken and informed Supervisor.
5 Checked Auto load sharing by SMRs by switching off one after another and found satisfactory.
6 Checked Auto changeover of 110V AC load (Inverters & CVT) by switching off one after another
and found satisfactory. (Ensure that there is no train traffic during this check).
7 Ensured continuity of earth lead wires from earth pit to Equipment.
8 Cleaned all Battery terminals and ensured proper inter-connections and found satisfactory.
9 Applied petroleum jelly / Vaseline on the battery terminals, as required.
10 Checked for any leakage of electrolyte / deformation of cells and found satisfactory. If any
abnormality, suitable action taken and informed Supervisor.
11 Measured voltage, specific gravity of individual cell, total voltage, charging/load current and
recorded the readings as per Annexure-15A. Topped up distilled water wherever required.
If any abnormality, suitable action taken and informed Supervisor.
12 Observed exhaust fan in both IPS room and battery room are working satisfactorily. If any
abnormality/non-availability, informed Supervisor.
13 After completion of maintenance, ensured that doors / cabinet covers are closed and locked
properly.
14 Plugged all unnecessary openings to avoid Dust/water/rodent entry.
15 Ensured that all connections from IPS to Datalogger are proper and found satisfactory.

II. Inspection of Integrated Power Supply System with Battery bank by Supervisors:

Item Works to be carried out Remarks

No. (Yes or No)
1 Measured voltage, specific gravity of individual cell, total voltage, charging/load current and
recorded the readings as per Annexure-15A. Topped up distilled water wherever required. If any
abnormality, suitable action taken and informed Section Officer.
2 Checked Auto load sharing by SMRs and found satisfactory.
3 Checked Auto changeover of 110V AC load (Inverters & CVT) and found satisfactory. (Ensure that
there is no train traffic during this period).
4 Checked Auto load sharing among DC-DC converters of same load and found satisfactory.
5 Checked connection of all fuses, MCBs, SPDs (all types), intactness (observed indication) and
found satisfactory. If any abnormality, suitable action taken and informed Section Officer.
6 Ensured that proper maintenance by AMC Engineer is being done as per the schedule and
conditions of contract, if applicable.
7 Ensured the working condition of spare modules and spare cells.
8 Ensured continuity of earth lead wires from earth pit to Equipment.
9 During Quarterly Inspection by SSE In-charge: Measured Earth value using clamp on earth meter.
Earth resistance shall be ≤ 1 Ω. Recorded the measured value of earth resistance. If it is beyond
limit, suitable action taken and informed Section Officer.
10 During Quarterly Inspection by SSE In-charge: Ensured the capacity of the battery bank by
discharging up to 50% of the rated capacity and charged the bank again to 100%. If any
abnormality, suitable action taken and informed Section Officer.
11 During Quarterly Inspection by SSE In-charge: Ensured that all connections from IPS to Datalogger
are proper and found satisfactory. Measured voltages at IPS room are tallying with voltages
shown by Datalogger. If any abnormality, suitable action taken and informed Section Officer.

Page 63 of 301
Signal Technician shall comply (I) 1 to 15 every fortnight regularly.
Supervisors during their inspections shall ensure compliance of (I) 1 to 15 by the Signal Technician, (II) 1 to 11
and also record the readings as per Annexure-15A.

Note: 1. Periodicity of maintenance schedule:

Signal Technician: Once in Fortnight.

2. Periodicity of inspection schedule:

(a) JE/SSE of Section: 1st and 2nd Month of every Quarter.

(b) SSE In-charge of section: 3rd Month of every Quarter.

3. Any abnormalities found during inspection or otherwise, it shall be brought to the notice of next higher level
irrespective of schedule.

Tools required:
1. Digital multi-meter.
2. Clamp on ammeter.
3. Digital earth meter.
4. Standard ESM tool kit.
5. Rubber gloves.

Signature
Name
Designation
Date

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 Annexure-16/2
IPS with Battery Bank Readings

Railway : Division : Station :

IPS Manufacturer: Battery Manufacturer:

IPS Installation Date: Battery Bank Installation Date:
No. of working cells: Battery Bank Voltage:
No. of spare cells: Capacity of Battery Bank (AH):
Type of Battery:

Specific Gravity of LMLA cell 1180-1220 VRLA cell : Specific Gravity N/A
Voltage of LMLA cell 1.85 - 2.25V VRLA cell Voltage: 1.85 – 2.27V

Cell Parameters Date of Date of Date of Date of Date of Contd...

No. measurement measurement measurement measurement measurement

Cell Specific
No.1 Gravity
Voltage
Cell Specific
No.2 Gravity
Voltage
Cell Specific
No.3 Gravity
Voltage
Contd Specific
.... Gravity
Voltage
Cell Specific
No.55 Gravity
Voltage
Total Battery
Voltage:
Battery charging
current:
Load current:
SPARE CELLS:
Cell Specific
No.1 Gravity
Voltage
Cell Specific
No2 Gravity
Voltage
Cell Specific
No.3 Gravity
Voltage
Contd..
Signature with
Designation.

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AC Input Voltage :
AC Input Current :
SMR 1: Voltage/Current :
SMR 2: Contd......
Inverter 1: Input / Output Voltage :
Inverter 1 Load Current :
Inverter 2: Input / Output Voltage :
Inverter 2 Load Current :
CVT/AVR (Signals) 1 Input / Output Voltage :
CVT/AVR (Signals) 1 Load Current :
CVT/AVR (Signals) 2 Input / Output Voltage :
CVT/AVR (Signals) 2 Load Current :
CVT/AVR (Track) 1 Input / Output Voltage :
CVT/AVR (Track) 1 Load Current :
CVT/AVR (Track) 1 Input / Output Voltage :
CVT/AVR (Track) 1 Load Current :
110V DC for Points :

Signature
Name
Designation
Date

Page 66 of 301
 Annexure-16/3
MAINTENANCE INSTRUCTIONS FOR CONVERTIONAL POWER EQUIPMENT
Railway : Division : Station :
I. Maintenance of Conventional Power Equipment (Stabilizer, Charger & Inverter) with Battery bank by Signal
Technician :
Item Works to be carried out Remarks
No. (Yes or No)
1 Cleaned all Power Equipment including Stabilizer, Charger & Inverter and all their modules etc., and found
satisfactory.
2 Checked visually working of all Power Equipment including Stabilizer, Charger & Inverter, their measuring
meters and found satisfactory.
3 Checked physically input and output terminations and cables on all Power Equipment & Power rack (if
applicable) and found satisfactory.
4 Checked AC mains input supply to the Stabilizer, AC output from Stabilizer and found within specified range
as per the Stabilizer manual. If any abnormality, suitable action taken and informed Supervisor.
5 Checked AC mains input supply to the Charger, DC output from Charger and found within specified range as
per the Charger manual. If any abnormality, suitable action taken and informed Supervisor.
6 Checked DC input supply to the Inverter, AC output from Inverter and found within specified range as per
the Inverter manual. If any abnormality, suitable action taken and informed Supervisor.
7 Ensured continuity of earth lead wires from earth pit to all Power Equipment.
8 Cleaned all Battery terminals and ensured proper inter-connections and found satisfactory.
9 Applied petroleum jelly / Vaseline on the battery terminals, as required.
10 Checked for any leakage of electrolyte / deformation of cells and found satisfactory. If any abnormality,
suitable action taken and informed Supervisor.
11 Measured voltage, specific gravity of individual cell, total voltage, charging/load current and recorded the
readings as per Annexure-16A. Topped up distilled water wherever required. If any abnormality,
suitable action taken and informed Supervisor.
12 Observed exhaust fan in both Charger Equipment room and battery room are working satisfactorily. If any
abnormality/non-availability, informed Supervisor.
13 After completion of maintenance, ensured that doors / cabinet covers of all Power Equipment are closed
and locked properly.
14 Plugged all unnecessary openings to avoid Dust/water/rodent entry.
15 Ensured that all connections from all Power Equipment (Stabilizer, Charger, Inverter & Battery) to
Datalogger are proper and found satisfactory.

II. Inspection of Conventional Power Equipment (Stabilizer, Charger & Inverter) with Battery bank by
Supervisors:
Item Works to be carried out Remarks
No. (Yes or No)
1 Measured voltage, specific gravity of individual cell, total voltage, charging / load current and recorded the
readings as per Annexure-16A. Topped up distilled water wherever required. If any abnormality, suitable
action taken and informed Section Officer.
2 Checked Auto load sharing by Rectifier modules of charger (if applicable) and found satisfactory.
3 Checked Auto load sharing by Inverter modules of Inverter (if applicable) and found satisfactory.
4 Checked connection of all fuses, MCBs, SPDs (all types), intactness (observed indication) and found
satisfactory. If any abnormality, suitable action taken and informed Section Officer.
5 Ensured that proper maintenance by AMC Engineer is being done as per the schedule and conditions of
contract, if applicable.
6 Ensured the working condition of spare modules of all the Power Equipment and spare cells, if applicable.
7 Ensured continuity of earth lead wires from earth pit to all Power Equipment.
8 During Quarterly Inspection by SSE In-charge: Measured Earth value using clamp on earth meter. Earth
resistance shall be ≤ 1 Ω. Recorded the measured value of earth resistance. If it is beyond limit, suitable
action taken and informed Section Officer.
9 During Quarterly Inspection by SSE In-charge: Ensured the capacity of the battery bank by discharging up to
50% of the rated capacity and charged the bank again to 100%. If any abnormality, suitable action taken and
informed Section Officer.
10 During Quarterly Inspection by SSE In-charge: Ensured that all connections from all Power Equipment
(Stabilizer, Charger, Inverter & Battery) to Datalogger are proper and found satisfactory. Measured voltages
at Equipment room are tallying with voltages shown by Datalogger. If any abnormality, suitable action taken
and informed Section Officer.

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Signal Technician shall comply (I) 1 to 15 every fortnight regularly.
Supervisors during their inspections shall ensure compliance of (I) 1 to 15 by the Signal Technician, (II) 1 to 9 and
also record the readings as per Annexure-16A.

Note: 1. Periodicity of maintenance schedule:

Signal Technician: Once in Fortnight.

2. Periodicity of inspection schedule:

(a) JE/SSE of Section: 1st and 2nd Month of every Quarter.

(b) SSE In-charge of section: 3rd Month of every Quarter.

3. Any abnormalities found during inspection or otherwise, it shall be brought to the notice of next higher level
Irrespective of schedule.

Tools required:
1. Digital multi-meter.
2. Clamp on ammeter.
3. Digital earth meter.
4. Standard ESM tool kit.
5. Rubber gloves.

Signature
Name
Designation
Date

Page 68 of 301
 Annexure-16/4
Conventional Power Equipment (Stabilizer, Charger & Inverter) with Battery bank Readings

Railway : Division : Station :

Charger make: Battery make:

Charger Installation Date: Battery Bank Installation Date:
No. of working cells: Battery Bank Voltage:
No. of spare cells: Capacity of Battery Bank (AH):

Cell Parameters Date of Date of Date of Date of Date of

No. measurement measurement measurement measurement measurement

Cell Specific
No.1 Gravity
Voltage
Cell Specific
No.2 Gravity
Voltage
Cell Specific
No.3 Gravity
Voltage
Contd Specific
.... Gravity
Voltage
Cell Specific
No.55 Gravity
Voltage
Total Battery
Voltage:
Battery charging
current:
Load current:

SPARE CELLS
(if applicable) :
Cell Specific
No.1 Gravity
Voltage
Cell Specific
No.2 Gravity
Voltage
Cell Specific
No.3 Gravity
Voltage
Signature with
Designation.

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AC Input Voltage to Stabilizer :
AC Output Voltage from Stabilizer :
AC Input Voltage to Charger:
AC Input Current at Charger :
Rectifier 1: Voltage / Current :
Rectifier 2: Contd......
Inverter 1: Input / Output Voltage :
Inverter 1: Load Current :
Inverter 2: Input / Output Voltage :
Inverter 2: Load Current :
CVT/AVR (Signals) 1 Input / Output Voltage :
CVT/AVR (Signals) 1 Load Current :
CVT/AVR (Signals) 2 Input / Output Voltage :
CVT/AVR (Signals) 2 Load Current :
CVT/AVR (Track) 1 Input / Output Voltage :
CVT/AVR (Track) 1 Load Current :
CVT/AVR (Track) 2 Input / Output Voltage :
CVT/AVR (Track) 2 Load Current :
110V DC for Points :

Signature
Name
Designation
Date

Page 70 of 301
 Annexure-16/5

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

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 Annexure-16/6

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

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 Annexure-16/7

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

Page 73 of 301
 Annexure-16/8

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

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Annexure-16/9

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Annexure-16/10

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 Annexure-16/11

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

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 Annexure-16/12

 Whenever required 60-60 V/5A Dc-Dc converter modules may be used instead of 24-
32V/5A depending upon Relay type.

Ref : RDSO Specification No : 165/2012 Dt : 10/02/2012

Page 78 of 301
 CHAPTER-17 : TRAIN DETECTION
TRACK CIRCUITS & AXLE COUNTERS
Section 1: Track Circuits
17.1.1.0 Types of Track circuits

17.1.1.1 A closed type track circuit shall be provided to prove the clearance of rail
track.

17.1.1.2 Double rail track circuits shall be provided on non-RE areas. In RE areas,
Single Rail track circuit for D.C track circuit and Double Rail track circuit for
AFTC shall be used.

17.1.2.0 Minimum Length

The length of a track circuit shall not be less than the maximum wheel base
of any vehicle. The Track circuits shall cover at least two rail lengths.

17.1.3.0 Series connection of tracks

The various portions of tracks in a line shall, as far as possible, be
connected in series.

17.1.4.0 Track relays shall be of an approved design.

17.1.5.0 Permanent Way Requirements of Track Circuits

17.1.5.1 Glued Joints or Insulation Joints of approved type shall be provided for
defining boundary of track circuit. In all future works of track circuiting, glued
insulated joints should be provided. Glued joint should be tested before
insertion.
Note:- Where ever Insulation Joint is mentioned, it applies to glued
insulated joint also.

17.1.5.2 Where staggering cannot be avoided the distance between staggered joints
shall not exceed the minimum wheel base of the vehicles.

17.1.5.3 Rail ends of glued/insulated joints shall be square and true. All rough edges
and burrs shall be removed from bolt holes. Battered ends shall be put right
and the gap between the rails should be equal to the thickness of the end
post.

17.1.5.4 Fish bolts at the joints must be kept tight and the sleepers well packed in
the vicinity of the joints.

17.1.5.5 Proper drainage should be ensured so as to avoid flooding of tracks during

rains, particularly in yards where watering of coaches is done and in water
columns. It would be desirable to provide washable concrete aprons on
platform lines at originating stations, in track circuited areas.

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17.1.5.6 Ballast shall be kept clean throughout the track-circuited section and care
should be taken to see that the ballast is kept clear off the rails and rail
fastenings. The clearance from the foot of the rail should not be less than
50mm. Well screened ballast right up to the formation level shall be
provided.

17.1.5.7 Rail ends shall be kept free from brake-dust, dirt, sand, rust, other foreign
materials etc. All rough edges and burrs at rail ends must be removed.

17.1.5.8 To avoid crushing of end posts of insulated rail joints due to creep, at least
one rail length on either side of insulated joint should be provided with anti
creep devices.

17.1.5.9 Rail screws should preferably be used in place of dog spikes at insulated
joints.

Note :- The requirements mentioned in the para no. 17.1.5.0 to 17.1.5.9

above are covered in the chapter II, Part "H" of Permanent Way Manual.

17.1.5.10 Wooden sleepers, concrete sleepers or any other approved type of

insulated sleepers shall be provided for track circuiting. Concrete sleepers
where used, shall have a minimum resistance of 500 ohms between insert-
to-insert.

17.1.5.11 Where short welded rail panels are used, SWR shall not butt against
insulated joint. Two rail lengths of 13 meters/12 meters shall be interposed
to isolate short welded rail from insulated joint. This standard length of rails
shall be anchored effectively to arrest movement in either direction.

17.1.5.12 In case of turnouts and crossings, insulated stretchers, insulated gauge tie
plates and insulated crossing plates shall be provided as per approved
drawings.

17.1.5.13 GFN liners shall be provided in the track circuited area using concrete
sleepers

17.1.5.14 Track circuited area shall be free of vegetation only insulated trolleys shall
be used.

17.1.5.15 Provision of zigzag wielding on the top of rail to be done where rusty rails at
siding/ Emergency crossover are there

Section 2: Installation of Track Circuits

17.2.6.0 Location of track relays

17.2.6.1 Track relays shall be located at the entry end of the track circuits wherever
possible.

17.2.6.2 Where track relays cannot be located in the cabin/Relay Room, they shall

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 be housed in locations of an approved type.

17.2.6.3 Where relays are likely to be subjected to vibration, suitable anti-vibration

measures may be provided. they shall be mounted on shock absorbers
such as rubber pad, foam etc.

17.2.6.4 Connections between the track relays and track repeating relays shall be
made in accordance with the approved wiring diagram and must invariably
incorporate both cross protection and double cutting arrangements.

17.2.6.5 The feed and relay ends shall be connected by separate and individual
cables.

17.2.6.6 Relay End and Feed End of the track circuit should be located at the
boundaries of the track circuit.

17.2.7.0 Loading of track relay contacts

All the contacts of the track relay shall be loaded as far as possible. Where
spare contacts are available, they shall be connected in parallel to the
loaded contacts.

17.2.8.0 Jumper connections

17.2.8.1 Jumper connections shall normally be so made that the whole of track
circuit is in series excluding traction return rail. When the rails of a track
circuit are in parallel, care shall be taken that the jumper connections are
effective.

17.2.8.2 Jumper connections, preferably duplicated, shall be so arranged that they

are as far as possible protected from damage.

17.2.8.3 All connections to the track shall be of sufficient length and allow for rail
creep. Connections shall be firmly fitted to the web of the rail.

17.2.8.4 For short jumpers, galvanized iron wires and for long jumpers cables, may
be used. Where galvanized iron jumper is used, duplicate jumpers shall be
run. The cross section of galvanised iron wire shall not be less than 8 SWG.
Where cables are used, the size shall not be smaller than 7/0.750 mm.

17.2.9.0 Lead Wires: The lead wires used for connecting the feed set to the feed
end boot leg/track lead JB and the track relay to the relay end boot leg/track
lead JB shall preferably be of copper conductor having a minimum cross
section of 2.5 sq.mm.

17.2.9.1 The Feed as well as Relay Ends +ve & -ve leads shall be connected by
using individual 2x2.5 sq.mm cable, duly paralleled at each end.

17.2.10.0 Bond Wires and Rope Wires

17.2.10.1 Bond wires/Rope wires shall be of an approved type. Duplicate wires shall

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 be installed close to the fish plate, it is desirable to use bond wire clips for
securing the bond wire.

17.2.10.2 Bond holes shall be drilled with a twist drill and the bonds driven-in
immediately. The wires may be fixed by using channel pins in the holes or
by brazing/welding.

17.2.10.3 The resistance of rail and bonding per 1000 m of track shall not exceed 0.5
ohm for track circuits longer than 700 m. A rail and bond resistance upto 1.5
ohm per 1000 m of track may be allowed for length of track circuit less than
700 m.

17.2.10.4 The rail bonding and connections to the relay and feed set shall be made
according to approved drawings.

17.2.10.5 The lugs of impedance bond connections shall be firmly fixed by pressing
rivets into the web of the rail with a bond press.

17.2.11.0 Track circuit termination

17.2.11.1 For track circuited points or lines in a station, track circuit termination shall
be provided sufficiently before the Fouling Mark so as to avoid infringement
to the standard dimension by any portion of the vehicle. The distance
between track circuit termination and Fouling Mark shall not be less than
3.0 m.

17.2.12.0 Cut Section (fed over) arrangement of Track Circuits

17.2.12.1 Where cut section track circuits are installed, the track relays concerned,
when de-energized, shall open the track feed and shunt the track circuit.

17.2.13.0 Insulated Rail Joints

17.2.13.1 All components of insulated joint shall be of approved type and shall
conform to RDSO drawings. The components shall be installed using
correct sizes and combinations.

17.2.13.2 Insulated rail joints shall, as far as possible, not be provided on the outer
rail in curves. Insulated rail joints are not required for AFTC except point
zone.

17.2.13.3 Before an insulated joint is installed, it shall be ensured that permanent way
requirements stipulated in para no. 17.1.5.0 are complied with. The
installation of glued rail joints shall be done by Civil Engineering
Department. The installation of Nylon insulated rail joints shall be done in
accordance with RDSO's booklet No.STS/E/IRJ/lMI - Installation and
Maintenance Instructions for Nylon insulated rail joint. Particular attention
shall be paid to the following: -

(a) Hammer driving offish-bolt shall be avoided, as this will damage nylon
bushes, If the rail hole and the fishplate holes are in their proper position
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 and alignment, the fish bolt can be easily inserted by hand pressure.

(b) If an end-post projects above the rail table at the rail ends, it shall be
trimmed and brought to the level of the rail table, especially when
inserted between the worn-out rails, before first wheel of a train passes
over it.
(c) The distance of 13 m. between the insulated Block Joint or Detection
Point and the starter Signal can be reduced from 13 m to 3 m for
Signaled movements. The insulated Rail Block Joint or Device of Axle
Counter or Joint Less Track Circuit shall be so fixed that their boundary
shall be within zero to 3 m in advance of the starter signal.

(d) In the case of point track circuits, the insulation joint shall not be in the
stock rail joint but in the rail joint ahead of it wherever feasible.

17.2.13.4 Only 'J' type clip shall be used in glued joint portion of track. The "J" clips
shall be prominently painted in "YELLOW" colour, by P way staff.

17.2.14.0 Track Indicators: At track circuited stations where track indicators are
provided, the following arrangements shall be made:

17.2.14.1 Panel Interlocked/Route Relay Interlocked Stations

(a) Normally the track indicators would show no light when the line is
unoccupied. When action is initiated to set the route for taking off a
signal and the concerned route is set, the track indicator light for the
route shows Yellow/White, if unoccupied. However, if any portion of the
track circuited area is occupied, a "RED" indication is shown on the
panel diagram, irrespective of the route being set or not.
(b) The track indicators would show white/yellow light when the track is
cleared after the intended movement is completed till the route signal
button or switch is restored to normal unless the panel interlocking/
route relay interlocking is provided with Automatic Route Release
facility in which case the indication would be lit until the sub
route/sectional route/ route is released.

(c) In case of berthing track having multiple track circuit sections, it is

desirable to show individual indications of each track circuit on the
panel.

17.2.14.2 Other Stations

The indicator shall show yellow/white Light when the line is unoccupied and
RED when line is occupied.

17.2.15.0 DC Track Circuits

17.2.15.1 DC track relays of approved design shall be used.

17.2.15.2 Track Relays

In future installations, only plug in type track relays (9 ohm) shall be used,

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 both in Non-RE & RE areas.

17.2.15.3 Q series track relay must be used in conjunction with Q series slow to pick
up relay as a repeater relay.

17.2.15.4 Limiting resistance of D.C track circuits

The limiting resistance shall be adjustable and of an approved type. Two
numbers in parallel shall be used for minimising failures.
17.2.15.5 Excitation of DC track relay:
The relay shall be excited at minimum 125% of its rated pick up voltage
under minimum ballast resistance condition and normal working voltage of
the supply. The maximum excitation shall not exceed 235% for QBAT
Relays and 300 % for other plug- in type relays.

17.2.15.6 Maximum length of track circuits :- Maximum length of track circuit under
different track parameter conditions shall not exceed the limits as given in
the following table. Maximum length of track circuit under different track
parameter conditions shall not exceed the limits as given in the table below
Min. Max.
Section Ballast TSR length of
S. RE/ Type of Track Relay
Sleeper (Yard/ Resistance in Track
No. Non-RE to be used
Block) in Ohm per Ohms Circuit
Km in metre

1 Non-RE PSC Block 4 0.5 1000 QT type 9 ohm

2 Non-RE PSC Yard 2 0.5 670 -do-

QT 9 ohms AC
3 RE PSC Block 4 0.5 450
immune
4 RE PSC Yard 2 0.5 450 -do-

5 RE PSC Block 4 0.5 450 -do-

6 RE PSC Yard 2 0.5 350 -do-

QBAT in conjunction
with QSPA1 with B
7 RE PSC Yard 2 0.5 750
type choke at relay
end

17.2.15.7 Track feed

(a) Approved type of secondary cells shall be used for feeding track
circuits,

(b) Secondary cell(s) shall be used along with battery charger/solar panel
of adequate capacity.

(c) Separate feed shall be provided for each track circuit.

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17.2.16.0 Audio Frequency Track Circuits(AFTC)

17.2.16.1 The use of audio frequency permits the physical limits of an individual track
circuit to be defined by tuned short circuits between the rail rather than the
insulation in the rails themselves. These types of track circuit have distinct
advantage of not requiring IRJs (Except Point Zones) and offers
considerable saving in IRJs and impedance bond, especially on tracks
subjected to high speed, high axle load traffic or where there is an intensive
service.

17.2.16.2 (a) Main features of Audio Frequency track circuit are

(b) Built in time delay, therefore a slow to pick up QSPA1 Relay as TPR
is not required.

(c) Can be used in most AC, DC electrified and non-electrified areas.

(d) It is an Audio Frequency track circuit, but can also be used with
Insulated Rail Joint.

(e) Can be used in end or centre-fed configuration.

17.2.16.3 Only approved type modulated Audio Frequency track circuit shall be used.

17.2.16.4 Track circuit shall not be configured in single rail mode operation.

17.2.16.5 Audio Frequency Track Circuit may be operated as local fed or in a remote
fed mode.

17.2.16.6 Audio Frequency track circuit components are

(a) Tuning unit
(b) Transmitter
(c ) Receiver
(d) Power Supply
(e) Track Connections
(f) Impedance Bond (optional)
17.2.16.7 Installation and Maintenance of AFTC

(a) Installation of track circuit shall strictly follow the instructions given
for that type of track circuit.

(b) Tuning area shall be devoid of check rails, level crossing, insulated
bond and each fish-plated joint shall be bonded with jumpers of
adequate thickness.

(c) Special precautions shall be taken to ensure the tightness of

connection of rail and tuning unit.

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 (d) A frequency assignment scheme for the track circuit shall be decided
in advance and it shall be strictly followed.

(e) Terminal junction on insulation joint to track circuits with the same
frequency is prohibited, however, frequencies not belonging to same
pair can be used.

(f) Cable cores of same cable shall not be used for connecting
transmitter & receiver of a track circuit.

(g) When wiring and installing track circuit, circuit pairing should be
observed in the line cables. Each transmission or reception shall use
conductors from one same pair. Circuit pairing results in cable
transmission parameters being changed and may induce significant
cross talk levels in adjacent circuits.

(h) The design and installation of field equipments should take in

account the requirements for mechanised track maintenance and
should not be hazard for men walking along the track.

(i) Protection against atmospheric voltage surges shall be installed on

each pair of conductors providing a link to the outside in order to limit
the harmful effect of lightening on electronic equipment. This
protective arrangement shall cover against both common mode and
differential mode voltages on line.

(j) Transmitter, receiver and power supply shall be mounted in standard

relay rack in manner to allow maintenance and testing staff to view
the track relay while making adjustments.

(k) TUs and ETUs shall be mounted at a minimum distance of two

metres away from the near rail as it gives good safety margin to staff.

(l) In case of failure of track circuit attempt shall not be made to pick up
the track circuit by adjusting the gain of receiver of TC without
investigating the cause of drift in the receiver voltage.

(m)Impedance bond within track circuit shall be tuned with the correct
resonating capacitor across the auxiliary coil and this tuning shall
match with the frequency of track circuit.

(n) Maximum length of track circuit depends upon various factors like
ballast resistance, frequency adopted, track layout (whether any
level crossing or bridge falls within track circuited area) and vendor
of AFTC, and it cannot be laid down in absolute terms. Broadly its
length is limited to 700 metres in end fed mode.

Section 3: Precautions for Track Circuits & AFTC in RE area

17.3.17.0 Track circuits in RE area

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17.3.17.1 Track circuit on AC electrified section may use IRJs (Insulated Rail Joints)
or ESJs (electrical separation joint) and may be configured as single rail or
double rail track circuit. Track circuit which use electric separation joint shall
be configured only as double rail track circuit.

17.3.17.2 Single Rail D.C. Track Circuit

(a) With single rail track circuits, one of the rails is reserved for the
traction return current. This rail is referred to as the uninsulated rail.
Any connection from the O.H.E. mast or other structure shall be
made only to the un-insulated rail. Similarly, connections for the
return current at feeding points as well as from booster transformers
and return conductors shall be made only to the uninsulated rail.

(b) As far as practicable, the rail adjacent to the O.H.E Mast shall be
utilised as the un-insulated rail. However, this may not always be
possible, particularly in yards where there are a large number of
points and crossings or where the O.H.E masts are not always on
the same side or where track circuits are staggered.

(c) In single rail track circuits, in the event of a break in the uninsulated
rail, very heavy current will flow through the track relay as well as the
equipment at the feed point. To avoid this the uninsulated rails of the
adjacent tracks shall be cross-bonded at intervals of not more than
100 Mts. In case the track circuit is less than 100 Mts. the cross
bonding shall be provided on the uninsulated rail at either end of the
track circuit (ref Drg no 22.16).

(d) In the case of adjacent track circuits, the return rail shall be
staggered.

17.3.17.3 Double Rail Track Circuit in RE area for AFTC

(a) In double rail track circuits, since both rails are used for traction
return current, impedance bonds shall be provided at the IRJs.

(b) No O.H.E mast or any other structure shall be connected to either of

the rails. The Electrical Department shall run separate earth wire for
earthing the O.H.E masts.

(c) Connections at the feeding points and from booster transformers and
return conductors shall be made to the center points of impedance
bonds.

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17.3.17.4 DC Track Circuit in RE area (Single Rail)

(a) This track circuit can only be configured to work as single rail track
circuit.

(b) Interference Mechanism , With reference to fig. above traction return

current flowing in the single traction return rails creates a longitudinal
AC voltage along its length, which is a function of the current value
and the impedance of the traction return rail. A wheel set at the feed
end will impress this interfering voltage on the relay, whilst a wheel
set at the relay end will similarly impress the interfering voltage on
the feed set. The track circuit equipment must be immune both to
false operation and to damage from such impressed voltages.

(c) Immunized D.C. Track Relays to British Standard Specifications No.

1659 shall be provided in A.C Traction areas. Such immunized track
relays shall satisfy the prescribed specifications so far as
immunization is concerned in addition to provisions contained in
British Railway Specification No. 939-A and RDSO/SPN/84/88 can
also be used in A.C Traction areas. The resistance of the immunized
Track Relay shall be 9 ohms.

(d) Length of DC track circuit is restricted depending upon rail return

current. With catenary current restricted to 300 ampere on single
track section and 600 amperes on double track section length of DC
track circuits shall be restricted depending upon the use of type of
relay and sleeper.

(e) The length of track circuit can be extended upto 450 meters when
QTA 2 plug-in relay is used.

(f) Restriction on the track circuit length due to use of concrete sleeper
can be relaxed upto 450 meters by PCSTE of Railway (if adequate
ballast resistance can be consistently obtained)

(g) In view of the increased AC immunity due to the presence of biased

magnetic arrangement, QBAT relays can be used upto a maximum
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 length of track circuit of 750 meters using one additional 'B' type
choke at the relay end, under minimum ballast resistance of 2
ohms/km. Operation of track circuit with this type of relay will require
four cells delivering 8.8V. QBAT relays shall be used in conjunction
with QSPA1 relays conforming to BRS 933A.

(h) As an interim measure, length of DC track circuit may be retained at

the existing level at higher catenary current of 800 Amperes on
single-track section and 1000 Amp. on double track section by
providing one additional ‘B’ type choke in series with track relay.
Audio frequency track circuit or any other approved type of device
shall be used on sections where catenary current exceeds 300
Amps, on single- track section and 600Amps. on double track-
section.

(i) Before installation of single rail D.C track circuits in A.C Electrified
areas, measurements of stray D.C currents shall be taken in
accordance with the instructions in ‘17/7’. The total stray current as
measured, shall not exceed:
(i) 10 milli-amperes, if length of track circuit is less than 100 meters
(ii) 100 milli-amperes, if length of track circuit is 100 meters and
above
If measured value of current exceeds the specified limit as above,
other type of track circuit suitable to work in A.C. traction area shall
be used.

(j) To protect the equipment from the effects of the rail voltage, a choke
coil of approved type shall be provided in series with the feed
resistance.

17.3.17.5 Audio frequency Track Circuit in RE area for AFTC

(a) Only approved type modulated Audio frequency Track Circuit shall
be used.

(b) Audio frequency track circuit shall be configured only as double rail
track circuit and like any double rail track circuit it requires both rails
to be balanced with respect to earth and with respect to current flow
in each rail.

(c) Impedance bond shall be used where there is no provision in design

of Audio frequency track circuit to balance the traction rail return
current.

(d) Electric Traction Units shall be critically examined for harmonics

generated by them before they are brought into service.

17.3.17.6 Impedance bonds in RE area for AFTC

(a) Impedance bonds used on 50 Hz electrified lines shall be of

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 approved type.

(b) The principles of operation of impedance bonds are equally

applicable whether the traction return current is AC or DC. The
traction current rating of DC impedance bonds is usually much
higher than those designed for AC traction systems. Thus,
impedance bonds designed for DC traction current can usually be
used on AC traction systems, although their bulk and cost is greater
than a purposely designed AC impedance bond. Conversely,
impedance bonds designed for AC traction systems are not suitable
for use on DC traction systems.

(c) Generally, AC impedance bond shall be capable of supporting a

current of 400A continuously (200A in each rail), with a peak loading
of 1000A for a period of up to five minutes, without suffering damage
or overheating.

(d) Leads between impedance bonds across IRJ on the same track shall
be capable of carrying the traction current. It shall be PVC sheathed
cables, terminated by compression lugs of an approved type and
bolted to the impedance bond termination.

(e) The design and installation of impedance bonds should take into
account the requirements for mechanised track maintenance and
should not be a hazard for men walking along the track.

(f) The provision and maintenance of connections between rail and

impedance bonds, and from one impedance bond to another on the
same track is the responsibility of the S&T department.

(g) Cross bonds, earth wires, connections to sub-station current return

busbars and connections to booster transformers must be terminated
on the centre tap of impedance bonds. The installation and
maintenance of these connections is the responsibility of the
electrical department.

17.3.17.7 Maintenance and Installation of track circuits in RE area

(a) RDSO’s guidelines shall be followed.

(b) It is, however, important to recognize that the operation of track circuit
is dependent upon the integrity of traction return bonding. It is
therefore important that attentions are given to the testing during
installation and also during maintenance of traction return bonding.

17.3.17.8 Track Bonding in RE area

(a) The objectives of track bonding are :

(i) To provide a path for traction return current, which ensures that
no component of the track/traction return network rises above 25
V to remote earth, under normal traction load conditions and

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 430V under traction short circuit conditions.
(ii) To ensure that protective equipment operates satisfactorily,
(iii) To minimize damage to installations due to traction short circuit,
(iv) To maintain correct operation of track circuits.

(b) Planning for track bonding

(i) When planning electrification schemes, base plans will be

provided. The plans will be issued to the signal department
showing the track layout and proposed position of all
electrification and associated structures

(ii) The signal department will then indicate on these plans the
proposed position of insulated joints, impedance bonds, signal
structures and track circuit bonding and in single rail track
circuited areas, will identify the track circuit rail by marking with a
thickened line. In double rail track circuited areas S&T
department shall specifically indicate the provision of earth wire
for structure earthing.

(iii) The plans must then be returned to electrical department who

will indicate the position of continuity bonds, cross bonds,
structure bonds and all earth connections to the traction system.
The plans will then be returned to the signal department for his
final agreement and issue to concerned parties.

(c) Bonding of Single Rail Track circuits in RE area

(i) The track circuit rail must be series bonded in order to ensure
that defective bonding cannot cause a wrong side failure of the
track circuit. Accordingly, the bonding arrangement of the track
circuit rail must ensure that the conductive path between the
track circuit feed connection and the relay or receiver end
connection is interrupted in the event of a disconnection.

(ii) Because of traction return considerations, it is not possible for

the traction return rail to be series bonded. It is therefore
essential to avoid bonding disconnection to minimize the risk of
loss of train shunt.

(iii) In single rail track circuits, in the event of a break in the un-
insulated rail, very heavy current will flow through the track relay
as well as the equipment at the feed point. To avoid this, the un-
insulated rails of the adjacent tracks shall be cross-bonded at
intervals of not more than 100 meters. In case the track circuit is
less than 100 meters, the cross bonding shall be provided on the
uninsulated rail at either end of the track circuit.

(iv) On single line track circuited sections, a continuous earth wire is

provided on the traction mast capable of carrying full traction

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 return current. The un-insulated rail shall be connected to each
of the traction masts by a structure bond, which shall be riveted
at both ends. The arrangement for Double Line and Single Line
Sections is as illustrated in Drawing given below.

(v) Typical bonding examples with single rail track circuits are
shown in figure.

(d) Double Rail Track Circuits

(i) No structure bonds, cross bonds or connections to earth wires or

return conductors shall be connected to the running rails where
double rail track circuits are in use. If necessary, an impedance
bond must be specially installed to provide a neutral point for
these connections.

(e) Types of Bond and Responsibilities in RE area

(i) Rail Joint Bonds : Rail joints in track-circuited areas shall be

bonded using two 8SWG bare galvanized steel wires or copper
bonds/ steel wires or flats secured by means of channel pins or
welding/riveting. The S&T department is responsible for the
installation and the maintenance of all rail joint bond

(ii) Rail bonds and Cross-bonds: Where rail bonds and cross
bonds are required for traction return purposes they shall be
installed by and remain the responsibility of the electrical
department.

(iii) The longitudinal bonding on a non-track-circuited track adjacent

to a track circuit shall be extended for a distance of 50 meters
beyond the track circuit.

(iv) In addition, the two rails of the non-track circuited track outside
any track circuit or in between two track circuits shall be bonded
together immediately after the block joints.

(v) Detailed instructions for bonding of track are given in the A.C
Traction Manual.

Section 4: Maintenance of Track Circuits

17.4.18.0 General: Track circuits shall be so maintained that:

(a) There is always a good connection between power feed and track,
relay and track and also between adjoining rails, through jumpers
and rail bonds.

(b) The ballast resistance always remains high and does not fall below
prescribed minimum values.

(c) The limiting resistance shall be as high as possible.

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 (d) The insulating joints are of high resistance.

(e) The surface of rail is clean and is free of dust, sand and foreign
materials.

(f) The circuit is properly energised during wet weather on minimum

ballast resistance conditions and during dry weather on maximum
ballast resistance conditions. The track circuit shall not be over-
energised to such an extent that the shunting value drops below 0.5
ohms for all types of track circuits. These values shall be obtained
irrespective of whether the track is provided with concrete sleepers
or wooden sleepers.

(g) The connection of DC track relay shall be quarterly interchanged to

prevent permanent magnetisation.

17.4.19.0 Track Relays

(a) Pick up and drop away values shall be maintained within the limits
specified by the manufacturer.

(b) Track relays shall be inspected visually every quarterly by the

JE/SSE and the following visual checks conducted :

(i) Movement of armature and contact carriage;

(ii) Wiping of contacts;

(iii) Arcing of contacts, if any;

(iv) Pitting or charring of contacts;

(v) Dust on contacts;

(vi) Electroplating

(vii) Corrosion, rusting of components;

(viii) Cracks or breakage in components;

(ix) Presence of fungus, if any;

(x) Charring of cover near contacts (for plug-in relays)

(xi) Correctness of label;

(xii) Presence of seal.

(c) The relay that is in any way defective should be changed at once and
sent to shops together with a brief report stating the nature of the
defects. On no account should any attempt be made by the line staff to
rectify the relay.

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17.4.19.0 Insulated Rail Joints
Insulated rail joints shall be maintained in accordance with the instructions
given in Booklet No. STS/E/IRJ/IMI "Installation and Maintenance
Instructions for Nylon Insulated Rail Joint" issued by the RDSO/Lucknow,
with particular attention being paid to the following :

(a) Before opening an insulated rail joint, the components required for
replacement, conforming to the rail-section, shall be kept ready by
the side of the track.

(b) For replacement of an end-post when there is no gap at the

Insulated Rail Joint, loosen the rail fastening and pull back the rail
and insert end-post between the rail ends.

(c) It is imperative that when an insulated rail joint is provided at least

three sleepers on either side of the insulated rail joint shall be
packed properly.

(d) Fish bolts shall be kept tight. Nuts shall be tightened several times
during the first two weeks after installation/replacement, until all
components of an insulated rail joint are firmly set.

(e) A metal flow is seen often at the rail-table at the joints. Such metal
flow of metal forms a lip and creates sharp burrs at the rail ends.
Projections formed at the rail ends shall be chiseled without
damaging the end post so that these do not bridge the rail expansion
gap and cause a short circuit.

(f) Brake-block dust, which may accumulate on the head and sides of
the end post and top surfaces of the fish-plates, shall be brushed off
frequently so that the possibility of electrical conductivity being
established between the rail ends is eliminated.

(g) Opening & fixing of fish plates of Nylon insulation joint for
installation/replacement of joint shall not be done by S&T staff as it is
the responsibility of Engineering Department.

(h) Special type pandrol clips ('J' type) shall be provided at Nylon
insulation joints/ glued joint to avoid touching of pandrol clip with the
fish plate.

(i) Periodic coating by insulating varnish/epoxy over the nylon-insulated

joint/glued joint to avoid shorting due to brake dust shall be done.

17.4.20.0 A faulty insulated joint may be detected by taking the voltage readings
across the track relay terminals and noting if this reading changes when the
adjacent track circuit feed is shunted or disconnected. Any change in the
voltage reading will indicate a faulty insulated joint.

17.4.21.0 Stretcher Bars and Point Rodding connections

Insulation for stretcher bars and point rodding shall be periodically checked
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 to see that they are in sound condition. All defective insulation shall be
changed.

17.4.22.0 Bond Wires /Rope Wires

(a) Bonds shall be inspected frequently and maintained in good

condition.

(b) Bonds shall be painted with aluminum paint, where bond corrosions
are excessive.

(c) Voltage reading may be taken every 15 rail lengths or less as

required by special track circuits, to determine if the variation in
voltage is gradual throughout the track circuit. If any unusual
variations are found between any two readings, defective bonding
may be detected by taking readings every rail length in that section
or by inspection of each bond.

17.4.23.0 Jumper connections

Jumper connections shall be inspected frequently and maintained in good
condition. Long jumper connections shall be properly secured.

17.4.24.0 Ballast
Minimum ballast resistance per km. of track should not be less than 2 ohm
per km. in station yard and 4 ohms per km. in the block section.

Note :- Wherever PSC Sleepers are used, availability of insulated liners

upto a minimum level of 97% shall be ensured.

17.4.25.0 Drainage

(a) Special attention shall be paid during the rains to track drainage.
Defects, if any, shall be reported to the SSE/JE(P-Way).

(b) All cases of defective valves of overhead water pipes in track

circuited area shall be reported to the Inspector of works
SSE/JE(Works).

17.4.26.0 Joint Inspection of Track by S&T and Permanent Way Inspector

The track-circuited portion of the track shall be jointly inspected by Sr.

Section Engineer (Signal) in-charge & and Sr. Section Engineer (P-way) in-
charge and jointly by Sectional SSE/JE (Signal) & SSE/JE (P-way) at least
once in six months. This is in addition to routine inspections to be carried
out by each Branch. The condition of rail and insulation at the rail joints,
ballast and sleepers, abnormal collection of brake dust, rusting of the rail
and drainage system of the yard shall be particularly noted, it shall be
ensured that percentage of missing liners for track circuit length not to
exceed 3%. Maintenance work found necessary on insulation joints after
such inspection should be carried out jointly.

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17.4.27.0 Train Shunt

(a) A train shunt test shall be taken every quarter and every time the
track circuit is adjusted or any alteration is made.

(b) Shunt test shall be taken not only at relay end but also at other
parallel portions of the track, such as, turnouts and crossovers.

17.4.28.0 Track Circuit Test Record Card

(a) Track circuit test record Card No.S&T/TC-1, Annexure ‘17/1’ for DC
track circuits, shall be maintained for each track circuit. For other
types of track circuits, suitable record card may be framed by the
Principal Chief Signal and Telecommunication Engineer. Readings
shall be recorded every six months. Suitable remedial action shall be
taken when abnormal readings are noticed at any time.

(b) Test cards shall be easily accessible for inspection by officials.

(c) The test card shall be kept up-to-date in accordance with the
instructions given on the cards.

17.4.29.0 Track Batteries/Track Feed Apparatus

Track batteries or the track feed apparatus, where provided, shall be so
arranged that the track relay will operate under the most adverse
conditions. Batteries shall be kept in good fettle and special care shall be
taken in maintenance of the cells.

17.4.30.0 Rusty Rails

Where there are rusty rails in the track circuited areas zig-zag welding using
steel wire shall be done by P-Way staff on top of rail to ensure shunting of
track circuit by the vehicle. Such identified locations to be provided with
Axle counters. Till such time axle counters are being provided, working
instructions should be issued that points are operated only after physical
verification of complete arrival of train by ASM, and facility of sectional route
release be restricted to be provided only where it is essential.

Section 5 : Axle Counters

General Requirements

17.5.31.0 Axle counter consists of track device (axle detector) mounted on the rails,
trackside electronic equipment provided near the track and connected with
track device & evaluator. Evaluator monitors the counts of track device (s)
to give clear/occupied indication. Evaluator/track side electronic
equipment (Field Unit) may be kept in relay room or site.

17.5.32.0 Digital Axle counters of approved type may be used in lieu of track circuits
to prove the clearance of a portion of track.

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17.5.33.0 Axle counters may also be provided in lieu of conventional track circuits for
block working, viz. Intermediate Block Signalling, Automatic Signalling,
Block Working controlled by track circuits, etc.

17.5.34.0 Digital Axle Counter (DAC) shall be preferred on girder bridges in Lieu of
conventional track circuits

17.5.35.0 Axle counters of approved type shall be used for following application-
(a) Splitting of block section by introducing IBS
(b) Proving clearance of block section
(c) Track circuiting of flood prone suburban section
(d) Track circuiting of station section having poor drainage
(e) Automatic block signaling
(f) Track having problem of rust
(g) Tunnels and bridges as per site requirement

17.5.36.0 Trolley Suppression :-

Axle counter shall have such design that it does not count standard (RDSO
drawing no. RDSO/TM/05/10 for push trolley) 4 spoke wheels of push
trolleys.
Motor/Light motor/Moped/Scooter trolley may or may not be detected,
therefore, those shall be run as per GR for working of Motor trolleys. This
shall be mentioned in Station Working Rules. General & Subsidiary Rules of
Railways may also include this aspect.

Section 6: Installation of Axle Counters

17.6.37.0 The installation of axle counters shall be done as per prescribed installation
guidelines of OEM and approved Pre Commissioning Checklist. The
important features of the installation procedure are:

(a) On sections where trolleys are in operation, trolley suppression

arrangement shall be provided to prevent the operation of system by
insulated trolleys. Trolley suppression arrangement shall be closed
track circuit and track devices shall be fixed on rails within the
boundaries of track circuit. It is possible to dispense with the
provision of trolley suppression arrangement for track devices
provided on point zone portion by using approved circuits for this
purpose. On sections where non-metallic wheels are used for trolley,
suppression arrangement can be dispensed with.

(b) The track detection unit shall be fixed minimum 4 meter away from
the nearest rail joint.

(c) The distance between the 2 axle detectors of different axle counting
circuits shall be at least 2 metres or as specified in OEMs manual so
as to avoid mutual interference.
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 (d) To protect track fittings against damage from hanging parts of
moving trains, protectors shall be mounted on both sides of the fitting
on single line and one side on double line. Protectors shall be placed
in the sleeper space next to the track fittings.

(e) The track side electronic equipment shall be housed at a location

close to the detection points so that the length of cable between the
track side electronic and the axle detectors is minimum and does
not exceed the limit recommended by the manufacturer. The
equipment shall be placed at a level well above the flooding level of
the area.

(f) The incoming cables from axle detectors and evaluator may first be
terminated on a cable distribution board to provide facility for testing

(g) Wherever applicable, the transmitter and receiver coil cables

between axle detector and associated track side electronics shall be
laid in different pipes as prescribed by OEM.

(h) Communication Media

(i) The copper cable will be quad cable as per IRS: TC: 30-2005
(0.9 mm dia) or quad cable as per RDSO/SPN/TC/72/2007 (1.4
mm dia) or PIJF Telecom Cable as per IRS: TC 41/97 (0.9 mm
dia.).
Optical fibre cable may also be used for communication with
suitable interfaces.

(ii) All precautions prescribed for laying and installation of

communication cables shall be strictly followed.

(i) Track side electronic equipment shall be operated from Central

power supply like dc-dc converter of approved type preferably used
for feeding evaluator with adequate battery back up. At remote
locations track side electronic equipment may be provided with
separate power supply. The input power supply will have a maximum
ripple of 50mV peak to peak/10 mV rms.

(j) The evaluator shall be installed preferably in a relay room or at a

location which is not accessible to unauthorised persons. Equipment
shall be installed at a high level, well above the flooding level of the
area and protected from rain water. It shall be fixed on a separate
shelf away from signalling relays. As far as possible, it shall be
located away from any source of heavy electromagnetic interference
like industrial machinery, motor/generator or welding plants, etc.

(k) The power to evaluator is fed from a power supply like dc-dc
converter of approved type with adequate battery back up . Each
evaluator shall be provided with a separate dc-dc converter for better
availability. The input power supply will have a maximum ripple of

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 50mV peak to peak/10 mV rms.

(l) All lead connections to and from battery and dc-dc converter shall
have adequate current capacity to ensure that the voltage drop does
not exceed 0.2 V. These connections at terminals shall be secured
properly and should preferably be made through lugs to give firm
contact.

(m) Connections between battery, battery charger and dc-dc converter

shall not be bunched with any other wires. These wires shall
preferably be laid at least 150 mm from any other bunch of wires.
Positive and negative wires shall be twin twisted to avoid
interference pick up especially when the lead wires are long.

17.6.38.0 Axle Counter Resetting: Whenever axle counters are used for block
working, for control of reception signals, etc., reset arrangement of
approved type may be provided so that whenever the axle counter shows
fault condition, the same can be reset to normal by the Assistant Station
Master in charge after ensuring that the monitored portion is clear of
obstruction.

17.6.39.0 Each and every operation of the reset button shall be counted on a non
resettable type counter and shall be properly recorded in the Train Signal
register indicating the movement before and after the operation of the reset
button.

17.6.40.0 The procedure/records to verify the vacancy of the track before resetting
shall be checked during inspection by the SSE/JE in charge of Signalling
and Supervisory staff of Traffic Departments and the staff should be
properly educated during the various courses at the Zonal Training Schools.

17.6.41.0 Before resetting axle counters provided in station section etc. the following
further safeguards shall be followed.

(a) Once the axle counter has failed and is showing fault condition, the
SM should verify that line on which train is to be received is
physically clear of any obstruction and then operate the reset
arrangement of that track section. The first train after the reset
operation shall be either received on calling-on signal or piloted as
per the extant rules after verification of the clearance of the reception
line.

(b) The reset box shall be operated by a key which shall be kept locked
in a separate box secured in the SMs office . Whenever it becomes
necessary to reset, the resetting shall be co-operative and done
jointly by the ASM along with SM and in case SM is not available this
resetting shall be done jointly by ASM with Switchman or by ASM
with other traffic staff. Physical verification of failed section shall be
done through Line verification box which shall be installed near the
section to be verified.

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 (c) Each and every operation of the reset button shall be recorded in the
Train Signal Register by the ASM and during inspection of the
station, the Signal and Traffic inspecting officials shall specifically
check up the procedures being followed in respect of the above
resetting device and ensure that laid down procedure for resetting is
being followed. This procedure of ensuring that the monitored portion
is free of any vehicle before resetting is done, shall be clearly laid
down in the Station Working Rules.

17.6.42.0 Where axle counters are used for block working, viz, Intermediate block
signaling, Block signalling, automatic signalling etc, the following
precautions shall be observed :-

(a) Once the axle counter has failed and the concerned signal cannot be
taken off, the dispatching station shall verify the clearance of the block
section by exchange of Private Number with the station In advance.
After ensuring that the block sections is clear, the axle counter shall be
reset by co-operative effort between the ASM of the dispatching and
the receiving stations using preparatory reset. The circuitry shall be
such as to obviate the possibility of the resetting by the dispatching/
receiving station independently. The procedure shall be clearly laid
down in the Station Working Rules.

(b) Each and every operation of the reset button shall be recorded in the
Train Signal Register by both the stations and during inspection of the
stations the Signal and Traffic Inspecting officials shall specifically
check up the procedures being followed in respect of the above reset
buttons and ensure that the exchange of private number in this regard
is being maintained properly.

17.6.43.0 In case of double rail mounted track devices there shall be no differential
creep between the two rails of the track to the extent as to alter their inter
distance beyond the permissible tolerance, it is, therefore, necessary that 4
rail lengths on either side shall be well anchored.

Section 7: Maintenance of Axle Counters

17.6.44.0 Maintenance of axle counters shall be done as per RDSO's guidelines and
maintenance recommendations of equipment manufacturers.

17.6.45.0 Anchoring of track on either side of the rails where track devices of axle
counters are fixed, shall be closely watched by the Permanent Way staff to
ensure that there is no differential creep.

17.6.46.0 Tie Tamper shall not be used for 4 sleepers on either side of the track
devices. Incidentally they should be manually maintained.

17.6.47.0 Replacement of components axle counters shall be done with utmost care
and as per technical manuals of OEMs related to this subject. As a general
rule, any maintenance activities in track device area, like, ballast packing &
rail changing etc., that require disconnection of track devices and
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 adjustments of axle counter parameters shall not be done in working
system. If so required, maintenance staff shall take proper disconnection,
duly de-energizing the related sections of axle counters from CT rack /
disconnection terminals before starting indoor r/outdoor maintenance
activities. Once work is completed the section should be connected/
energized following all precautions related to resetting, checking of
parameters as stipulated and physical clearance of track section before
reconnection. Activities like measurement of parameters, cleaning etc.
which does not interfere with working of system, may be carried without
disconnection

17.6.48.0 Periodic preventive checks by maintenance staff shall be done to ensure

that track device/axle detector is properly fitted at site and fixing nuts/bolts
are properly tight and intact. Connections of track device cables are also
proper. Any damage/ irregularity noticed in nuts/bolts/cables near the
trackside shall be immediately attended by duly disconnecting the
associated track section while attending the same for damages/
irregularities.

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 Note : This chapter has under mentioned Annexures for further study
S.No. Annexure No. Description
1. 17/1 Track circuit Test Record Card
2. 17/2 Maintenance Schedule of DC Track Circuit
3. 17/3 Maintenance Schedule of Track Circuit – AFTC /
AC
4. 17/4 Maintenance Schedule of Analog Axle Counter
5. 17/5 Maintenance Schedule of Digital Axle Counter
(SSDAC/HASSDAC)
6. 17/6 Maintenance Schedule of Multi Section Digital
Axle Counter (MSDAC)
7. 17/7 Detailed Instructions for measurement of stray
Direct Current before installation of D.C. Single
Rail Track Circuits.

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 Annexure 17/1

…………….Railway

Signal and Telecommunication Department

TRACK CIRCUIT TEST RECORD CARD

1. Station or Section of line 2. Track Circuit No.

3. Type of Relay 4. Date Installed
5. P.U. Volts 6. D.A. Volts
7. P.U. Current 8. D.A. Current
9. Resistance of Relay 10. Length of Track Circuit (m)
11. Length of Leads from feed end to track (m) 12. Length of Leads Relay to Track
13. Type of Ballast 14. Type of Track Feed
15. Size of track feed conductor 16. Size of conductor to Relay
17. Type of sleeper and condition 18. Type of insulated joints
19. Number of Ash pits in track 20. No. of L.xings in track.
21. Number of insulated joints in Track Ballast Resistance = (VF+ VR)
(IF – IR)
Rail Resistance = (VF+ VR)
½ (IF – IR) Current at Relay =

Voltage at Relay Terminals

Resistance of Relay

22. Date 23. Weather

24. Condition of ballast Wet, Damp or Dry 25. Percentage of ballast clear of rails
26. Drainage of track Good, Fair or Bad 27. Condition of Rail Surface.
28. Condition of Boards & Jumpers 29. Condition of Insulated joints
30. Condition of Track Battery

Track Feed End

31. Feed Resistance 32. Voltage at battery/track feed voltage

33. VF Voltage at rails 34. IF current at rails

Relay End

35. VR Voltage at rails 36. Voltage at Relay Terminals

37. IR current at relay terminals 38. Ballast resistance
39. Rail resistance and Bond resistance 40. Drop shunt value
41. Pick up shunt value 42. Signature of Section Engineer / Signal
Signature of Senior Section Engineer
/Signal

Station …………………………….

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 Annexure 17/2
Maintenance Schedule of DC Track Circuit

Schedule Code : T1
Periodicity : Signal Technician : Fortnightly,
Sectional JE/SSE:, Monthly (on A,B & C routes)
Quarterly (on D & E route),
Incharge SSE : Half yearly
S.No. Check the following :
1. Cleaning of track lead junction boxes, track feed battery chargers, regulating
resistance, Secondary cells & all terminals.
2. Checking & replacement of defective Feed end, relay end lead wires, jumper
cables & their terminations & securing them firmly.
3. Checking & replacement of defective/ corrosive track bonds, Continuity bonds,
channel pins etc.
4. Visual check and cleaning of insulated block joints/glued joints.
5. Condition of insulation sleeve on OHE bond beneath rails to be ensured. It may
be ensured that it is not displaced or worn out. Check that no Z /transverse
bond, continuity bond and structural bond is loose.
6. Check level & Specific gravity of electrolyte in all the LMLA cells & top-up
distilled water if required, clean the terminals and connections shall be coated
with pure Vaseline or petroleum jelly to prevent corrosion. Grease shall not be
used.
7. Measure and record Specific gravity (1180-1220) & voltage (1.8 to 2.2V) of each
& every cell by switching off charger, charger voltage and charging current, feed
end/relay end voltage and currents, regulating resistance value & voltage across
it, voltage across Choke and ensure all are in the acceptable ranges. Take
suitable remedial action for values beyond acceptable range.
8. Checking of TF charger failure alarms.
Schedule Code : T2
Periodicity : Sectional JE/SSE : Quarterly (it will be done by
ESM in the presence of JE/SSE),
Incharge SSE : Half yearly
1. Interchange coil terminals R1 & R2 on Track Relays.
2. Checking train shunt resistance at relay, feed end and other parallel portions of
track circuit.
3. Testing of block joints/Glued joints/Point stretcher bar insulations and detecting
faulty joints by using fault injection method / taking the voltage readings across
track relay terminals and note if these reading changes when adjacent track
circuit feed is shorted or disconnected.
Schedule Code : T3
Periodicity : Incharge SSE : Half yearly
1. Checking that excitation with respect to rated pick up voltage, of DC track
circuits is not more than 250% for shelf type relays, 300% for QTA2 and 235%
for QBAT relays.
2. Tail cables testing with 500 V Megger.
3. Coating by insulating varnish/epoxy over GJ/IBJ.
4. Replacement of insulations of all Block joints, insulations of Gauge tie plate,
Stretcher bar and point rodding etc, on main line.
Schedule Code : T4
Periodicity : Incharge SSE : Half yearly
Sectional JE/SSE
IC SSE to carry out every alternate inspection)
Joint check with JE/SSE (P-way) of track circuited portion for
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 1. The condition of rail and insulation at the rail joints, tightness of fish plate bolts,
packing of sleepers in the vicinity of IBJ/GJ, ballast & sleepers, abnormal
collection of brake dust, rusting of the rail, drainage and position of P-way
fittings likely to cause short circuits like spike, pendrol clips and bearing plates.
2. Condition of ballast, 50 mm ballast clearance from bottom of the rail flange and
availability of anti-creep, ‘J’ clips at GJ/ IBJ, minimum 97% GFN Liners and
Pads for track circuits with PSC sleepers.
3. Joint check with traction supervisors for availability of cross bonds / jumpers
and good condition for return rail in single rail track circuits in AC electrified
territory and rail bonds effectiveness.
4. As per IRPWM, advance correction slip No.128 dated 05.03.2012, SSE/
JE/P.Way and SSE/ JE/S&T should jointly inspect insulated Steel Sleepers,
every six months for checking the effectiveness of insulation in track circuited
areas. SSE/ JE/S&T should coordinate this.
Schedule Code : T5
Periodicity : Incharge SSE : Yearly
1. Conducting visual inspection of track relays for arcing, pitting of contacts, dust
on contacts, rusting/fungus of components, presence of Ants, cracks or
breakages in components, correctness of label and presence of seal.
2. Replacement of insulations of all Block joints, insulations of Gauge tie plate,
Stretcher bar and point rodding etc., on loop lines.

NOTE: (1) In the month of Scheduled Inspection at SSE In-charge level, Scheduled
Inspection by Section SSE/JE may not be required, since it is repetitive. However,
Section SSE/JE will associate during Scheduled Inspection of SSE In-charge.
(2) Date of inspection of SSE In-charge/Sectional SSE/JE and maintenance by Signal
Technician shall be staggered since maintenance will take more time.
(3) Any abnormalities found & unable to attend during maintenance/inspection or
otherwise, same shall be brought to the notice of higher level irrespective of
Maintenance/Inspection schedule.

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 Annexure 17/3
Maintenance Schedule of Track Circuit – AFTC / AC

Schedule Code : T1
Periodicity : Signal Technician : Fortnightly
Sectional JE/SSE : Monthly
Incharge SSE : Quarterly
S.No. Check the following :
1. Cleaning junction boxes tuning Units.
2. Outside track led wires, impedance bonds, bond wires and clips/Lug, cable
connections.
3. All nuts and bolts of tuning unit terminals (AFTC)/Transformer terminals (AC
Track ckt) and rail connection and ensure that these are fully tight. Also,
Packing in and around TU is proper.
4. Firmness, corroded/insulation condition of Track leads connections, replace
track lead wire if insulation worn out or connections corroded & properly
securing them. Replacing corroded AFTC bonds/Z-jumper (For AFTC only).
5. That there is no cavity/butting at centre post of Glued joint, voltage across all
the insulations of glued joint to be measured, if found zero/ near to zero
(generally it should be half of track voltage across rail) then plan it for
replacement .
6. Condition of insulation sleeve on OHE bond beneath rails to be ensured. It may
be ensured that it is not displaced or worn out. Check that no Z/transverse
bond, continuity bond and structural bond is loose.
7. That all cable entry point or any opening of TU/TLJB junction box is sealed.
8. That centre tap connection of S-bond is protected by insulating tape.-For AFTC
only.
9. That Continuity jumpers are duplicate and not rusty.
Schedule Code : T2
Periodicity : Sectional JE/SSE : Quarterly (it will be done by
ESM in presence of JE/SSE),
Incharge SSE : Half yearly
1. Checking the lightning arrestor and its connection.-For AFTC only.
2. For AFTC- Measurement, testing AFTC parameters and compare with last
reading. Take necessary action if not found within range/deviation with respect
to last reading (Voltages & current, AFTC Power Supply, TX Voltages, RX
current and gain etc. as per Annex (AFTC) attached.
3. For AC Track ckt- Measurement of AC track circuit control voltage over AC
track circuit relay (130-200% of rated PU value of TR) and phase angle
between control voltage and local voltage(should not be less than 67 degree).
4. Coating by insulating varnish / epoxy over GJ / IBJ.
5. AFTC gain setting kept in the dynamic range / as prescribed for different AFTC.
Schedule Code : T3
Periodicity : Sectional JE/SSE : Half yearly,
Incharge SSE : Yearly
1. Testing of cable from K Board with 500v megger.
2. TSR also be tested whenever track circuit adjusted or AFTC gain setting
changed.
Schedule Code : T4
Periodicity : Sectional JE/SSE : Half yearly,
Incharge SSE : Yearly
Page 107 of 301
 1. Joint check with JE/SSE (P-way) of track circuited portion for The condition of
rail and insulation at the rail joints, tightness of fish plate bolts, packing of
sleepers in the vicinity of IBJ/GJ, ballast & sleepers, abnormal collection of
brake dust, rusting of the rail, drainage and position of P- way fittings likely to
cause short circuits like spike, pendrol clips and bearing plates, Bridge
insulation on girder bridges installed / maintained by P.Way, mud ballast
accumulation near LC, Points, Trolley paths and other areas.
2. As per IRPWM, Advance correction slip No. 128 dated 05.03.2012,
SSE/JE/P.Way and SSE/JE/S&T should jointly inspect insulated Steel
Sleepers, every six months for checking the effectiveness of insulation in track
circuited areas. SSE/JE/S&T should coordinate this.
3. Condition of ballast, 50 mm ballast clearance from bottom of the rail flange and
availability of anti-creep, ‘J’ clips at GJ/ IBJ, minimum 97% GFN Liners and
Pads for track circuits with PSC sleepers.
4. Test Glued joint insulation with 100V Source (megger), it should not be less
than 25M Ω in dry condition & not less than 3 K Ω in wet condition.
NOTE: Sectional JE/SSE & In charge SSE to carry out every alternate inspection.

Annexure (AFTC)
Siemens AFTC Parameters (To be recorded through FSVM)
Test
equipment
Sr. Module Socket Permitted
Description measuring Remarks
range
No. No. No. range
Amplifier 9 V to 12
Input V AC
1 B40/B41 1&2 20V AC
(Transmitter
output
12 V Supply 11 V to 13
2 B33 I-8 & II-8 20 V DC
voltage V DC
Amplifier 60 V to 90
3 B42 Output 3.1 & 4.1 200 V AC V AC

30 V to To track
(before cable
4 B40/B42 Filter Card 3&4 200 V AC 100 V AC
stabilizing
resistor)
Rx I CH I > 6.5 V AC With track
5 B33 Input I-5 & II-8 20V AC to < 20 V clear
AC
> 6.5V AC
Rx I CH II With track
6 B33 II-5 & II-8 20V AC to < 20
Input VAC clear
Rx I CH I With track
7 B33 I-5 & II-8 20V AC < 5 V AC
Input occupied
Rx I CH II With track
8 B33 II-5 & II-8 20V AC < 5 V AC
Input occupied
Rx I CH I 12 V to 15
9 B33 I-6 & II-8 20V DC
Output V DC

Page 108 of 301

 Rx I CH II 12 V to 15
10 B33 II-6 & II-8 20V DC
Output V DC
Demodulator 1.3 V to 2
11 B33 I-7 & II-8 20/2 V AC
Input CH I V AC
Demodulator 1.3 V to 2
12 B33 I-7 & II-8 20/2 V AC
Input CH II V AC
Relay 16.5 ± 1 V
13 B39/34 I-11 & I-12 20 V DC
Voltage CH I DC
Relay II-11 & 16.5 ± 1 V
14 B39/34 20 V DC
Voltage CH II II-12 DC
Power Power supply 11 V to 13
15 12V/0V 20 V DC
supply unit V DC
Power Power supply 4.5 V to
16 5V/0V 20 V DC
supply unit 5.5V DC
17 B33 Receiver I input E1E2 20V AC 0.3-2V AC

ALSTOM AFTC

(For DTC 24)

Measuring Measuring Multi-meter

Permitted value Remarks
sockets location selection
V-TX TX AC (AUTO) 6 – 90 V AC
V-OUT TX AC (AUTO) 2 - 45 V AC
50 V DC TX DC (AUTO) 45 – 58 V DC
24 V DIG RX DC (AUTO) 22 – 28 V DC
V-IN RX AC (AUTO) > 0.220 V AC
V-RX RX AC (AUTO) 0.400 – 1.20 V AC
MSR +/- RT DC (AUTO) 9.8 – 25 V DC
20 KHZ voltage RT Hz (AUTO) 24 -32 V AC
24 V LOC RT DC (AUTO) 21 – 27 V DC
OUT MSR RT DC (AUTO) 4.8 – 6.8 V DC
OUTPUT RT DC (AUTO) 20 – 28 V DC
+5V RT DC (AUTO) 4.9 – 5.1 V DC
- 12 V RT DC (AUTO) -12.2 – 11.8 V DC
+ 12 V RT DC (AUTO) 11.8 – 12.2 V DC

(For DTC 921)

Measuring Measuring Multi-meter

Permitted value Remarks
sockets location selection
V-TX TX AC (AUTO) 6 – 90 V AC
V-OUT TX AC (AUTO) 2 - 45 V AC
50 V DC TX DC (AUTO) 45 – 58 V DC
24 V DIG RX DC (AUTO) 22 – 28 V DC
V-IN RX AC (AUTO) > 0.220 V AC
V-RX RX AC (AUTO) 0.550 – 1.20 V AC
MSR +/- RT DC (AUTO) 9.8 – 25 V DC
20 KHZ voltage RT Hz (AUTO) 24 -32 V AC
Page 109 of 301
24 V LOC RT DC (AUTO) 21 – 27 V DC
OUT MSR RT DC (AUTO) 4.8 – 6.8 V DC
OUTPUT RT DC (AUTO) 20 – 28 V DC
+5V RT DC (AUTO) 4.9 – 5.1 V DC
- 12 V RT DC (AUTO) -12.2 – 11.8 V DC
+ 12 V RT DC (AUTO) 11.8 – 12.2 V DC
SW1 RT AC (AUTO) 4.1 – 4.7 V AC
SW2 RT AC (AUTO) 4.1 – 4.7 V AC
SW1 OUT POINT RX DC (AUTO) 5 – 15 V DC
SW2 OUT POINT RX DC (AUTO) 5 – 15 V DC

ABB AFTC

Voltage drop across 1 Ω in mV (mA) Initial Relative Gain

390 1
195 2
134 3
98 4
78 5
65 6
56 7
50 8
45 9
39 10
35.4 11
32.4 12
30 13

Gain = (390/V) where V= The voltage across the 1Ω resistor at gain

setting 13 in mV.

For gain of 13 the track circuit will operate from 15 mA to 60 mA. This is the
dynamic range of the track circuit.

Page 110 of 301

US&S AFTC

Parameter Permitted Range

Input voltage 82.5-137.5V AC
At PSU
Output voltage 23-25V DC
Input voltage 23-25V DC
Output voltage 25 to 50 V AC
At Tx (KEM)
Frequency 2297-2303Hz
Gain adjustment (V1 –V10) V5 toV6 – 3 units
Input at E1 & E2 25 to 50 V AC
Frequency 2297-2303Hz
At TMU (Tx end)
Output of TMU 1 to 5 V AC
Input across the track 1 to 5 V AC
Voltage across the track
(i.e. input to TMU at Rx 0.2 to 0.8 V AC
At TMU (Rx end) end)
0 to 3 V AC i.e.
Output of TMU (Rx end)
V1 – V2
Input to Rx (V1-V2) 0 to 3 V AC
Voltage at R1 R2 > 250 mV AC
At Rx (KRV)
Gain adjustment
KRV 56
(R3….R10)
At KRV
Pick Up T.S.R. 1 Ohm
K = Adjustment
RV = Rx input Drop T.S.R. 0.5 Ohm
KRV 56
Voltage across TR without
24 to 30 V DC
T.S.R.
At TR Voltage across TR with 0.5
Ohm T.S.R. 0 V DC

Page 111 of 301

 Annexure 17/4
Maintenance Schedule of Analog Axle Counter :

Schedule Code : AX1

Periodicity : Signal Technician : Fortnightly,
Sectional JE/SSE :Monthly,
Incharge SSE : Quarterly
S.No. Check the following
Outdoor Equipment –
1. Checking of staggering of track devices and their fittings and connections.
2. Checking & tightening of all connections & screw couplers on the oscillator /
receiver amplifier unit.
3. Observe packing conditions of supporting sleepers and ensure that fittings
do not vibrate under movement of train and packing of the same shall be
done, if required.
4. Measurement of Amplifier output voltage of all channels & keeping within
limit.
5. Checking battery specific gravity & voltage and charging equipment.
6. Measurement of charging current and keeping within limit. Charger output
ripple voltage shall be < 10 mV RMS.
7. Checking & keeping track circuits, its connection, rail joints in good condition.
Schedule Code : AX2
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE :Quarterly,
Incharge SSE : Half yearly
Evaluator Maintenance –
1. Checking & tightening screw couplers
2. Checking that indication lamps lights in correct sequence.
3. Measurement and Recording of –
a) All incoming channels & keeping within limit.
b) Coil voltages on EVR & SUPR in drop condition (shall not be > 0.5V).
c) DC-DC converter output voltage.
4. Ensuring Reset switch is sealed & resetting entries tally with counter.
5. Checking of earth connectivity.
Schedule Code : AX3
Periodicity : Sectional JE/SSE :Quarterly
Incharge SSE : Half yearly
Outdoor equipment –
1. Checking& tightening Transmitter, Receiver housing, fitting & clamps.
2. Checking oscillator output voltage, frequency & output level of receiver
amplifier (0.7 – 1.0 V) and indication lamps in resetting box lights in correct
sequence
3. Ensuring TX/ RX coils are at minimum 20 meters from nearest block joint.
4. Evaluator Checking –
a) 5KHZ input signal of each channel for no interference & modulation.
b) Working of trolley protection circuit.
5. Ensure that Switching ON / OFF of battery chargers should not register any
counts in evaluator.
NOTE: – Interference with power supply, connection of evaluator, oscillator / receiver
amplifier and transmitter and receiver coils are likely to cause random counting in the
Evaluator and should be done only after ensuring that no train is occupying or
approaching the controlled section (Annexure 22Sr. no. 1.10 of SEM).
Page 112 of 301
 Annexure 17 /5

Maintenance Schedule of Digital Axle Counter (SSDAC/HASSDAC):

Schedule Code : DAC1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE :Quarterly,
Incharge SSE : Half Yearly
S.No Check the following :
Outdoor Equipment :-
1. Checking & visual inspection of track side Sensor (Tx& Rx coil). If rail contact
bolt of sensor found loose then it must be tightened from Torque wrench with
specified torque (88 N-m).
2. Ensure that proper size & tightness of deflectors. The deflectors are at least 30
cm away from centre of Sensor (Tx& Rx coil).
3. Check physically sensor cable and duct/protective pipe including earthing
connections is proper, tightened & not corroded.
4. Ensure the proper spacing (400 mm.) & packing of sleepers in between track
device (sensor) are fitted & fitting do not vibrate under train movement &
packing of the same shall be done, if required.
5. Ensure that the proper fixing of track side connection box (DP/EAK) on the
mushroom base plate & all screws are tight,also visually check the condition of
Mushroom foundation.
6. Ensure that the rail contact (Sensor)cable must be free to loop near the Tx-Rx
heads. The protective hose must not be fitted up to the rail contact otherwise
the rail contact integral cables may get damaged by the rigid hose because of
short bending radius.
7. Ensure that all cable entry point or any opening of DP/EAK/EJB junction box is
sealed.
8. Ensure proper packing of supporting sleepers of sensor so that fittings do not
vibrate during passage of train.
9. Check auto resetting feature it must be applied whenever one of the DAC unit
is failed then auto reset is to be applied by reset module & system resumes
preparatory mode after time delay (10 to 15 second) or as per manual.
10. Visual inspection of condition of earth rod, earth pit, connections and checking
of earth continuity.
Indoor Equipment:-
11. Physical Checking & functioning of Reset box indication, counter & SM key.
Without SM key reset shall not be applied.
For dual detection track circuits
12. Recording of reading of resetting counter of DAC in auto resetting mode and
comparing of the same with the readings recorded by Datalogger logic.
13. Recording & analyzing counter reading of reset box including Auto resets in
the format attached in annexure VI or annexure VII as per type of redundancy
provided for dual detection.
Schedule Code : DAC2
Periodicity : Sectional JE/SSE : Quarterly (to be done by

ESM in presence of JE/SSE,

Incharge SSE : Half Yearly
1. Opening the cover of Mushroom & inspect card free from dust, dirt &
tightened. Ensure that the same shall not vibrate under movement of train.

Page 113 of 301

 2. Measure rated input /output voltage & other parameter of DP (outside) with
DAC toolkit which is provided by manufacturer & record in book. Also ensure
all parameters are under permitted limits. (All the measured data shall be filled
in the maintenance log sheet attached with this schedule.)
3. Screw coupler connections should be fully tight.
4. Measure the Tx/Rx coil signal levels and record them. Values should be within
the specified limits.
5. Check all indication LEDs are lit in correct sequence.
6. Check the working of trolley protection track circuit if available.
7. Check indication LEDs in reset box are lit as per occupied and clear position of
section.
Schedule Code : DAC3
Periodicity : Sectional JE/SSE : Yearly
Measure Following Parameter jointly with telecom staff:-
1. Where DAC is provided in block section, Measure the Quad cable insulation
with 100V Megger it should be not less than 10M ohm & cable loop resistance
not more than 56 ohm/Km.
2. In case 64 kbps communication channel is used, attenuation/loss should be
between 10 db to 25 db between two modems of DAC installed at entry & exit
ends respectively at two station/IBS.
Schedule Code : DAC4
Periodicity : Sectional JE/SSE : Half Yearly,
Incharge SSE : Yearly
1. Measurement of Earth value of SSDAC, including earth continuity up to
equipment & paint its value on earth enclosures /nearest wall. Readings of
earth value to be recorded in earth measurement register for future reference.
It should be less than 1 ohm.
2. Check auto as well as manual resetting feature. System must come on
preparatory mode after application of resetting (Manual/Auto).
Conditional Hard resetting - system shall assume "working mode" after
application of conditional hard resetting.

NOTE: 1) Verification of parameter as per latest TAN issued by RDSO/ Head Quarters if
any.
2) Check the functioning of Event logger card. Data shall be analysed by attaching the
same with any laptop/PC.

Annexure (AFTC)
Siemens AFTC Parameters (To be recorded through FSVM)
Test
equipment
Sr. Module Socket Permitted
Description measuring Remarks
range
No. No. No. range
Amplifier 9 V to 12
Input V AC
1 B40/B41 1&2 20V AC
(Transmitter
output
12 V Supply 11 V to 13
2 B33 I-8 & II-8 20 V DC
voltage V DC
3 B42 Amplifier 3.1 & 4.1 200 V AC 60 V to 90
Page 114 of 301
 Output V AC

30 V to To track
(before cable
4 B40/B42 Filter Card 3&4 200 V AC 100 V AC
stabilizing
resistor)
Rx I CH I > 6.5 V AC With track
5 B33 Input I-5 & II-8 20V AC to < 20 V clear
AC
> 6.5V AC
Rx I CH II With track
6 B33 II-5 & II-8 20V AC to < 20
Input VAC clear
Rx I CH I With track
7 B33 I-5 & II-8 20V AC < 5 V AC
Input occupied
Rx I CH II With track
8 B33 II-5 & II-8 20V AC < 5 V AC
Input occupied
Rx I CH I 12 V to 15
9 B33 I-6 & II-8 20V DC
Output V DC
Rx I CH II 12 V to 15
10 B33 II-6 & II-8 20V DC
Output V DC
Demodulator 1.3 V to 2
11 B33 I-7 & II-8 20/2 V AC
Input CH I V AC
Demodulator 1.3 V to 2
12 B33 I-7 & II-8 20/2 V AC
Input CH II V AC
Relay 16.5 ± 1 V
13 B39/34 I-11 & I-12 20 V DC
Voltage CH I DC
Relay II-11 & 16.5 ± 1 V
14 B39/34 20 V DC
Voltage CH II II-12 DC
Power Power supply 11 V to 13
15 12V/0V 20 V DC
supply unit V DC
Power Power supply 4.5 V to
16 5V/0V 20 V DC
supply unit 5.5V DC
17 B33 Receiver I input E1E2 20V AC 0.3-2V AC

ALSTOM AFTC

(For DTC 24)

Measuring Measuring Multi-meter

Permitted value Remarks
sockets location selection
V-TX TX AC (AUTO) 6 – 90 V AC
V-OUT TX AC (AUTO) 2 - 45 V AC
50 V DC TX DC (AUTO) 45 – 58 V DC
24 V DIG RX DC (AUTO) 22 – 28 V DC
V-IN RX AC (AUTO) > 0.220 V AC
V-RX RX AC (AUTO) 0.400 – 1.20 V AC
MSR +/- RT DC (AUTO) 9.8 – 25 V DC
20 KHZ voltage RT Hz (AUTO) 24 -32 V AC
24 V LOC RT DC (AUTO) 21 – 27 V DC
OUT MSR RT DC (AUTO) 4.8 – 6.8 V DC
Page 115 of 301
OUTPUT RT DC (AUTO) 20 – 28 V DC
+5V RT DC (AUTO) 4.9 – 5.1 V DC
- 12 V RT DC (AUTO) -12.2 – 11.8 V DC
+ 12 V RT DC (AUTO) 11.8 – 12.2 V DC

(For DTC 921)

Measuring Measuring Multi-meter

Permitted value Remarks
sockets location selection
V-TX TX AC (AUTO) 6 – 90 V AC
V-OUT TX AC (AUTO) 2 - 45 V AC
50 V DC TX DC (AUTO) 45 – 58 V DC
24 V DIG RX DC (AUTO) 22 – 28 V DC
V-IN RX AC (AUTO) > 0.220 V AC
V-RX RX AC (AUTO) 0.550 – 1.20 V AC
MSR +/- RT DC (AUTO) 9.8 – 25 V DC
20 KHZ voltage RT Hz (AUTO) 24 -32 V AC
24 V LOC RT DC (AUTO) 21 – 27 V DC
OUT MSR RT DC (AUTO) 4.8 – 6.8 V DC
OUTPUT RT DC (AUTO) 20 – 28 V DC
+5V RT DC (AUTO) 4.9 – 5.1 V DC
- 12 V RT DC (AUTO) -12.2 – 11.8 V DC
+ 12 V RT DC (AUTO) 11.8 – 12.2 V DC
SW1 RT AC (AUTO) 4.1 – 4.7 V AC
SW2 RT AC (AUTO) 4.1 – 4.7 V AC
SW1 OUT POINT RX DC (AUTO) 5 – 15 V DC
SW2 OUT POINT RX DC (AUTO) 5 – 15 V DC
ABB AFTC

Voltage drop across 1 Ω in mV (mA) Initial Relative Gain

390 1
195 2
134 3
98 4
78 5
65 6
56 7
50 8
45 9
39 10
35.4 11

Page 116 of 301

 32.4 12
30 13

Gain = (390/V) where V= The voltage across the 1Ω resistor at gain

setting 13 in mV.

For gain of 13 the track circuit will operate from 15 mA to 60 mA. This is the
dynamic range of the track circuit.

US&S AFTC

Parameter Permitted Range

Input voltage 82.5-137.5V AC
At PSU
Output voltage 23-25V DC
Input voltage 23-25V DC
Output voltage 25 to 50 V AC
At Tx (KEM)
Frequency 2297-2303Hz
Gain adjustment (V1 –V10) V5 toV6 – 3 units
Input at E1 & E2 25 to 50 V AC
Frequency 2297-2303Hz
At TMU (Tx end)
Output of TMU 1 to 5 V AC
Input across the track 1 to 5 V AC
Voltage across the track
(i.e. input to TMU at Rx 0.2 to 0.8 V AC
At TMU (Rx end) end)
0 to 3 V AC i.e.
Output of TMU (Rx end)
V1 – V2
Input to Rx (V1-V2) 0 to 3 V AC
Voltage at R1 R2 > 250 mV AC
At Rx (KRV)
Gain adjustment
KRV 56
(R3….R10)
At KRV
Pick Up T.S.R. 1 Ohm
K = Adjustment
RV = Rx input Drop T.S.R. 0.5 Ohm
KRV 56
Voltage across TR without
24 to 30 V DC
T.S.R.
At TR Voltage across TR with 0.5
Ohm T.S.R. 0 V DC

Page 117 of 301

 Annexure : 17/6

Maintenance Schedule of Multi Section Digital Axle Counter (MSDAC)

Schedule Code : MSD1

Periodicity : Signal Technician : Monthly,
Sectional JE/SSE :Quarterly
Incharge SSE : Half Yearly
S.No. Check the following
Outdoor Equipment :-
1. Checking & visual inspection of track side Sensor (Tx& Rx coil) tightened
properly. If rail contact bolt of sensor found loose then it must be
tightened from Torque wrench with specified torque (Siemens-45Nm,
Eldyne-25 Nm) and (Frauscher nut towards web-15nm, sensor nut away from
web- 40nm, clamp nut- 200nm).
2. Check physically sensor cable and duct/protective pipe including earthing
connections is proper & tightened & not corroded.
3. Ensure proper size & tightness of deflectors. The deflectors are at least 45 cm
away from centre of Sensor (Tx& Rx coil).
4. Ensure the proper fixing of track side connection box (DP/EAK) on the
mushroom base plate & all screws are tight. Also check the condition of
Mushroom foundation.
5. Ensure the proper spacing (400 mm) & packing of sleepers in between track
device (sensor) are fitted & fitting do not vibrate under train movement.
6. Ensure that all cable entry point or any opening of DP/EAK/EJB junction box is
sealed.
7. Ensure that the rail contact (Sensor) cable must be free to loop near the Tx-Rx
heads. The protective hose pipe must not be fitted up to the rail contact
otherwise the rail contact integral cables may get damaged by the rigid hose
because of short bending radius.
8. Ensure proper packing of supporting sleepers of sensor so that fittings do not
vibrate during passage of train.
9. Visual inspection of condition of earth rod, earth pit, connections and checking
of earth continuity.
Indoor Equipment:-
10. All cable terminations are tight & properly connected in relay room.
11. Ensure that the armour of quad cable connecting DP to location & location to
relay room should be properly earthed & tightened in relay room.
12. All cards, PCB’s & connectors are properly connected in Evaluator (MSDAC)
& free from dust.
13. Physical Checking & functioning of Reset box indication, counter & SM key.
Ensure that without inserting SM key reset shall not be applied.
14. All fuses provided in relay room, Evaluator PCB’s & DP’s are of proper
capacity & tightened.
15. Check sealing of Reset Box.

Schedule Code : MSD2

Periodicity : Sectional JE/SSE :Quarterly,
Incharge SSE : Half Yearly
1. Open the cover of DP/Mushroom & ensure that card is free from dust, dirt &
tightened & do not vibrate when movement of train.
2. Measure rated input /output voltage & other parameter of DP (outside) &
Evaluator (MSDAC) with DAC toolkit which is provided by manufacturer and

Page 118 of 301

 compare with last reading. Take necessary action if not found within
range/deviation with respect to last reading. Readings to be recorded are
indicated in annexure attached.
Schedule Code : MSD3
Periodicity : Sectional JE/SSE :Half yearly,
Incharge SSE : Yearly
Measure Following Parameter jointly with telecom staff:-
1. Where DAC is provided in block section, Measure the Quad cable insulation
with 100V Megger it should be not less than 10M ohm & cable loop resistance
not more than 56 ohm/Km.
2. In case 64 kbps communication channel is used, attenuation/loss should be
between 10 db to 25 db between two modems of DAC which are installed in
Block sections.
3. Measure the earth resistance of indoor equipments& paint its value on earth
enclosures /nearest wall. It should be less than 1 ohm.
4. Check auto as well as manual resetting feature. System must come on
preparatory mode after application of resetting (Manual/Auto).Conditional Hard
resetting- system shall assume "working mode" after application of conditional
hard resetting.

NOTE: 1) CRC/Checksum to be verified if application software is loaded due to failure or

any other reason.
2) Maintenance and diagnostic tool to be used for analysing failures and its efficacy to be
checked once in a year.

ANNEXURE (MSDAC)

MAINTENANCE LOG-SHEET FOR ELDYNE MSDAC

ELDYNE MSDAC

Date ………………. Item Permissible range

1 a) Power supply Channel 1 22…35 VDC

2 b) Power supply Channel 2 22…35 VDC

c) ( Rectified Rx1 voltage w/o

3 + 80..+1000mV DC
dummy wheel ) MESSAB1

Selector position 4 d) With dummy wheel set on 40mm + -80..-1000mV DC

in test unit 5 e) Reference voltage PEGUE1 Adjust as per ©

f) Rectified Rx1 voltage w/o dummy

6 +80..+1000mV DC
wheel) MESSAB2

7 g) With dummy wheel set on 40mm -80…-1000Mv

8 h) Reference voltage PEGUE2 Adjust as per (f)

Terminal 3 & 13 of EAK i) Input Power Supply Voltage 54 V to 72 V DC

Page 119 of 301

 j) Transmitter frequency SK1 30.0…..31.25KHz
Terminal SK2/S1 & SK2/S2
k) Transmitter voltage SK1 40……..85 VAC

Date ………………. Item Permissible range

l) Transmitter frequency SK2 27.4….28.6 KHz

Terminal SK2/S1 & SK2/S2
m) Transmitter voltage SK2 40…….85V AC

n) H1-1 Red/H1-2 Green Note

Indications Analog board o) H2-1 Red/H2-2 Green Note

p) H3-1 Red/H3-2 Green Note

q) H1-1 Green/H2-1 Green Note

Indications Digital board
r) H1-2 Green/H2-2 Green Note

s) Signature

Indoor equipment: ACE &

for ELDYNE MSDAC
PDCU

DP & PDCU Input ACE Voltage > 21.5 V DC

No. Voltage Ripple Voltage<10 mV rms

PDCU Input to PDCU> 5 V DC

Voltage Ripple Voltage< 10 mV rms.

SIEMENS MSDAC

Outdoor parameters

Parameter code Measured parameter Set point Tolerance range

U-60 WDE voltage 60V DC 30V to 72V

U-24 Operational voltage 24V DC 21.3V to 22.4V

Transmitter frequency of
FS 43KHz 42.8 KHz to 43.2 KHz
double wheel detector

F1 Signal frequency 1 3.50 KHz 3.47 KHz to 3.53 KHz

F2 Signal frequency 2 6.37 KHz 6.31 KHz to 6.43 KHz

UR1 Standard voltage1 3.45V 3.25V to 3.65V

UR2 Standard voltage2 3.25V 3.05V to 3.45V

Page 120 of 301

 UE1 Receiver voltage1 AC 60 mV to 150mV

UE2 Receiver voltage2 AC 60 mV to 150mV

WDE transmitter level

UL With direct supply ≥1.0 V AC 0.45V to 1.80V

With external supply ≥1.0 V AC 0.70V to 2.70V

Indoor parameters - Adjustments and measurements at Evaluation Computer on VESBA board

Channel number Parameter Acceptance Range

Signal F1 2.9 to 3.1 V DC

CH1
Signal F2 2.9 to 3.1 V DC

Signal F1 2.9 to 3.1 V DC

CH2
Signal F2 2.9 to 3.1 V DC

Signal F1 2.9 to 3.1 V DC

CH3
Signal F2 2.9 to 3.1 V DC

Signal F1 2.9 to 3.1 V DC

CH4
Signal F2 2.9 to 3.1 V DC

Signal F1 2.9 to 3.1 V DC

CH5
Signal F2 2.9 to 3.1 V DC

FRAUSCHER MSDAC

Indoor Equipment:-

Parameter Permissible range

The Supply Voltage Range for ACS2000 - +19V to 72V

The Supply Voltage Range for Reset box 21 V to 29V

Evaluation broad Sys-1 Voltage at test sockets - 280mV to 500mVDC

Evaluation broad Sys-2 Voltage at test sockets - 280mV to 500mVDC

Page 121 of 301

Wheel Sensor basic Current Evaluation

Broad Sys-1 & Sys-2 Voltage Difference - <20mV (Within limit)

Measure the voltage on E3 &E4 of BSI(Over Voltage

Protection Board)

On Load (with wheel sensor connected ) - 12 V to 28 VDC

The current should be measured at wire 3(E3) - 57 to 65 mA

Outdoor Equipment:-

Measurements in the GAK when the wheel sensor

is connected

Current in wire 1 and/or 2 -2.8 to 5 mA

Current in wire 3 -57 to 65 mA

(If current <55mA checked cable loop resistance)

- 12 to 14 V (If the voltage is less

Voltage between wires 3 and 4 then 12 V DC, the loop
resistance must be tested)

*The maximum loop resistance of the cable from the GAK to the backplane ABP is 250
ohm.

Page 122 of 301

 MEDHA MSDAC
MSDAC CENTRAL EVALUATOR

MSDAC : MODEL NO. MAC181 Division :

MSDAC Unit. SI. No._____________________________________________ Station :

Reset
Input Reset Signature
CEU Panel
Input Voltage Voltage Panel of
Sl. No. Date Temp Earth resistance (Ω) Earth Contact Physical EMI Filter CT Rack Wires Termi Remarks
(At CT Rack) (At SM Physical Maintainer
status nations in
Room) status Official
SM Room
M

m
t
c
o
n

a
st

oi

di

pl

bl
H

D
P

S
B

e
o
no

d
a

L
o
o

h
s

Nc

ks
-

Cr
t

t
21.6- 21.6- 21.6-
21.6-28.8V OK/ NOT OK/ NOT OK/ NOT OK/ NOT
Range 28.8V 28.8V 28.8V -40 to 85 °C < 1Ω < 1Ω OK/ NOT OK OK/ NOT OK
DC OK OK OK OK
DC DC DC

Page 123 of 301

 Annexure 17/7

Detailed Instructions for measurement of stray Direct Current before

installation of D.C. Single Rail Track Circuits

1.0 Before installing a D.C. Track Circuit in areas, which are to be A.C. Electrified, stray
Direct Current tests shall be carried out so as to ensure that D.C. Track Relays shall not
operate with the stray currents.

2.0 These Tests shall be carried out only on non-electrified sections.

3.0 If there are already existing track circuits in the area, these shall be disconnected to
safeguard against false readings being recorded in case of leakage of Block Joints.

4.0 The length of the track required being track circuited should be insulated by means of
Block Joints on either end of the rails. The rail joints in the track-circuited length may or may
not be bonded for purpose of these tests.

5.0 electing a suitable earth, which shall not exceed 5 ohms in resistance, test shall be
carried out.

6.0 A suitable type of milli-volt meter and milli-ammeter shall be used for recording voltages.

7.0 These stray current and rail earth voltage measurements shall be recorded in
accordance with the diagram for measurements indicated below: -

FIG. 1 - Measurement of Stray current

Note:- For measurement of stray current set up the circuit as shown above and measure the
current simultaneously.

FIG.2 - Measurement of Rail -Earth Voltage

Note :- Where 9 ohms, 4 ohms or 2.25 ohms relays are used, use 9 ohms, 4 ohms or 2.25
ohms resistance and measure the voltage once at 'X' and next at ' XV.

Page 124 of 301

8.0 These measurements shall be recorded at different periods of the day - one in the
morning, one in the afternoon and one in the evening. These tests shall be extended for
three days.

9.0 Where stray current/voltages are observed, the length of the Direct Current track circuit
shall be cut down so as not to exceed the following limits for each length of Track Circuit: -

a) The Rail-Earth voltage as measured across 9 ohms, 4 ohms, or 2.25 ohms shall not
exceed 0.1 volt.

b) The total stray current as measured shall not exceed 100 mA. Where all track circuits to
be installed on the line are less than 100 metre long, the highest acceptable figure of stray
current is 10 mA.

Page 125 of 301

 CHAPTER - 18: BLOCK INSTRUMENTS, BPAC & IBS
WORKING
Section 1 : Block Instruments General Requirements
18.1.1.0 Construction and Type:

18.1.1.1 All block instruments shall be of robust construction and approved type only.

18.1.1.2 On sections where A.C. voltages are induced due to power line parallelism,
suitable block instruments with appropriate protective measures shall be
provided as per Section

18.1.1.3 Block instruments shall normally be worked on physical conductors. Under

special instructions, block instruments may be worked on Radio/Optical Fibre
Cable with appropriate security features.

18.1.2.0 Lightning Discharger - All instruments shall be provided with lightning

discharger to approved specification. Where a return line wire is used,
lightning discharger must be installed on both wires.

18.1.3.0 Prevention of irregular operations - There shall not be any opening giving
access to the interior of the instrument through which it is possible to operate
the mechanism by any irregular means.

18.1.4.0 Locking and sealing facilities - Facilities shall be provided for locking and
sealing the instruments. The doors of the instruments giving access to the
internal mechanism shall be provided with a double lock, the key of one of
which shall be in the custody of the Station Master on Duty and the key of
the other will be with the technician signal in charge of the maintenance of
Block Instruments. It shall not be possible to open the door of the Block
Instruments without the co-operation of both the agencies.
Note: It is desirable to monitor Block door opening through Data logger
where ever feasible.

18.1.5.0 Prevention of unauthorised operation - A lock or other device shall be

provided to enable the Station Master on duty to prevent unauthorised
manipulation of the instrument during his absence.

18.1.6.0 Isolation of telephone circuit - Telephone instrument shall be provided in

conjunction with block instruments. It is desirable that the condenser or other
means provided for isolating the telephone circuit from the instrument circuit
is located within the instrument or in such a way as to be inaccessible for
outside interference.
18.1.7.0 Bell push - A Bell push button or a bell plunger shall be provided on the
instrument for exchange of bell codes.

18.1.8.0 “An isolated power supply (battery in standalone mode or DC-DC Converter
with isolated output) shall be used for line circuit for each block instrument.
This power supply shall only feed the block instrument and not any other
circuits. The power supply housing shall be locked and sealed if provided in

Chapter - 18: Block Instruments, BPAC & IBS working

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 the SM’s Room”.
Note:- Where Integrated Power supplies (IPS) are used for Block working,
isolated DC-DC convertor Modules shall be used for each Block separately

18.1.9.0 Tokenless Block Instruments worked on physical conductors shall be worked

on metallic return circuits.

18.1.10.0 Special Requirements of Single Line Block Instruments

Fixed Indications - The instruments shall be provided with visual indication

clearly giving the following indications :

(a) When the instruments are normal and there is no train in the block
section, "Line Closed" at both the stations.

(b) When Line Clear for a train to leave the Block station in rear has been
given, "Train Coming From" at the receiving station.

(c) When Line Clear for a train to leave a Block station has been received
from the Block station ahead, "Train Going To" at the sending station.

18.1.11.0 Current Indicator - An indicator, indicating the polarity of current, shall be

provided to indicate incoming and outgoing line currents.

18.1.12.0 Operation:

18.1.12.1 "Train Going To" and "Train Coming From" - The instruments shall be such
that the co-operation of the Station Master at the other end of the section
shall be necessary. Even with the co-operation of the Station Master at the
other end, the Station Master has to go through one or more definite moving
operations on the instrument in addition to working of bell plunger.-

(a) before he can grant Line Clear to the Station Master at the other end of
the section to release a token, or

(b) before he can obtain Line Clear and extract a token.

18.1.12.2 "Line Closed" - Both the instruments shall be restored to normal before a
further operation of setting the instrument to "Train Going To"/"Train Coming
From" can be carried out. It shall not be possible for the instruments at either
end of the section to be restored to normal without the co-operative features
indicated in Para 18.1.12.1
18.1.13.0 Operation of "Line Clear" receiving and granting mechanism - It shall
not be possible for the mechanism which permits a "Line Clear" to be
received and that which permits a "Line Clear" to be granted to be in
operation at the same time.

18.1.14.0 The instruments that is set to "Train Going To" for initiating a train movement
shall be the first one to be restored to "Line Closed" on complete arrival of
the train at the receiving station.

18.1.15.0 Extraction of token.—It shall be possible to extract one token only when the
instrument has been set to "Train Going To". It shall not be possible to
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Page 127 of 301

 change the "Train Going To" condition until the token has been inserted in
one of the instruments of the Block section.

18.1.16.0 Token instruments shall be so installed that a token of one block section
cannot be placed in the instrument of an adjacent section and preferably
such that if the token is over-carried, it cannot be placed in an instrument at
the next station.

18.1.17.0 The tokens of each section shall be engraved with the code name of the
stations at both ends of the block section and with a serial number.

18.1.18.0 Special requirements of Single Line Tokenless Block Instruments

Fixed Indications: In addition to the fixed indications specified in paragraph

18.1.10.0 the instrument shall be provided with means to indicate "Train On
Line" at both the sending and receiving stations when a train has entered the
block section.

18.1.19.0 Immunity from extraneous currents: Single Line tokenless block

instruments shall work on coded impulse/frequency modulated current
system so as to be immune from the effects of extraneous currents.

18.1.19.1 "Train Going To" and "Train Coming From ": The instrument shall be such
that even with the co-operation of the Station Master at the other end of the
section, the Station Master has to go through one or more definite moving
operations on the instrument in addition to the working of bell plunger.

18.1.19.1 (a) before he sets his instrument to " Train Coming From ".

18.1.19.1 (b) before he sets his instrument to " Train Going To ".

18.1.19.2 "Train On Line" Means shall be provided to ensure that the instruments are
set to "Train On Line" automatically by the entry of the train into the block
section and maintained in that position until the train has cleared the block
section. This indication shall be in addition to the "Train Going To" or "Train
Coming From" indications of the handle.

18.1.19.3 "Line Closed" Both the instruments shall be restored to normal before a
further operation of setting the instrument to "Train Going To"/"Train Coming
From" can be carried out. It shall not be possible for the instruments at either
end of the section to be restored to normal without the cooperative features
enumerated in Para 18.1.19.1.

18.1.20.0 Operations: Push Button Tokenless Block Instruments

18.1.20.1 "Train Going To" and "Train Coming From": The co-operation of the Station
Master at the other end of the section may be dispensed with. The
instrument shall be such that a button in addition to the bell button shall be
operated for "Train Going To" position.

18.1.20.2 "Train On Line": Means shall be provided to ensure that the instruments are
set to" Train On Line " automatically by the entry of the train into the block
section and maintained in that position until the train has cleared the block
section. This indication shall be in addition to the "Train Going To" or "Train
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 Coming From" indications.

18.1.20.3 Line Closed.— Both the instruments shall be restored to normal before a
further operation of setting the instrument to "Train Going To"/"Train Coming
From" can be carried out. The instrument shall be such that a button in
addition to the bell button shall be operated by the receiving station for
setting both the instruments to the "Line Closed" condition. This feature can
be dispensed with where an automatic device of closing the Block section is
provided.

18.1.21.4 Operation of "Line Clear" receiving and granting mechanism — It shall not be
possible for the mechanism which permits a "Line Clear" to be received and
that which permits a "Line Clear" to be granted to be in operation at the same
time.

18.1.22.5 Tokenless block instruments shall be provided with

(a) Audible indicators to warn the receiving station

(i) when the train enters the block section at the sending station;

(ii) when the train has passed the Home Signal at the receiving station.

(b) Shunting key suitably interlocked with the Block instrument for use as an
authority for shunting behind the Last Stop Signal and upto the opposing
First Stop Signal.

18.1.23.0 Special requirements of Double Line Block instruments

18.1.23.0 Indicators for Up and Down Lines :- The Instruments shall be provided
with Visual indicators separately for Up and Down Lines to show the
following three conditions :-
(a) Line Closed
(b) Line Clear
(c) Train On Line.

18.1.24.0 Current Indicator :- The indicators provided as per paragraph 18.1.23.0

may also serve as the current indicators.

18.1.25.0 Operation before granting or receiving Line Clear :- The instrument shall
be such that the Station Master has to go through one or more definite
moving operations on the instrument besides working the bell or plunger
before he can grant Line Clear.

18.1.26.0 Audible Indicator :- Where required, the instruments may be provided with
audible indicators

(a) to warn the receiving station when the train has passed the Home Signal,
and

(b) to warn the sending station when the train has passed the Last Stop
Signal.

Chapter - 18: Block Instruments, BPAC & IBS working

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18.1.27.0 Non-Co-operative type instruments :- Non-Co-operative type double line
block instruments shall work on a system of coded currents.

18.1.28.0 The requirements indicated in paragraphs 18.1.23.0 and 18.1.26.0 will apply
to these instruments. In addition, the following shall be provided in these
instruments :-

(a) Automatic "Train On Line" :- Means to ensure the instruments are set to
"Train On Line" position automatically by the entry of the train into the block
section and maintained in that position until the train has passed the Home
Signal at the receiving station and the instrument set to " Line Closed "
condition.

(b) Audible Indicator :- Audible Indicator to warn the receiving station when
the train enters the block section at the sending station.

(c) Shunting Keys :- Two Shunting keys, one for each line, suitably
interlocked with the block instruments for use as an authority for shunting in
the block section.

18.1.29.0 Use of track circuits for proving block section to be clear - On sections
where use of track circuits for proving the block section to be clear is to be
introduced, the following equipment shall be provided :-

(a) Track circuits or axle counters extending from the Last Stop Signal of the
block station at one end of the block section to the other end of the block
section

(b) An indicator in each block station to show whether the block section is
occupied or not.

(c) A control to ensure that the Last Stop Signal of the block station in rear is
automatically replaced to ' ON ' by the passage of a train and maintained in
that position until the train has cleared the block section

(d) A control to ensure that the First Stop Signal is automatically replaced to
' ON ' by the passage of the train

(e) On single line, a control to ensure that the opposing Last Stop Signals of
the Block section cannot be taken ' OFF ' at one and the same time.

Section 2: Special Requirements of Block Working in RE

Area
18.2.30.1 In 25 KV electrified line only following type of block instrument shall be used :

(a) Single Line

(i) Single Line Ball Token/Tablet Token Block Instrument
(ii) Single Line Tokenless Block Instrument Handle type
(iii) Block working with Axle Counter
(iv) Block Proving by Axle Counter using UFSBI
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 (v) Solid State Block Proving by Axle counter(Digital)
(vi) Push button type block instrument may be used on non electrified
section taking off from electrified section if length of parallelism does not
exceed 1.5 Km.

(b) Double Line :

(i) Double Line Block Instrument
(ii) Block working with Axle Counter
(iii) Block Proving by Axle Counter using UFSBI
(iv) Solid State Block Proving by Axle counter(Digital)

18.2.30.2 If any other block instrument is to be used, prior approval of Railway Board
shall be obtained.

18.2.30.3 Block instruments may use special PVC insulated quads in the aluminum-
sheathed cable/4 or 6 quad jelly filled telecommunication cable or other
suitable communication means, like OFC and radio, for their working.

18.2.30.4 When quad cable is used for the working of block instruments, Block
Telephone and Block Bell circuits shall be worked through a transformer
utilizing the two pairs of block quad. The Block circuits shall be worked on
the phantom pair or by other suitable means.

18.2.30.5 Protective Devices of approved type consisting of two chokes connected in

series with a four terminal condenser connected across the junction between
two chokes and earth shall be used. A surge arrestor of suitable type shall
also be provided across the condenser to absorb surges under faulty
conditions. The arrangement is illustrated in Drg. No. 18 D1

18.2.30.6 The Block Bell shall be worked through Block Bell equipment of approved
type.

18.2.30.7 Separate line battery or DC-DC converter shall be used for each block
instrument. This battery shall feed only the block instruments and not any
other circuit.

Note:- Two different earths shall be provided separately for SPD and Block.

18.2.30.8 When OFC, Radio or other communication means are used for block
working, Universal fail-safe block interface (UFSBI) of approved design shall
be used. UFSBI shall be installed in relay/panel room and which may not be
always close to the place where block instruments are installed. In case the
distance between UFSBI and block instrument is more than 500 metres,
block filter and block bell and telephone shall be inserted in cable pairs
connecting them.

18.2.30.9 SINGLE LINE BALL TOKEN/ TABLET TOKEN BLOCK INSTRUMENT IN

RE AREA

(a) Where earth return is used, the rest contact of the instrument shall be
substituted by the contacts of a slow release relay. The arrangement shall be
Chapter - 18: Block Instruments, BPAC & IBS working

Page 131 of 301

 such that the relay is energised during the operation of plunger but is
dropped only after the condenser has discharged to a safe limit. The circuit
details are illustrated in drawing No. 18 D2.

(b) Whenever stray DC is present in the earth, metallic return is provided for
block circuit. Metallic return should be used with a modified filter circuit
eliminating the condenser. The chokes and surge arrestors shall be retained
and shunt resistors shall be provided across the Galvo (150 ohms) and
Polarised Relay (77 ohms). The resistors shall be of substantial rating so that
they do not get open circuited. The circuit details are illustrated in drawing
No. 18 D3. In this case, slow to release relay is not required.

(c) On Single Line the following Block Instruments are used

(i) Neal’s Token Instrument
(ii) Daido’s Tokenless block Instrument
(iii) Block working with Axle Counter
(iv) Block Proving by Axle Counter using UFSBI

18.2.30.10 Double Line Block Instrument in RE area

(a) IRS type Block Instrument with Block filter shall be used for Double Line
section electrified with 25 kV AC. The circuit details are illustrated in Drawing
No. 18 D4.

(b) The voltage of the Battery shall be sufficient to ensure not less than 18-
ma and not more than 25-mA current through the polarized relay. Needle coil
resistance shall be modified to obtain this level of current

Section 3: Block Instruments Installation General

18.3.31.0 Fixture :

18.3.31.1 All block instruments shall be of approved type only.

18.3.31.2 The Table or other fixture on which instruments are placed must be
substantial and the Instruments are securely fixed there on.

18.3.31.3 Turn-table arrangement may be provided for fixing the Token and Handle
type instruments to enable easier maintenance but the plate on which the
instrument turns shall be securely fixed to the table.

18.3.32.4 Painting : Painting of Block Instruments shall be in accordance with the

painting scheme in Annexure- 18/1

18.3.33.0 Transmission Media and other wires :

18.3.33.1 Line Wires:

The line wires from the point where the lines of two adjacent block sections
meet to the terminating point on or near the building shall either be insulated
or be so erected as to be not less than 150 mm from any other wire. The
provision of insulated wires should be preferred. The insulated line wires
must be terminated on pot-head insulators. The line wires must not be easily
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Page 132 of 301

 accessible. Alternatively, a cable, suitably protected, may be used, but a
separate cable should be provided for each instrument circuit. The insulated
line wires must be led in sloping upward to the building, otherwise a drip loop
should be provided.

18.3.33.2 Leading in wires:

The wires leading into the building from the terminating point shall be
adequately separated from the wires of other circuits and shall be single,
braided or metal sheathed, run in one length from the pot-head insulator to
the test panel. Alternatively, a cable, suitably protected, may be used, but a
separate cable should be provided for each block instrument circuit.

18.3.33.3 Indoor Wires:

Indoor wires must be run in troughing or other suitable form of trunking which
provides protection from interference and separation from the wires of any
other circuit.

18.3.33.4 Radio / Optical Fibre Cable:

Where radio channel or optical fibre cable is used in lieu of line wires,
approved type block interface shall be provided.

18.3.33.5 Specification of Wires:- All wires or cables shall be in accordance with the
Indian Railway Standard Specification or other approved specification.

18.3.33.6 Lightning Dischargers shall not be located in the Block Instrument but
installed separately and shall be the demarcating point for test purposes.

18.3.34.0 Block instruments, distinction of :

Where two or more block instruments are located in the same room, they
shall be fitted with bell units/ bell buzzers of distinctive tones.

18.3.35.0 Protective measures against power line parallelism

18.3.35.1 It shall be ensured that induced voltage due to power line parallelism does
not exceed 150V and the short circuit fault current does not exceed 430V as
prescribed by CCITT.
18.3.35.2 If the induced voltage goes beyond these limits, overhead block circuit shall
be transferred to an underground telecom PET quad cable/OFC/Radio, so as
to bring the induced voltage within the permissible limits.

18.3.35.3 Since the immunity of PR relay is only up to 10V, block filters shall be used in
all block instruments using this relay where this limit is exceeded.

18.3.35.4 Block filters shall be used with Handle type Block instruments using
frequency coded signal.

18.3.35.5 Use of single line push button token less block instruments is permitted in
sections where length of parallelism does not exceed 1.5 Km, so as to
ensure that the DC coding used in these block instruments is not distorted.

18.3.36.0 Earth

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18.3.36.1 A separate earth shall be provided for each instrument. The earth shall be of
an approved type and should be buried at a depth of not less than 1.5m and
at a distance not less than 2.5m from any other earth. The resistance of the
earth should not be more than 10 ohms.

18.3.36.2 The length of the Earth wire shall be as short as possible and cross section
of the wire not smaller than the size of the line wire and in any case shall not
be smaller than 4mm dia. The earth wire shall not have a sharp bend or
spiral. Earth wire should be adequately protected from mechanical injury and
be efficiently connected to the earth. All connections to the earth shall be well
soldered.

Section 4 - Installation of Single Line Token Instruments

18.4.37.0 The token instruments shall be so installed that the token of one section
cannot be placed in any other instrument at that station. It is also desirable
that the installation be such that if the token is over carried, it cannot be
placed in any instrument at the next station.

18.4.38.0 Consecutive block sections shall be provided with tokens of configurations A,

B & C. Following block sections shall also be provided with similar
configuration in the same order. Where a junction station falls in between or
new crossing station is opened, tokens with special configuration (D&E) shall
be provided.

18.4.39.0 Block Instruments must be mounted level (spirit level may be used) so that
tokens will not get into any particular race in case of ball token instrument
and the token will not tilt in case of tablet token instrument.
18.4.40.0 Tests to be conducted after installation and before commissioning :-

18.4.41.1 Check that correct polarities are connected to the instruments at both the
ends.

18.4.42.2 Check that all mechanical parts are free to move without undue friction and
that there is no jamming of moving parts.

18.4.43.3 Check that the commutator does not change unless the token gets into the
races in the case of Ball Token instruments and slides down the rail beyond
the tablet receiver in the case of Tablet Token instrument.

18.4.44.4 Check that the insulation of electrical components and internal wiring of the
block instrument is proper and free from leakage from the instrument
body/earth.
Note- RDSO Booklet STS/E/BTI/IMI may be referred to for detailed
instructions regarding installation & testing.

Section 5 - Installation of Single Line Tokenless Block

Instrument
18.5.45.0 The instruments shall be mounted level. The instruments shall be so placed
as to have an easy access and space for their maintenance.

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Page 134 of 301

18.5.46.0 Before installation, the instrument shall be checked for the following : -
(a) Free from mechanical damage, corrosion. All nuts and bolts shall be
secure and complete.
(b) The Front Panel shall be free from splitting, twisting or warping in case of
Push Button type instruments.
(c) The seal of all the relays and counters shall be intact.
(d) Sealing.

18.5.47.0 All the external connections to the block instrument shall be removed and
insulation resistance measured between individual insulated circuits and
Earth. The minimum value between each individual insulated circuit and
Earth shall not be less than 10 mega ohms.

18.5.48.0 Block release shall be by operation of two track circuits sequentially.

18.5.49.0 Testing of Single Line Tokenless Block instruments

18.5.50.0 Check that the Last Stop Signal at the sending station cannot be taken 'OFF'
until the receiving station instrument is set to "Train Coming From" condition
and the sending station instrument is set to "Train Going To" condition.
18.5.51.0 Check that the Line Clear can be granted only when reception signals and
the Last Stop Signal are proved at 'ON'.

18.5.52.0 Check that the Last Stop Signal is replaced to 'ON' by the entry of a train into
the block section and the same is maintained in the 'ON' position until the
train has cleared the block section and the instruments are brought back to
the 'Line Closed' condition and fresh "Line Clear" is obtained.

18.5.53.0 Check that the opposing Last Stop Signals of the block section cannot be
taken "OFF" at one and the same time.

18.5.54.0 Check that the circuit for proving the arrival of a train is directional.

18.5.55.0 Check that the shunting key can be taken out only when the instruments are
in "Line Closed" condition or "Train Going To" condition.

Section 6 - Installation of Double Line Block Instruments

18.6.56.0 Quick acting relays shall not be used for stick circuits of the block instrument.
Two immunized plug-in type 'Q' series relays connected in tandem or one 'Q'
series slow to pick up AC immunized relay shall only be used. The total pick
up time of relays used shall not be less than 300 ms. DC 3-position polarized
line relay of approved type shall only be used in the line circuit for block
working.

18.6.57.0 Block release shall be by the operation of two track circuits sequentially.

18.6.58.0 Tests to be conducted at the time of installation

18.6.59.0 Check that the commutator handle is locked first before the "Train On Line"
indication appears on the indicator when the handle is turned from "Line
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Page 135 of 301

 Clear" to "Train On Line" position.

18.6.60.0 Check that the Block Clearance Relay picks up only after the commutator is
turned to "Train On Line" position.

18.6.61.0 Check that the Last Stop Signal cannot be taken 'OFF' when the commutator
is in other than "Line Clear" position.

18.6.62.0 Check that the Last Stop Signal is automatically replaced to 'ON' when the
train enters the block section and continues to remain in the 'ON' position
until the train has arrived at the receiving station and a fresh "Line Clear' is
obtained.

18.6.63.0 Check that when the commutator is turned from "Line Closed" position to
"Train On Line" position, the commutator is free for return to Line Closed'
position.

Section 7 - Maintenance of Token Instruments - General

18.7.64.0 Register of Block Instruments :
The Senior Section Engineer (Signal) shall maintain a register containing the
following information: -
(a) The type of instrument, its serial number, location, and name of
manufacturer;
(b) Date of installation;
(c) Date of last overhaul;
(d) Particulars of all tokens working in each block section and particulars of
tokens either removed or lost irrecoverably during the course of working and
of those introduced as replacement.

18.7.64.1 Census of Tokens :

Each Senior Section Engineer (Signal) shall take a census of the tokens
working in various block sections at least once in six months and shall keep
their record in the register of Block Instruments. He should also record this
information in the Signal History Book at every station and keep it up to date
in this respect.

18.7.65.0 Damaged Tokens:

18.7.65.1 Tokens, which are cracked or deformed or have worn to a size smaller than
the normal size or are damaged in any other way and are liable to jam in an
instrument and cause a failure shall be removed, broken up and returned to
Stores. Advice of tokens that have been removed shall be given to all
concerned.

18.7.65.2 Token so removed shall be replaced with another token of the same number
and all concerned advised.

18.7.66.0 Lost Tokens :

When a token has been lost and cannot be found after a thorough search, a
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 joint certificate to that effect shall be given to the Senior Divisional/Divisional
Signal and Telecommunication Engineer by the supervisors of the Signal and
Telecommunication Department and the Operating Department. On receipt
of the certificate, a joint circular shall be issued by the Senior Divisional
/Divisional Signal and Telecommunication Engineer and the Sr.Divisional
Operating Manager giving full particulars and cancelling the lost token for the
information of the staff. The particulars of the lost token shall be published in
the Railway's Gazette.

18.7.67.0 Particulars of lost tokens on Card No. S&T/TL, as per Annexure – 18/2 shall
be conspicuously exhibited near the relevant instrument for the information of
the Operating Staff,

18.7.68.0 If a lost token is not found for six months, it shall be replaced with a token of
next higher number in continuation of the series in use on the section. The
lost token, if found subsequently, shall be broken and returned to stores.

18.7.69.0 Balancing Tokens:

18.7.69.1 Technicians shall, whenever necessary, transfer tokens from the instrument
in which they have accumulated to the instrument at the other end of the
section. Each Technicians in charge of single line token instruments shall be
provided with a "Token Balance Book" consisting of Form No. S&T/TB, as
per Annexure – 18/3, serially numbered. Each book before issue shall be
endorsed by Senior Section Engineer(Signal) as under :-

"Page _______ to _______ checked and found correct".

18.7.69.2 Technicians shall fill up portions 'A' and 'B' of Token Balance Book form and
take the signatures of –
i. The Station Master of the Station from where tokens have been extracted
to verify that token numbers as mentioned were extracted from the
instrument with his permission;
ii. The receiving Station Master to verify that token numbers mentioned in the
book have been correctly deposited in the relevant instrument.

18.7.69.3 An entry in the "Train Signal Register" shall be made to this effect.

18.7.69.4 Station Masters shall have instructions to advise the Maintainer by

wire/control message as soon as the balance of tokens in their token balance
register falls to "Six".

18.7.69.5 Extracting of/replenishment of tokens in token instruments shall be done

when the instruments are in the "Line Closed" position.

18.7.70.0 Token pouches shall be kept in proper repair by the Traffic Department and
damaged pouches shall not be allowed to be used.

18.7.71.0 Responsibility of the Operating Staff :

it shall be impressed on the Staff operating the instruments that they are
responsible for the safe working of the instruments and that such safe
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 working is dependent on the correct use of the code of bell signals and the
correct operation of the instruments being carried out in proper sequence.

18.7.72.0 Importance of bell signals :

It shall also be clearly impressed on the operating staff that the provision of
telephones do not do away with the necessity for use of authorised code of
bell signals.

Section 8 - Maintenance of Block Instruments & their

Ancillary Apparatus General Instructions
18.8.73.0 Technician shall ensure by a fortnightly check that -

18.8.73.1 Locks : - Electrical or Mechanical Locks are in a condition that they are not
liable to be forced.

18.8.73.2 Indicators :- Indicators operate fully and return to the normal position
correctly when released.

18.8.73.3 Contacts :- All contacts are clean and free from pitting, if surfaces are pitted,
they shall be cleaned with chamois leather and refurbished.

18.8.73.4 All springs are in good condition and kept properly adjusted.

18.8.73.5 Relay armatures :- Relay armatures are free and return to their normal
position when no current is flowing.

18.8.73.6 Track Circuits : - Instructions as laid down in Chapter 17 are adhered to.

18.18.73.7 External Wiring : - All wiring is in good condition and free from joints. Joints,
wherever necessary, are properly soldered and insulated.

18.8.73.8 Terminal Screws : - All terminal screws, lock nuts and locking screws are
kept tight and split pins opened.

18.8.73.9 Batteries :- All batteries are kept clean, terminals tight and free from dirt or
corrosion and maintained in accordance with instructions in Chapter 16.

18.8.73.10 Lightning protector :- Lightning and power protective devices and earth
connections are effective and in good condition.

18.8.73.11 Block instrument telephone :- Block instrument telephone, its flexible cord
and the condenser or other means provided for isolating the telephone from
the Block instrument circuit are in good condition. The isolation is such that
there is no direct path for the current to flow from one circuit to the other.

18.8.73.12 Receiver diaphragms are not buckled and are at the correct distance from
the pole pieces.

18.8.73.13 Receiver ear piece fits correctly and is screwed tight.

Note : Para 18.8.73.1 to 18.8.73.13 shall be checked once in a month by the
Section Engineer(Signal) and once in three months by the Senior Section
Engineer(Signal)
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18.8.73.14 When a pair of block instruments of a block section falls in different
contiguous Railway/ Division, both instruments and their associated
equipment shall be maintained by one agency.

18.8.74.0 Overhauling of Block Instruments :

Periodical overhauling interval shall not exceed ten years for Single Line
Token Block Instruments and seven years for Double Line Block Instruments
and Handle type Single Line Tokenless Block instruments. Push Button
Tokenless Block Instruments and UFSBI Block panel etc. do not require
overhauling. The associated polarised relay shall also be overhauled along
with the Block instrument.

18.8.75.0 Block Earths :

Block earths and their connections shall be examined at intervals of not more
than one month by the Section Engineer(Signal) and at intervals of three
months by the Senior Section Engineer (Signal)

18.8.76.0 Block earths shall be tested for resistance at intervals of not more than 12
months by the Section Engineer(Signal) or Senior Section Engineer(Signal)
in accordance with Annexure – 18/4. Where the resistance exceeds 10
ohms, action shall be taken to reduce the resistance by providing additional
earths in parallel.

18.8.77.0 In A.C. electrified areas, two different Earth shall be provided for Discharger
and Block Earth.

18.8.78.0 The four Terminal Condenser used in filter shall be connected in such a way
that the DC circuit is completed through the plate or foil of the condensers. It
shall be ensured that any break in the foil or Earth connection, which might
affect the efficiency of the filter, puts the circuit Itself out of use.

Section '9' - Maintenance - Detailed Instructions

Token Instruments
18.9.79.0 Care shall be taken to see that the safety catch provided near the spring
clutch shaft is in position and functioning properly and free to move about the
fulcrum without any friction.

18.9.80.0 Token indicator shall be checked to see if it is free to move. The pin shall be
oiled once a fortnight with axle oil medium grade to IS: 1628. Effectiveness of
'No token' lock shall be checked. It shall not be possible to take handle to
Train Going To' position when token indicator shows Red.

18.9.81.0 Care shall be taken to see that "Train Going To" and "Train Coming From"
locks rocker arm is free to move about its fulcrum pin. The locks shall be
about 1mm above the rack; if not, the locks shall be changed. The edge of
the lock shall be square.

18.9.82.0 It shall be ensured that all parts of the instrument, which undergo wear and
tear are replaced at the time of overhauling.

18.9.83.0 The locking Pawl shall be checked to ensure that it is correctly shaped,
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 square ended and the width is 9.5mm.

18.9.84.0 Care shall be taken to see that in the case of Tablet instrument, the tablet
holding arm release lever is working satisfactorily and the tablet can be
released only after full rotation and release of the instrument handle in the
Train Going To" position.

18.9.85.0 It shall be checked that the notches in the rack are correctly shaped and
square.
Note : RDSO Booklet No. STS/E/BTl/IMI may be referred to for detailed
instructions regarding maintenance of Token instruments.

18.9.86.0 Single Line Token less Instruments – Push Button Type : The tests
enumerated in paragraphs 18.5.50.0 to 18.5.55.0 shall be carried out during
routine maintenance.

18.9.87.0 Double line Block Instruments – SGE type: Locking assembly shall be
replaced during each overhauling irrespective of its condition. It shall also be
ensured that all parts of the instrument which undergo wear and tear are
replaced at the time of overhauling as per approved instructions.

18.9.88.0 Tests enumerated in paragraphs 18.6.59.0 to 18.6.63.0 shall also be carried

out during routine inspection.

18.9.89.0 Degraded working for BPAC: Whenever Axle Counter system connected
to Block Instruments fail and such failure is likely to continue longer than one
day(due to any reason viz Landslide / Severe cable damage etc), the Block
working shall be given in degraded mode of working (where technically
feasible) by isolating axle counter interface and verification of last vehicle
shall be done by Operating staff duly following provisions of GR 4.17.
Note :- Such a degraded arrangement shall be provided with a counter
whose counting shall be registered in the Train Signal Register with reasons
thereof. This shall also be monitored through Data logger.

Section 10 - Maintenance Schedules

18.10.89.0 The Maintenance Schedule for Block Instruments shall be as shown in
Annexure 18/5
At stations having heavy traffic the Railways may prescribe more frequent
inspections, if considered necessary.

Section 11 - Maintenance of Block proving by Axle Counter

using UFSBI/SSBPAC (D) Block Panel
18.11.90.0 Maintenance of Block Proving by Axle Counter using UFSBI Block Panel

18.11.90.1 Various parameters of axle counter track equipment and UFSBI shall be
maintained within permissible values as per the instructions issued from time
to time and as per the OEM manuals.

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18.11.90.2 It shall be ensured that various signal levels at prescribed points of electronic
equipment are within permissible limits as per laid down instructions.
Note :- For Maintenance Schedule of UFSBI block Instruments, Please refer
to Annexure 18/5

Section 12 - Solid State Block System

18.12.91.0 Maintenance of Solid State Block Proving by Axle Counter System:

18.12.91.1 Various parameters as per the instructions issued from time to time shall be
maintained within permissible values as per the OEM manuals.

18.12.91.2 It shall be ensured that various signal levels at the prescribed points of
electronic equipment are within permissible limits.

Section 13 : Intermediate Block Signalling (IBS)

18.13.92.0 General requirements

18.13.92.1 IBS is an arrangement made for increasing the section capacity by splitting
of a relatively long block section into two portions namely rear section and
advance section by installing an IBS at the point of bifurcation of that running
line with respect to the nominated direction of the traffic.

18.13.92.2 The rear section i.e. "station controlled intermediate block section" starts
from LSS of the rear station and ends at IBS including 400 m block overlap in
that direction

18.13.92.3 Advance section i.e. "block controlled Intermediate Block section ”starts from
IBS and ends at home signal of advance station including block overlap in
that direction

18.13.92.4 Track sections both in Rear section i.e. "station controlled intermediate block
section" & Advance sections i.e. ‘block controlled Intermediate Block section”
are monitored either by axle counter or By Track circuit.

18.13.92.5 Train entry into rear section i.e. "station controlled intermediate block
section" is controlled by LSS of rear station in that direction.

18.13.92.6 Train entry into advance section i.e. ‘block controlled Intermediate Block
section” is controlled by IBS in that direction.

18.13.92.7 A Signal Post Telephone (SPT) or any approved type communication shall
be provided at the IBS post for communication with the station in the rear

18.13.92.8 IBS system needs distant and inner distant signal where applicable for pre
warning of IBS.

18.13.92.9 IBS works like Class C station & IB Distant signals are to be provided to
match with the section signaling.

18.13.92.10 IBS block overlap of 400 m shall be separately monitored.

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18.13.92.11 Where axle counters are provided, resetting arrangements are also to be
provided

18.13.92.12 Provision must be there to indicate a train passed IBS at danger/ blank.

18.13.92.13 IBS system needs panel with various indications and push buttons at each
block station pertaining to direction of traffic.

18.13.92.14 The IBS shall be so located that the running time of the rear section will be
equal to the running time of the advance section in such a way that optimum
headway can be maintained between the trains at maximum possible speed.
However, the gradient at the approach of the IBS and the existence of
neutral section, visibility of signals etc; are also to be considered for locating
the IBS. If required, up & down IBS may be staggered to suit the local
condition.

18.13.92.15 Control of IBS lies with the SM of station in rear.

18.13.92.16 Resetting Operations: There are two types of resetting operations which
requires co-operation of the other end Station Master.
(a) When a train passes IBS at danger/blank
(b) When axle counter fails

18.13.92.17 IBS system will permit only one train in the entire block section, when a train
passes IBS at danger or axle counter is not clear even after the passage of
the train beyond the axle counter section.

18.13.92.18 Procedure to be followed by the Loco Pilot to pass IBS at danger/blank as

per GR 3.75
(a) When phone communication is available between IBS and rear station -
The loco pilot shall stop his train in rear of the IBS and contact the SM of
block station in rear on SPT, then pass the defective IBS if authorised by SM.
(b) When phone communication is not available between IBS and the rear
station -The loco pilot after waiting for 5 minutes can go beyond IBS at a
speed not more than 15 kmph which should be reduced to 8 kmph in case of
inadequate visibility like fog, night conditions etc. The loco pilot should
proceed at restricted speed till he reaches advance station.

18.13.92.19 Monitoring is required through indication for IBS blank

18.13.93.0 IBS in Double line:

18.13.93.1 IBS should be interlocked with Double line block instrument/Block Panel
(BPAC USING UFSBI/SSBPAC)

18.13.93.2 IBS shall not be taken off for Train unless line clear has been obtained from
Block Station in advance.

18.13.93.3 DLBIs/Block Panel (BPAC USING UFSBI/SSBPAC) pertaining to the

monitoring of advance section are placed at the rear and advance stations

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18.13.94.0 IBS in single line:

18.13.94.1 Provision shall be there to establish the direction of traffic for IBS in single
line.
(a) First direction of traffic shall be established and then line clear shall be
obtained from the Block station in advance as per the established direction of
traffic.
(b) Only after establishing the direction of traffic the train movement in the
station controlled intermediate block section shall be permitted
(c) IBS shall not be taken Off unless the line clear has been obtained from
Block Station in advance and direction of traffic is established.

18.13.94.2 IBS should be interlocked with the single line block instruments/Block Panel
(BPAC USING UFSBI/SSBPAC) for IBS system in single line

Note : This Chapter has under mentioned Annexures for further study

S.No. Annexure No. Description

1. 18/1 Painting Scheme – Block Signalling Equipment
2. 18/2 Tokens/Tablets Lost
3. 18/3 Token Balance Book
Method of Finding out the Resistance of an
4. 18/4
Earth
Maintenance Schedule of Block Instrument
Maintenance Schedule of Block Instrument –
Double Line (Lock & Block)
Maintenance Schedule of Tokenless Block
5. 18/5 Instrument – Single Line (Push Button type)
Maintenance Schedule of Analog Block Axle
Counter Systems (BPAC) : CEL MAKE
Maintenance Schedule of Tokenless Block
Instrument- Single Line (Handle Type)

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Chapter - 18: Block Instruments, BPAC & IBS working

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Chapter - 18: Block Instruments, BPAC & IBS working

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 PAINTING SCHEME – BLOCK SIGNALLING EQUIPMENT : Annexure 18/1

1. Single Line Ball Token/ Tablet Token Block Instruments

(a) Body … Grey Enamel

(b) Operating Handle, Bell …

except Gong, Station Black Enamel
Master’s Control Lock

2. Single Line Tokenless Block Instrument

(A) Handle Type
(B) Push Button Type

(a) Body … Grey Enamel

(b) Operating Handle, if any … White

(c) Base … Black Enamel

3. Double Line Block Instruments

(a) Wood Work … Spirit Polish

(b) Metal Casing … Green Enamel

4. Token Delivery nets …. White

5. Line clear pick up apparatus

(a) Post … White

(b) Fittings … Black

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 ………….. RAILWAY

SIGNAL & TELECOMMUNICATION DEPARTMENT

TOKENS/TABLETS LOST : Annexure 18/2

BLOCK SECTION……………………….

Division …………………………………. Station ………………………………

Type of Block Instrument …………………………………………………………………

Serial No…………………………………………….

Date of Installation ……………………………………..

Serial No. of Signature and

Serial No. of
Date Lost New Token Date Inserted remarks of
Token Lost
used SSE/JE (Signal)

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 Form S&T/TB

…………………… Railway

Signal & Telecommunication Dept.

Token Balance Book : Annexure 18/3

Division ………………………………. Block Section………………………

Name of Maintainer………………………

Designation…………………………….. Section ……………………………..

Quantity of Token in use on Section ……………..

Portion A Portion B
Tokens taken from ……………………… Tokens taken from ………………………
(Name of Station) (Name of Station)
each token taken
Serial Number of

Serial Number of
Station Master

Station Master
Tokens taken

Tokens taken
Date & Time

Date & Time

Signature of

Signature of

Signature of

Signature of
Total No. of

Total No. of

each token
Maintainer

Maintainer
brought

brought
away

away

1 2 3 4 5 6 7 8 9 10

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 METHOD OF FINDING OUT THE RESISTANCE OF AN EARTH : Annexure 18/4

(1) Earths shall be tested by means of a wheatstone Bridge or a G.P.O. Detector or a

megger Earth Tester. Two iron bars with terminals fixed on them and suitable length of
wire shall be used as temporary Earths.

(2) To test an Earth, iron bars shall be driven about 6 m from the Earth to be tested and 5 m
from each other as shown in the diagram below.

The bars shall be used as temporary Earths and driven in the ground for 1 m, 0.25m at a
time, then worked backwards and forwards so as to leave a space for watering. Salt
water shll be used to ensure that the bars make a good connection with the Earth.
Should salt be not available a weak solution of salamoniac in water may be used.
In the diagram, E-1 represents the Earth under test, E-2 and E-3 represent temporary
earths.

The resistance in ohms, between the respective Earths shall be tested with the
Wheatstone Bridge or G.P.O. Detector or Megger Earth Tester.

E1

6M 6M

E2 E3
6M

Taking R.1 = Resistance between E.1 and E.2

Taking R2 = Resistance between E.1 and E.3
Taking R3 = Resistance between E.2 and E.3

Resistance of E.1 = R.1 + R.2-R.3

2

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 Maintenance Schedule of Block Instrument : Annexure 18/5
Schedule Code : B1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, Monthly
Incharge SSE : Quarterly
S.No. Check the following :
Neal’s Type
1. Locking & sealing.
2. Proper working of SM’s lock up key.
3. Full deflection of Needle indicator.
4. No burr on tokens and free movement of token indicator.
5. Token are not damaged / deformed
6. The force drop arrangement of TCF & TGT locks.
7. Free movement of locks rocker arms (shall be 1 mm the rack) and squareness
of lock edge.
8. The safety catch is in position and free to move about its fulcrum pin.
9. Tightness of spigot.
10. Intactness of tablet releaser actuating link screws.
11. The contact surface and spring tensions, if pitted, cleaning them with chamois
leather.
12. The Block & Telephone batteries for cleanliness and voltages recorded in the
card.
13. The telephone and telephone cord.
14. Cleaning Rack & pinion teeth and oiling with medium grade IS – 1628 axle oil.
15. Measuring the line current.
Schedule Code : B2
Periodicity : Sectional JE/SSE:, Quarterly, Incharge SSE : Half yearly
1. All wiring and the polarity of instruments.
2. Polarized relay returns to its normal position when no current is flowing.
3. Locking of pawl and notches in the rack are correctly shaped and square ended.
4. Cross checking of Door lock keys & SM key of one instrument with other
instrument.
5. Tones of bells are distinct when two or more instruments are provided.
6. Instrument is in level.
7. Carry out census of working tokens and keeping records in register of Block
Instrument & Signal History Book.
Schedule Code : B3
Periodicity :, Incharge SSE : yearly
1. Token receiver can receive only the token of the correct configuration.
2. Effectiveness of ‘No Token’ lock and handle does not turn to TGT when token
indicator shows Red.
3. Measure the earth value.
4. Instrument is not due for overhauling (10 years periodicity).

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 Maintenance Schedule of Block Instrument – Double Line
(Lock & Block)
Schedule Code : B1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE: Monthly
Incharge SSE : Quarterly
S.No. Check the following :
1. Locking & sealing.
2. Proper working of ‘SM’s lock up key.
3. Full deflection of Needle indicator.
4. The polarized relay returning to its normal position when no current is
flowing.
5. Proper condition of electrical and mechanical locks.
6. All contacts are clean and free from pitting.
7. All springs, Finger contacts & circuit controller contacts are in good
condition and kept properly adjusted.
8. Checking & tightening of all terminal screws, lock nuts and locking screws,
and split pins opened.
9. The Block & Telephone batteries for cleanliness and voltages recorded in
the card.
10. The telephone and telephone cord.
11. Physical checking of earth wire and its connectivity.
12. Checking that the commutator handle is locked first before the “Train On
Line” indication appears on the indicator when the handle is turned from
“Line Clear” to “Train On Line” position.
Schedule Code : B2
Periodicity : Sectional JE/SSE:, Quarterly
Incharge SSE : Half yearly
S.No. Check the following
1. Measure the line current and voltage reading to be taken in following
steps:
a) Receiving station at Line Clear/Line close and Sending station TOL.
b) Receiving station at TOL and sending stationTOL.
c) Both station at Line clear condition.
Schedule Code : B3
Periodicity : Incharge SSE : yearly
1. Checking the release circuits for proper making and effective proving of all
controls.
2. Checking that LSS cannot be taken OFF without line clear and is
automatically replaced to ON when train enters the Block section.
3. Cross checking of Door lock keys & SM key of one instrument with other
instrument.
4. Measure the earth value.
5. Cleaning and Checking Voltage of Block filter, Block Bell unit& condition of
GD tube.
6. Checking that instrument is not due for overhauling (7 years periodicity)
and maintaining Register of Block Instruments containing information – the
type of instrument, its serial number, location, and name of manufacturer,
date of installation, date of last overhaul.

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 Maintenance Schedule of Tokenless Block Instrument – Single
Line (Push Button type)
Schedule Code : B1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE: Monthly,
Incharge SSE : Quarterly
S.No. Check the following :
1. Check that Block Instrument are free from mechanical damage/corrosion.
Check tightness of all nuts / bolts.
2. Checking of Push Buttons, Indicators, relays, bell & buzzer.
3. Locking & sealing of all relays and counter.
4. All the relays are properly plugged in block & holding clips are intact and
contacts are clean and free from pitting.
5. The telephone and telephone cord.
. Schedule Code : B2
Periodicity : Sectional JE/SSE:, Quarterly,
Incharge SSE : Half yearly
1. Checking the working of releasing of shunting key.
2. Measuring the line current and voltage
3. Working of cancellation counter
4. Cross checking of Door lock keys & SM key of one instrument with other
instrument.
Schedule Code : B3
Periodicity : Incharge SSE : Yearly
1. Measuring the insulations between each individual insulated circuit and earth
(shall not be < 10 M Ohm).
2. Measure the earth value
3. LSS cannot be taken OFF without line clear and is automatically replaced to ON
when train enters the Block section.
4. The Last Stop Signal at the sending station cannot be taken ‘OFF’ until the
receiving station instrument is set to “Train Coming From” condition and the
sending station instrument is sent to “Train Going To” condition.
5. The Line Clear can be granted only when reception signals and the Last Stop
Signal are proved at ‘ON’.
6. The opposing Last Stop Signals of the block section cannot be taken ‘OFF’ at
one and the same time.
7. The circuit for proving the arrival of a train is directional.
Maintenance Schedule of Analog Block Axle Counter Systems
(BPAC) : CEL MAKE
Schedule Code : B1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE:, Monthly,
Incharge SSE : Half-Yearly
S.No. Check the following
1. All coupler connections, cable termination connection and MUX rack cable
connections.
2. Wires and button contacts on SM’s Panel and SMDP Box connections.
3. Keeping record of each resetting, analyzing and taking corrective action.
Schedule Code : B2
Periodicity : Sectional JE/SSE: Quarterly,

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 Incharge SSE : Half yearly
1. Measurement of voltage levels of DC-DC converter and channels at MUX,
keeping records and taking corrective action for proper adjustment and keeping
within limits
Maintenance Schedule of Tokenless Block Instrument- Single
Line (Handle Type)
Schedule Code : B1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE: Monthly,
Incharge SSE : Quarterly
1. Locking & sealing
2. Proper working of ‘SM’s lock up key.
3. All the relays are properly plugged in block & holding clips are intact & also
contacts are clean & free from pitting.
4. Full deflection of Needle indicator.
5. The cleanliness of contact surface if pitted, cleaning them with chamois leather.
6. Good condition and keeping tight all mechanical parts, nuts & fittings.
7. The Block & Telephone batteries for cleanliness and voltages recorded in the
card.
8. The telephone and telephone cord.
9. Checking the working of releasing/locking of shunting key.
Schedule Code : B2
Periodicity : Sectional JE/SSE: Quarterly,
Incharge SSE : Half yearly
1. Working of all counters.
2. The line current, voltage& frequency shall be measured both at the transmitting
end and the receiving end.
Schedule Code : B3
Periodicity : Incharge SSE : Yearly
1. LSS cannot be taken OFF without line clear and is automatically replaced to ON
when train enters the Block section.
2. Try to operate the instrument without cooperation i.e. without receipt of
functional code; it shall not be possible to turn the block handle from Line
Closed to Train Going To or Train Coming From position.
3. On receipt of TGT code, turn block handle from Line Closed towards Train going
to & stop midway. Disconnect Line & try to turn the handle further. It shall lock in
check lock position. Ensure armature of electric lock on block handle is force
dropped in check lock notch and the block handle cannot be turned to Train
Going to position.
4. With a train in Block Section, try to bring the block handle to Line closed with &
without cooperation from other station, it shall not be possible to turn the block
handle to line closed position. The Block handle should remain locked in last
operated position
5. Measure the earth value
6. Checking that instrument is not due for overhauling (7 years periodicity) and
maintaining Register of Block Instruments containing information – the type of
instrument, its serial number, location, and name of manufacturer, date of
installation, date of last overhaul.

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 CHAPTER 19 : INSTALLATION, TESTING AND
MAINTENANCE OF SIGNALLING EQUIPMENT
Section 1 : General Instructions on Tools
19.1.1.0 All staff engaged in the installation and maintenance of electrical signalling
equipment shall be in possession of proper tools. List of specific tools shall
be circulated by PCSTE.

19.1.2.0 While using metal tools like screwdrivers, nose pliers, cutting pliers, etc.
near the working apparatus, care shall be taken to avoid short circuiting and
consequent blowing out of the fuse.

19.1.3.0 All staff shall possess adequate number of appropriate insulated tools like
rubber gloves, pliers, screw drivers, etc. A rubber floor mat may be used for
standing while attending to circuits carrying more than 110-Volt except in
outdoor locations.

19.1.4.0 Soldering connections:

19.1.4.1 Staff working in the installation and maintenance of electrical equipment

shall be conversant in use of soldering iron/gun for making good soldering
joints.

19.1.4.2 Care shall be exercised to avoid dropping of particles of solder and clippings
of wire on adjacent terminals and apparatus.

19.1.4.3 In addition to soldering irons of adequate wattage ( 65-125 W), for the type
of work done, the following shall be at hand:

(a) A Small file for dressing the soldering tip;

(b) A fire proof pad for wiping the tip;

(c) A mica sheet of adequate size or a suitable stand for soldering iron

19.1.4.4 Electrical soldering irons shall be switched off when not in use over
extended periods.

19.1.4.5 While making a soldering joint, the surface shall be thoroughly cleaned,
fluxed and tinned

19.1.4.6 Use of too much solder shall be avoided to prevent lumpy connection.

19.1.4.7 Soldering iron shall not be held on the wire connection for too long to avoid
damage to insulation.

19.1.4.8 Imperfect joints are the result of any one of the following causes, which
should be avoided,

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 (a) Soldering iron not sufficiently hot.

(b) Soldering iron held on the connection for insufficient length of time

(c) Unclean terminal or wire

(d) A solder of improper composition or inferior fluxing agent.

19.1.4.9 A newly soldered connection shall not be disturbed till the solder has
thoroughly cooled.

19.1.4.10 Railway to conduct the periodical training on proper practices for soldering,
in-house or through outside agencies.

19.1.5.0 Wire Termination

19.1.5.1 While terminating wires, care shall be taken to bend the wires in clockwise
direction.

19.1.5.2 Wire strippers shall be used for the purpose of stripping off the wire
insulation. Cutting pliers shall not be used for the purpose.

19.1.5.3 Washers and check nuts shall be used whilst fastening.

19.1.5.4 Not more than two wires shall be terminated on one terminal.

19.1.5.5 Multi-strand wires shall be terminated on terminal lugs and covered with
insulation sleeves.

19.1.5.6 Wires of cable shall be neatly terminated and properly bunched.

19.1.5.7 Crimping tools of appropriate design should be used and whenever lugs are
crimped, proper soldering should also be ensured.

Section 2 : Installation of Outdoor Equipments

19.2.6.0 Colour Light Signals Installation :

Colour Light Signals shall be multi unit approved type and with LED lamps
of approved type.

19.2.7.0 The signal shall have a minimum visibility as indicated in Chapter 7

19.2.8.0 Location of signal:- The location and spacing of signals shall be in

accordance with approved plans. The signal shall be so located that a clear
view is available to the driver of an approaching train and is as close to the
track as permissible. The height of normal aspect of the signal shall be
approximately at 3.65 metre from the rail level. Wherever this is not feasible
due to local terrain, height of the signal post may be suitably increased or
decreased to get a clear view of the signal. The actual visibility of signal
shall be checked by a sighting committee and action to improve the visibility
shall be taken on recommendation of the committee before commissioning a
new signal.

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19.2.9.0 Mounting and Fixtures :-

19.2.9.1 Colour Light Signals may be mounted on a rigid ground post or a signal
gantry clear of standard dimensions.

19.2.9.2 Each signal unit shall be rigidly fixed in position.

19.2.9.3 Signal posts shall be kept plumb and packed with suitable material

19.2.9.4 Suitable packing may be used to close the excess gap from post to signal
unit, surface base to post. The cable entry at the signal unit should be
provided with wooden plug around the cable to close excess gap to prevent
rodent entry.

19.2.9.5 Enameled/Retro-reflective Signal number plate shall be provided. It should

be white back ground with black letters.

19.2.10.0 Alignment :- Each signal unit shall be aligned correctly for better visibility.

19.2.11.0 Hoods and Back Screens: -

Hoods of adequate size to counteract the effects of sunrays shall be

provided. Where required, metallic mesh at suitable spacing shall be
provided to protect lenses from outside interference.

19.2.12.0 Cables :-

Cables shall be used from the point of operation to the location box/signal
unit and/ or location box to the signal unit. Cable shall be protected suitably
at the entry points of location box and signal post.

19.2.13.0 Gaskets and Sealing :- All openings shall be gasketted and cable/wire
entrance shall be sealed to make the enclosure water tight, dust-proof and
vermin-proof,

19.2.14.0 Locking :- The housing shall be kept locked.

Section 3: Installation of IRS Electric Point Machines

19.3.15.0 Requirements :

Type: - Electric Point Machines of approved type shall be used.

19.3.16.0 Electric Point Machines shall be installed in accordance with approved

plans. Ground fittings of approved design shall be used. Ground
connections shall be thoroughly checked for any crack or improper welded
joint. Normally the machine shall be installed beside the close switch leading
to high-speed movements clear of all infringements. Before installation of
the machine, it shall be ensured that;

19.3.16.1 The JE/SSE (P.Way) has made all the provisions at the Points as detailed in
Chapter 12

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19.3.16.2 The machine has been properly cleaned and lubricated in accordance with
the manufacturer's instructions and is working freely.

19.3.16.3 Proper alignment and level of connections is maintained between the

machine and the point gears.

19.3.16.4 The top of sleepers which are to support the point machine are at level and
that surrounding ballast is well tamped to prevent sinking during the
passage of train.

19.3.16.5 The machine shall be so installed that it is clear of all infringements.

19.3.16.6 Proper drainage shall be provided to avoid water logging near point area.

19.3.17.0 Wiring :- Wiring from the point of operation to the location box/apparatus
case nearest to the machine shall be in cable. The cable shall be of
appropriate size to keep the voltage drop minimum. The connection
between location box/apparatus case and point machine shall be through
underground cable adequately protected below track and near point
machine, through Gl/Flexible hose pipe or equivalent. It shall be tested for
insulation and continuity before bringing into operation.

19.3.17.1 The excess gap around cable entry to the machine shall be plugged to avoid
rodent entry/water ingress.

19.3.18.0 Gaskets and sealing :-

Electric Point Machine shall be provided with suitable gaskets and wire
entrances shall be sealed to make them water tight and dust proof. All the
extra openings shall be closed as far as possible.

19.3.19.0 Locking :- Electric Point Machine covers shall be locked. The cover
provided for insertion of crank handle shall also be locked with separate key
providing access only for crank handle and crank handle key.

19.3.20.0 Notches in stretcher blades:-Notches/Notch profile of the locking, driving

and detection slides should not be tampered/ reconditioned. Worn-out slides
should be replaced with new ones.

19.3.21.0 Initial Adjustment Of Point Machine

19.3.22.0 Adjustment of Driving rod:-The points shall be adjusted by operating the

machine first by hand cranking. The insertion of hand crank should
disconnect the power supply to the machine. When the machine has been
fastened down, the throw bar connections shall be set up and the point
machine hand cranked to one end of the stroke positioning the locking
blades so as to allow the appropriate locking dog to pass through notches.
The closed switch shall be adjusted to just in contact with the stock rail.
Then the connections shall be tightened further by 2 mm to 3.5 mm to
impart a springing action to the tongue rail. The machine should be hand
cranked to the opposite end of the stroke and the setting repeated for the
other switch.

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 Note:-Unless any special instruction are issued by the Railway, adjustment
for driving rod and lock rod shall be done for the close switch nearest to the
point machine first.

19.3.23.0 Adjustment of detector contacts:-

The machine shall be hand cranked to the end of the stroke to close the
tongue rail. Insert 1.6 mm test piece between stock rail and switch rail at
150 mm from toe of the switch and operate the point. Ensure detector
contacts just make. A test gauge of 3.25 mm shall be inserted between the
switch rail and stock rail at a distance of 150 mm from the toe of the switch.
The detector connection of the closed switch shall be adjusted till the
appropriate detector contacts are just broken. The same shall be repeated
at the other end of the stroke. All the relevant nuts shall be tightened.

Note:- Where lock slide is provided in the machine, during switch detector
adjustment the test shall first be done with fictitious locking. After completing
the above test, same test be repeated with machine properly locked.

19.3.24.0 Adjustment of friction clutch:-

Friction clutch should be so adjusted that slipping current is between one

and half times to twice the normal operating current or as specified by the
manufacturer. For rotary type point machines, no attempt should be made to
adjust friction clutch at site. Friction clutch can only be adjusted in
authorized Workshop. When difference between normal operating current
and operating current under obstruction is less than 0.5A, the clutch
requires adjustment. Such machine should be replaced.

19.3.25.0 Obstruction Test:- The point driving rod and the lock connections of the
machine must be so adjusted that with 5 mm thick test piece obstruction
placed between the switch and the stock rail at 150 mm from the toe of the
switch:-
(a) the point cannot be locked,
(b) the point detector contacts should not assume the position indicating
point closure &
(c) Friction clutch should slip.

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 Section 4: Thick Web Points - General
19.4.26.0 High speed turnouts (More than 1 in 12) with higher section of rails (Thick
web switches with 60 kg rails) are used for High speeds more than 140 kmph

19.4.27.0 Electric point machine with clamp lock type of machine. (Components of
Thick web switches as per RDSO Drg. No. RDSO/S-3454 for 60 Kg rail and
RDSO/S-3455 for 52 Kg rail).

19.4.28.0 Thick web switch has wider crossing angle and wider switch opening of 160
mm (as against of 115 mm of ordinary cross over)

19.4.29.0 The web of the switches is thicker to withstand at higher speeds.

19.4.30.0 A Clamp Lock clamps the closed switch with the stock rail to ensue firm grip
with stock Rail.

19.4.31.0 For the working of clamp lock, the throw bar of points machine is provided
with a total of 220 mm stroke (60 mm for unlocking of closed switch rail and
movement of open switch towards stock rail, 100 mm for the throwing of both
switch rails simultaneously there by open switch rail gets closed and next 60
mm for the locking of closed switch rail and open switch moves 60 mm there
by total opening become 160 mm of point)

19.4.32.0 Thick web point (TWS) is compulsory for speeds above 140 kmph

19.4.33.0 Due to complementary tapers in switch and stock rail, the switch rail toe fits
underside the stock and therefore the wheel of the train engages the switch
rail well after 6" from toe. Therefore, damage and wear and tear of the switch
is prevented

19.4.34.0 Provides direct locking between tongue rail and stock rail in closed and open
position

19.4.35.0 No stretcher bar is used and switches can move independent of each other

19.4.36.0 A spring setting device (SSD) is provided at junction of Rail head (JOH), in
lieu of stretcher bars, to assist in proper setting of switch upto junction of Rail
head (JOH), which is placed between sleeper number 13 and 14. SSD also
maintains point gauge. SSD installation and maintenance is responsibility of
Engg Dept

19.4.37.0 Installation of Thick web switches

19.4.37.1 Bring the toe 32 mm in advance of centre line of sleeper No.3 and the
distance between sleeper No.3 and 4 to 745 mm , where point machine to
be installed (From centre line to centre line)

19.4.37.2 Ensure that insulated gauge tie plate is provided on sleeper No. 3. Ensure
distance between point machine center to nearest stock rail inner edge is
1140 mm

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19.4.37.3 Remove all leading and following stretcher bars.

19.4.37.4 Provide spring setting device of “approved design” at junction of rail head
(JOH).

19.4.37.5 Maintain gap at junction of rail head (JOH) not less than 57 mm for every
flange way

19.4.38.0 Marking holes for Clamp Lock Assembly

(a) Stock rail

(i) For marking holes in stock rails mark centreline on the web of stock rail
at the height of 76 mm from bottom of stock rail up to the length of 550
mm from toe.

(ii) Mark centre punch to the length of 450 mm for I st hole and 530 mm
for II nd hole from the edge of the tongue rail toe.

(iii) Ensure that there is a gap of 80 mm between both the holes (Centre
line to Centre line of the holes) as shown in figure given below.

(iv) Drill two holes of 22 mm dia in the web of both stock rails for fixing
stock rail brackets.

(b) Tongue rail

(i) For marking in tongue rails, mark centre line on web of the tongue rail
at the height of 55 mm from bottom of tongue rail up to the length of 500
mm.

(ii) Mark centre punch to the length of 428 mm for first hole and 498 mm
for second hole from toe.

(iii) Ensure that there is a gap of 70 mm between both holes (Centre line
to centre line of the holes).

(iv)Drill two holes of 22 mm dia in the web of the tongue rail for fixing
switch rail bracket.

19.4.39.0 Marking holes for Ground connection

19.4.39.1 If point machine is connected to Right hand- side.

(a) First make the centre line in the flange of both tongue rails up to 350 mm
length from toe.

(b) Mark punch up to the length of 148 mm for first hole and 328 mm for
second hole from toe in LH tongue rail.

(c) Mark centre punch up to the length of 200 mm for first hole and 272 mm
for second hole from the toe in the RH tongue rail.

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19.4.39.2 If point machine is connected to Left hand- side.

(a) First make the centre line in the flange of both tongue rails up to 350 mm
length from toe.

(b) Mark punch up to the length of 200 mm for first hole and 272 mm for
second hole from toe in LH tongue rail.

(c) Mark centre punch up to the length of 148 mm for first hole and 328 mm
for second hole from the toe in the RH tongue rail.

19.4.40.0 Connection of the Lock rods and Detector rods :

19.4.40.1 Lock and detector rods are to be assembled at site by inserting drop lug in
the threaded portion of the rods. The drop lugs can be suitably turned to suit
LH/RH mounting.

19.4.40.2 Put tapered washer on the foot of the switch rail such that the thicker portion
of the washer is towards the edge of the rail.

19.4.40.3 Now connect jaw of the detector/lock rods with the foot of the tongue rail and
drop lug with the detector/lock slide of the point machine.

19.4.41.0 Adjustment:

19.4.41.1 Lubricate all the moving parts the clamp lock assembly

19.4.41.2 Put grease on the bronze brush in the lock arm assembly

19.4.41.3 Put grease on the notches of the lock slide and fishtail portion of the lock
arm.

19.4.41.4 Loosen the nuts of stock rail bracket so that it can be move freely in its
oblong holes and takes its own portion.

19.4.41.5 Operate the machine with crank handle and adjust the lock and detector
slides usually (Near end first)

19.4.41.6 If clamp lock is not locking point then do the following

19.4.41.7 For proper locking on both sides additional numbers of packing shims have
been provided between switch rail and tongue rail bracket.

19.4.41.8 Required no of shims will be put outside the tongue rail bracket to facilitate
locking on either side.

19.4.41.9 Six numbers of packing shims are provided with each clamp point assembly.

19.4.41.10 Now tighten the nuts of the stock rail bracket

19.4.42.0 Obstruction test

19.4.42.1 The detector slides, lock slides and drive rod must be so adjusted with 5 mm
thick test piece placed between the switch and gauge face of stock rail at 150
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 mm from the toe of the point. The following to be observed.

19.4.42.2 Friction clutch de-clutches the motor from mechanism

19.4.42.3 The point cannot get locked either by clamp lock or by locking segment inside
the point machine.

19.4.42.4 Lock segment does not enter into the notches of locking slides

19.4.42.5 Switch detection contacts do not make.

19.4.42.6 The slipping current is not exceeding twice of the normal working current.

19.4.43.0 Insulation test:

19.4.43.1 Point machine: Check that point machine is insulated from ground
connection.

19.4.43.2 Spring setting device: Insulated from both the rails.

19.4.43.3 Clamp lock assembly. Check that it is insulated from both the rails.

Section 5: Installation of Electrical Detector

19.5.44.0 These shall not be used in new installations and the existing shall be
replaced in a phased manner. If needed, May refer the earlier version of SEM
Part-II September 2001.

19.5.45.0 Circuit Controller

19.5.45.1 These shall not be newly installed normally (except in few Installations like
LC Gates) and the existing one to be replaced in phased manner. Railways
still having these equipments may please refer the earlier version of SEM
Part-II , September 2001.

Section 6 : Installation & Testing of Relays

19.6.46.0 Relays Requirements

Relays of an approved type shall be used. Various types of relays used in

signaling are given in Annexure 21/1.

19.6.46.1 Plug-in type Line relays of Neutral/Polar Biased/Magnetic latch/Interlocked

type rated at 24/48/60 V DC shall normally be used. Suitable type of LED
Lamp proving relays (QECX-61) are used for signal LED lamps to meet with
parameters to suit various LED lamps.

19.6.46.2 Universal Plug-in-type, Tractive armature AC lamp proving - Metal to carbon

contact Relay, as per RDSO specification STS/E/Relays/AC Lit LED
Signal/09-2002 (Amdt1) & BRS- 941A shall only to be used for 110V AC LED
Lamp units.

19.6.46.3 The important parameters of LED lamp proving relays :

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 (a) ECR pickup current = 108 mA/AC, 50Hz.
(b) ECR Drop away current = 72 mA/AC, 50Hz.
(c ) This ECR withstands for a continuous current of 250 mA/AC 50Hz.
(d) Contact configuration: 4F-4B identically in A to D rows.
(e) Voltage drop across R1 and R2 is less than 10V @ 125 mA/AC (normal
working current).

19.6.46.4 Track relays shall always be of metal to carbon contact type & normally be of
plug in type, unless otherwise specially permitted.

19.6.46.5 In non electrified area, the following relays shall be used :-

9 ohm DC non-AC immunized (plug-in type).

19.6.46.6 In electrified area, the following relays shall be used:- 9 ohm DC neutral, AC
immunized, 9 ohm DC biased, AC immunized.

19.6.46.7 Double element motor type relay, operating on 83 & one third Hz in AC
traction area and 50 Hz in DC traction area shall be used. Vane type relays
may continue in use till replacement.

19.6.46.8 Relays for track circuit provided with coded, pulsed, electronic (audio
frequency or high frequency track circuit), shall be of an approved type of
track/line relay or as recommended by manufacturer.

19.6.46.9 Where magnetic latch relays are used, the circuit shall be so designed so as
to prevent undue dropping of the relay due to back emf generated by other
relays

19.6.46.10 Wiring of 'Q' type relays shall be done through flexible multi strand wire
preferably and contacts to be paralleled as feasible.

19.6.47.0 Mercury wet contact type relay shall be used for flasher circuits, alternatively,
a solid state flasher may be used. If solid state flasher is used, flashing
indication on operating panel should be provided for indicating healthy
condition of flasher.

19.6.48.0 Storage of Relays: Relays shall be kept in reasonable storage condition. It

shall be ensured that such a storage place is not in the vicinity of damp or
chemically polluted environment.

19.6.49.0 Sealing screws of the relays shall be intact.

19.6.50.0 Transportation of Relays: Care shall be exercised in transporting the relays

from the place of storage to the work site so that the relays do not get
damaged.

19.6.51.0 Flashing of Relay Contacts : If the Period of Storage is more than 3 Years ,
then Relay Contacts shall be Flashed to remove any accumulated Dust ,
before they are transported to Site for Installation

19.6.52.0 Installation in Relay Room

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 As far as practicable, the relay room is not located in the vicinity of chemical
factory, loco shed or engine ash pits etc. In case it becomes unavoidable,
necessary precautions shall be taken so that relays are least affected by the
chemical fumes, dust etc. and are provided with dust free environment.
Where there is concentration of relays, Air-conditioning shall preferably be
provided.

19.6.53.0 Where Relays cannot be located in the Cabin, they shall be housed in
location of approved type which are properly secured.

19.6.54.0 In 'Q' style relay the code pins configurations for plug in relay shall not be
changed by drilling additional holes on plug board to avoid fixing of a wrong
relay which may lead to unsafe condition. In Siemen's K-50 relays, the Code
pins position on base plate should not be changed and to be retained as fixed
by the manufacturer.
19.6.55.0 All relay clips shall be checked for proper locking in the base when plugged
in. Extreme care shall be exercised while removing the clips from the jacks of
the plug-in type relay.

19.6.56.0 In all installations, a relay index board shall be provided for locating relays
easily.

19.6.57.0 Relays involving external circuits shall have cross protection and double
cutting. Signal control relays shall preferably be provided with double cutting.

19.6.58.0 A contact chart shall be prepared duly showing the contacts used circuit-
wise with reference and spare contacts available, wire count for each contact
and relay position in the rack.

19.6.59.0 Sealing of Plug-in Relays

19.6.59.1 In case of metal to carbon contact type relays, sealing shall be done at
Manufacturer's premises before dispatch and if the seals have to be broken
due to any defect noticed, resealing must be done at the workshops.

19.6.59.2 In case of metal to metal contact type relays, sealing of the cover shall be
done by not below the rank of the Junior Engineer at site. Whenever seals
have to be broken at site for maintenance purposes, the same shall be done
by an official not below the rank of Junior Engineer.

19.6.59.3 Line Relays shall be energized at the rated voltage specified in the
specification.

19.6.60.0 Maintenance of Relays

Regular Check of line Relays

Cleaning shall be done regularly from outside so that dust is not deposited on
the relays.

19.6.61.0 During routine inspection and maintenance, if high contact resistance is

observed spare contact to be used or the relay should be replaced on any
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 contact of metal to metal relays, such contacts can be cleaned. In case of
metal to carbon relays either the spare contact shall be used or the relay
shall be replaced.

19.6.62.0 Cleaning shall be done regularly so that dust is not deposited on the relay.
There is no loose connection on the terminals, plug in relays is fitted tightly &
the sealing is intact. Metal contacts are not blackened due to arcing. There is
no pitting of carbon contacts. No foreign materials are inside the relay. There
is no rusting or sulphation on the parts. Relays are not due for P.O.H.

19.6.63.0 Checking of Track Relays

19.6.63.0 (a) Pickup and drop away values shall be maintained within the limits
specified by the manufacturer. Relays shall not be tilted or turned over to
close the contacts.Track relays shall be inspected visually every two years by
the JE/SSE and the following visual checks conducted :
(i) Movement of armature and contact carriage;
(ii) Wiping of contacts;
(iii) Arcing of contacts, if any;
(iv) Pitting or charring of contacts;
(v) Dust on contacts;
(vi) Electroplating
(vii) Corrosion, rusting of components;
(viii) Cracks or breakage in components;
(ix) Presence of fungus, if any;
(x) Charring of cover near contacts (for plug-in relays)
(xi) Correctness of label;
(xii) Presence of seal.

(b) The relay that is in any way defective should be changed at once and sent
to shops together with a brief report stating the nature of the defects. On no
account should any attempt be made by the line staff to rectify the relay. The
connection of DC track relay shall be quarterly interchanged to prevent
permanent magnetisation.

19.6.64.0 Periodical Inspection of Relays

19.6.64.1 All relays used in vital circuits shall be visually inspected each time during
inspection.

19.6.65.0 JE/SSE/Section Engineer shall visually inspect the relays. During visual
inspection, relay shall be taken out of service if any of the defects are noticed
in respect of :-
(a) Movement of armature and contact carriage;
(b) Wiping of contacts;
(c ) Arcing of contacts;
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 (d) Pitting or charring of contacts;
(e) Dust accumulation on contacts;
(f) Electro-plating;
(g) Corrosion, rusting of components;
(h) Crack or breakage in components;
(i) Presence of fungus and ants inside the relay casing;
(j) Charring of cover near contacts in the case of plug-in-type relays;
(k) Corrosion of Label;
(l) Absence or tampering of seal;
(m) Effectiveness of relay retaining clip to be checked in case of Q style Plug-
in type relays;
(n) Any other abnormal condition.

19.6.66.0 Replacement Of Relays

All metal to carbon contact miniature plug-in type relays other than track
relays should not be overhauled. these relays should not be used after
completion of the codal life of 25 to 30 years or after their falure. Plug in type
track relays have to be replaced on completion of 12 years or earlier if
warranted by the actual condition of the relay and/or its usage.

Section 7 : Fuses
19.7.67.1 Fuses shall be of an approved type. Normally non-deteriorating type, PPTC
fuses, 'G' type, alarm or cartridge type fuses shall be used. When fuse is not
provided with fuse blown off indication, additional indication circuit may be
provided.

19.7.67.2 At the time of commissioning of any signalling installation, the normal load
current of every circuit shall be measured and recorded. These recorded
values shall be checked with the theoretically obtained values. Fuse of
correct capacity which should be not less than 2.5 times the rated current,
shall be provided.
19.7.67.3 When there is a case of fuse blowing off, the concerned circuit current shall
be measured and compared with the original recorded value. If there is a
variation, action shall be taken to locate and remove the defect before a new
fuse is inserted.

19.7.67.4 It is desirable to provide automatic fuse changeover system / Fuse Alarm

System for Important Circuits at Stations in High Density Routes.

Section 8 : Painting of Electrical Signalling Equipment

19.8.68.0 Electrical signalling equipment shall be painted in accordance with the
approved Colour Scheme.

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19.9.0.0 Section 9 : Testing of Signalling Circuits
19.9.69.0 General The checking and testing of electrical signalling installations may be
divided into five different groups as detailed below:

19.9.69.1 Physical inspection of the installation.

19.9.69.2 Checking of the wiring and cables.

19.9.69.3 Testing of the individual circuits.

19.9.69.4 Testing of the individual apparatus.

19.9.69.5 System testing of the installation.

19.9.70.0 Test Procedure:

Systematic methods such as marking on locking/selection tables and suitably

and clearly marking on the circuit diagrams while checking the circuits and
equipment should be adopted to ensure that all circuits have been completely
checked.

19.9.71.0 Suitable proforma should be devised for recording the tests of electrical
equipment before testing of the installation is taken up to ensure availability
of records of the tests and their analysis.

19.9.72.0 Testing Instruments:

19.9.72.0 Suitable instruments like Multi-meter, Volt meter, Ammeter, Ohmmeter,

Frequency meter, Bell tester, Earth meggar, Earth leakage detector, Cable
fault locator, Cable route tracer, Relay contact testing/cleaning kit,
Anemometer etcs hould be used in the testing of electrical signalling circuits.
Calibration of these instruments should be checked periodically.

19.9.73.0 Physical inspection of the installation:

19.9.73.1 It shall be checked that the work has been carried out in accordance with the
approved plans and that equipment is of proper type and is in good condition.

19.9.73.2 The following aspects shall be checked during the physical inspection:

(a) The signals, location boxes and other out-door equipment are as per
approved plans and are in good condition. Arrangements for proper
ventilation, where provided, are not choked.

(b) Each location contains all the apparatus required as per approved plans,
the apparatus is of approved type and that the power supply equipment,
batteries, fuses, etc., are installed according to the approved plan and
specification.

(c) The location of insulation joint, jumper wiring, traction bonding in

electrified areas, point machines, switch locks and other apparatus is as
per approved plans and their condition is satisfactory.
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 (d) The electrolyte, inter-connections between cells, cell voltage etc., are in
required condition as per relevant specifications or instructions.

(e) Each wire is tagged or marked where feasible so that it can be identified
at each end and the nomenclature on the tag corresponds to that on the
wiring diagram. The tags or other sleeves of identification shall be of
insulating material.

(f) The number of wires terminated on each terminal or relay terminal boards
or other devices are counted and tallied with the number of wires shown in
the wiring diagrams.

(g) All connections on terminals and binding posts are properly secured,

(h) The lightning arrestors are properly connected and earthed as per plan

(i) Detailed specifications & instructions for inspection and testing of different
types of equipment as applicable to them should be available.

(j) All other equipment such as lever frames, cable sheaths, signal screens,
location huts, etc., in A.C. electrified areas are properly earthed as per
requirements contained in Chapter 22.

(k) No equipment including relays are due for overhauling.

19.9.74.0 Checking of the wiring :

19.9.74.1 Wiring shall be checked to ensure that it has been carried out as per
approved wiring diagram. Point to point testing shall be carried out before
plugging in the relays. Wires shall be tested one by one for continuity and
insulation.

19.9.74.2 Prior to conducting continuity and insulation test, contact occupancy test
must be carried out for each relay as per the contact analysis available. The
number of contacts allotted must tally.

19.9.74.3 During the course of continuity testing, wire count test shall also be done
simultaneously to verify the number of wires actually available on each
contact.

19.9.74.4 All cables shall be tested in accordance with the instructions given in Chapter
15

19.9.75.0 Test of individual circuits:

19.9.75.1 It shall be checked that each individual circuit is actually controlled by the
proper contacts of the relays or other devices as per wiring diagram.

19.9.75.2 Where feed to a particular device is controlled through two or more paths in
parallel, the check of each path must be carried out separately.

19.9.75.3 Cases of intermittent or continuous extraneous feed of even small magnitude

or wrong operation of any relay observed shall be investigated thoroughly
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 and remedial action taken to rectify the fault.

19.9.75.4 Once the indoor wiring works are completed before conducting the system
testing, simulation test shall be conducted. This will ensure the correctness of
indoor system, complete. System testing shall be carried out after all the field
functions are connected to the relay room.

19.9.76.0 Testing of individual apparatus:

Testing shall be done in accordance with specification & instructions

applicable to each individual apparatus.

19.9.77.0 System Testing of Installation:

19.9.77.1 After the tests mentioned in previous paras have been carried out, the
electrical installation shall be subject to the detailed operational/system tests.
19.9.77.2 These tests shall be planned carefully. Requisite number of staff considered
essential for carrying out such tests shall be selected and deputed to
concerned locations. They should be equipped with requisite tools, meters,
portable telephones and/or walkie talkie sets so that they are in contact with
the official in charge of testing and other testing parties and take such action
as directed.

19.9.77.3 These tests shall be carried out against approved Selection Table/Control
Table/Route Chart and Signalling Plan.

19.9.77.4 Complete tests shall be carried out against approved Selection Table/Control
Table/Route Chart. Checks against signalling plans for main signal routes
and a few spot checks of the remaining routes shall also be carried out.

19.9.77.5 Following guide lines are laid down for carrying out system tests:-

(a) Signal Control Circuits

Each route shall be set individually by operating control lever or switch

(es) and/or button (s) as the case may be. After checking that the signal
for this particular route has been cleared, each track circuit controlling the
signal shall be shunted individually to check that the signal goes back to
danger. Similar tests shall again be made by de-energizing point
detection relays and other relays controlling this route. Each such relay
will be de-energized individually and it shall be checked that the signal
goes back to danger.

(b) Approach Locking

Each route shall be set up individually. After ensuring that the signal for
this particular route has been cleared, each track circuit controlling the
approach locking shall be de-energised in turn. The signal shall be put
back to 'ON'. Efforts shall be made to alter the route under test and to set
up conflicting route. It shall be checked that it is not possible to cancel
the route set up and/or to set up a conflicting route and/or to individually
operate any point in the route under test. This locking shall be effective till
the set route is cancelled and the time release circuit has operated
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 provided the track beyond the signal is not occupied.

(c) Route Release

(i) Tests shall be carried out to ensure that once a signal is cleared for a
particular route, position of none of the points in the route can be
changed when track circuit immediately in advance of the signal is de-
energised.

(ii) Where sectional route release is provided, it shall be ensured that a

sub route does not release only by picking up of the concerned track
relay (s) but the same should be released only after the next track circuit
has also dropped and picked up except for the berthing portion of track
circuits.

(iii) Where sectional route release is not provided tests shall be made to
ensure that the entire route remains locked when any of the track circuits
beyond the signal up to the track circuit controlling the last point is de-
energised.

(iv) In cases where the route is controlled by single track circuit the route
shall be released after prescribed time delay to be effective after the
concerned track circuit has been occupied and cleared by the train.

(d) Time Release

Time release, where provided, shall be tested to ensure that it will be

possible to alter the route or set up a conflicting route or change the
position of the points in the route only after the signal is put back to 'ON'
and the prescribed time interval has lapsed. Similar tests shall be carried
out for overlap release, where time release is provided for releasing the
overlap after clearance of last track circuit in rear of berthing track and
occupation of the berthing track if any. Also overlap will get released only
after concerned signal knob is normalized wherever required.

(e) Dead Approach Locking

Where dead approach locking is provided, the same test procedure as in

(b) will be adopted except that there is no controlling track circuit to be
de-energised. After the signal has been taken 'OFF', the approach
locking shall be effective till the signal is put back to 'ON' and time
release circuit has operated.

(f) Signal Indication Circuits

Indication of 'ON' aspect of all signals shall be checked for its

correspondence with aspect displayed at site. Each signal shall then be
cleared after setting its route and the indication of each aspect shall be
checked for its correspondence with the aspect displayed at the site. This
test shall be carried out for each signal as well as for direction type route
indicator where provided. In the case of later, it shall also be ensured that
the indication relay is not energised and the indication does not appear
until the minimum number of lamps/LEDs as required are actually lit.
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 (g) Point Controlling Circuits

(i) Each point shall be set to reverse position by operating the controlling
lever/switch/buttons. After the point has been fully reversed, each track
circuit controlling the point shall be individually shunted in turn and
operation of points to normal position shall be attempted. It shall not be
possible to operate the point under these conditions. These tests shall be
repeated with the point set in normal position, attempt being made to
operate it to the reverse position.

(ii) With the obstruction in the points, the point shall be operated from
normal to reverse and reverse to normal and it shall be checked that the
over-load relay where provided gets energised and the feed to the motor
is cut off immediately. Where over load relay is not provided, the feed to
the motor shall be cut off after the lapse of a prescribed time.

(iii) The out of correspondence test shall be carried out by opening cut
out contact of one end of point machine and the point lever/knob/button
operated. The other end of the point may operate but the point indication
relay shall not energise.

(h) Point Indication Circuit

(i) The point shall be operated from normal to reverse and reverse to
normal and the position of point detection relay as well as the indication
of the point in the cabin/panel shall be checked for correspondence with
the position of the points at site. It shall also be checked that with the
obstruction in the point, the detection relay is de-energised and both
normal and reverse point indication in the cabin/panel are extinguished
in case of electromechanical signal and flash in case of PI/RRI
installations.

(ii) The operation of the detection relay to the correct position as well as
its de-energisation should be checked by making and breaking the
relevant point detector contacts at site.

(i) Crank handle interlocking

(i) It shall be checked that when the crank handle is removed from its
normal position in Electric Key Transmitter/other approved Relay
interlocking arrangement, the signals reading over the concerned
route/zone cannot be taken 'OFF' nor the points could be operated from
the cabin/ panel. It shall also be checked that when the signal reading
over the concerned route/zone is taken 'OFF', the crank handle cannot
be released from its normal position in Electric Key Transmitter/other
approved Relay interlocking arrangement.

(ii) Emergency Crank handle interlocking (where Provided)

It shall be checked that when the emergency crank handle is removed
from its normal position, the signals reading over the concerned
route/zone cannot be taken 'OFF' nor the points could be operated from

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 the cabin/ panel.

(j) Testing of Track Circuits

Testing and inspection shall be done as per Chapter 17

19.9.78.0 Typical testing Procedure for Panel Interlocking/Route Relay

Interlocking Installations:

Typical testing procedure for panel interlocking/Route Relay interlocking

installations are given below. It shall be ensured that the interlocking system
conforms to the approved relay interlocking specification.

19.9.78.1 Panel interlocking installation

Indication when
Indication when
shunting is not
shunting is permitted in
permitted in the
the direction to which it
Type direction to which it
refers
refers
Day Night Day Night
Indication Indication Indication Indication
Black disc
Disc with a Yellow Edge of
No light
Type yellow cross cross light disc
painted on it
Light Yellow cross Yellow
No light No light
Type light cross light

(a) Point Locking Operate point No. 2 to reverse position and clear the signal
route No. 2WBI by operating signal switch/button. Operate point knob 2 to
normal. The point should remain locked. Restore the point knob to reverse.
De-energise 2RWKR. Signal 2WBI shall go to 'ON'. Restore the signal
switch/button to normal. When point No. 2 is free, shunt the track 2T. Turn
the point knob 2 from reverse to normal. The point should remain locked.

(b) Approach locking

Take 'OFF signal for route No. 2WBI by sett setting

ing the points in required
position. Normalize the signal switch with A2WT clear. The signal
assumes 'ON' position. Try to alter the route, it should be free.

Again take 'OFF' signal for route No. 2WBI. Shunt the approach Track
A2WT. Normalize the signal switch/button. Try to alter the route. Route
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 should be held till the route is cancelled and 120 secs, time delay has
lapsed.

(c) Interlocking of signals

Clear the signal route 2WBI after setting the route. Try to clear the signal
4EB by operating the relevant switch/button. Signal 4EB should remain in
'ON' position and signal 2W should continue to display 'OFF' aspect.
Similar tests shall be carried out for signal 2E also.

(d) Track Circuit Controls

(i) Clear the signal route 2WBI again. Shunt the track 2WT. Signal should
go to 'ON'. Remove the shunt, the signal should not re-clear. Normalize
route and re-clear again. Shunt A2ET and other controlling track circuits
one by one. Signal should go to 'ON' in all cases. Remove the shunt.
Normalize the route.

(ii) Where track circuits provided with redundancy, its proper working
shall be thoroughly tested for redundancy and effectiveness in the
signalling circuits.

(e) Back locking

(i) Clear the signal 2W for route 2 WBI again. Shunt the track 2WT. The
signal should go to 'ON'. Normalize the signal switch. The route should
be held. Shunt and clear all the back locking tracks as per selection table
in sequence. The route shall be released by sequential proving of tracks
as per the provisions of para 4.3.3 of Relay interlocking specification IRS:
S 36-87.

(ii) Clear the signal route 2WBI again and de-energize the L-xing gate
control relay. The signal should go to 'ON'. Re-energize the relay, the
signal should assume 'OFF' aspect.

(f) Conditional locking:

Wherever conditional locking is provided (Swinger lockings for alternate
overlap, parallel movements etc for yard flexibility), the points throw and
its route holding, correct proving in the signal circuits shall be thoroughly
checked

(g) Datalogger circuits:

The data loggers connected to various power supplies, relays of
internal/external circuits, block instruments, battery chargers and other
applications like open/close status of relay room, battery
charger/IPS/Invertors monitoring etc shall be regularly checked/tested.
Also ensure the nominated JE/SSEs/staff are receiving the various
exception reports generated from the data logger to aid their day to day
works/maintenance/fault restorations in coordination with Fault control
JE/SSEs/staff in charge of data logger monitoring.

(h) Miscellaneous circuits :-

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 The Miscellaneous arrangements like Effectiveness of Station Master’s
key, cascading of signals on the route, Red lamp protection on the route
etc shall be thoroughly tested for the independent signal/routes.

(i) The protection arrangements like Lightning arrestors, Surge

protection devices and its associated Fuse/Earthing arrangements
shall be regularly tested and Maintained

(j) The relay contacts shall be paralleled , if spare contacts are

available

19.9.79.0 Precautions during Testing:

Following precautions shall be taken during testing and checking so that

:-

(a) No signal taken 'OFF' for a train movement is thrown to 'ON' in the
face of the train.

(b) No signal which will create a conflicting or unsafe movement is taken

‘OFF

(c) No point and isolation in a route set for a train movement is disturbed.

(d) No track relay of an occupied track circuit is energised.

(e) No voltage higher than permissible levels is applied to the equipment.

(f) There should be no risk of electric shock to testing or operating

personnel.

Section : 10 Maintenance of Interlocking

19.10.80.0 Periodicity of Tests:

19.10.80.1 All the tests indicated in this chapter shall be conducted at the time of new
installation or making any alteration to the existing installations.

(a) In a working installation, the following periodical tests shall be done: -

(i) Physical inspection once in a year or earlier as feasible;

(ii) System tests once in five years or earlier;

(iii) Insulation tests on Cables as per Chapter 15

(iv) Test of individual apparatus in accordance with specifications and

instructions applicable for each apparatus as stipulated in current
Chapter

(b) It will be personal responsibility of JE/SSE (Signal) to test all Electrical

signalling circuits of relay interlocking up to 20 routes.

(c) It will be personal responsibility of Signal Officer concerned to test all

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 electrical signalling circuits of relay interlocking with more than 20 routes.

19.10.81.0 Maintenance Of Colour Light Signals

Cleanliness of LED Lenses

19.10.81.1 Polycarbonate Lenses of LED lamp shall be kept clean. A dry soft cloth free
from lint and abrasives shall be used for cleaning.

19.10.81.2 Housing shall be kept clean and opening in inclement or stormy weather
avoided. The condition of the gasket shall be checked to ensure that rain
water does not have access to the interior of lamp unit.

19.10.82.0 Replacement

19.10.82.1 Defective LED lamps must be replaced immediately.

19.10.82.2 The LED lamps shall be replaced as per prescribed codal life.

19.10.82.3 New lamp shall be pre-tested as per approved instructions before putting into
use.
19.10.83.0 The following checks shall be made periodically

19.10.83.1 The LED lamps bulb shall be seated fixed and fastened properly.

19.10.83.2 The signal visibility shall be checked and adjusted periodically.

19.10.83.3 All adjusting nuts are properly tightened. Maintenance checks to be done as
per Annexure 19/1

19.10.84.0 Maintenance of Electric Point Machine

19.10.85.0 Cleanliness :- Machines shall be kept in good condition free from rust, dust
and dirt.

19.10.86.0 Lubrication :- All gearing and bearing shall be properly lubricated according
to manufacturer's instructions.

19.10.87.0 Commutator, Brushes & Electrical Connections :-

19.10.87.1 Commutator shall be kept clean, smooth and have bright appearance.
Commutator may be cleaned with chamois leather. Under no circumstances,
shall emery paper be used.

19.10.87.2 Brushes shall be kept clean and properly bedded on the commutator.
Brushes shall have proper pressure and shall be free in brush holders.

19.10.88.0 All cables connections on terminal, motor terminal etc. shall be checked for
intactness.

19.10.89.0 All tail cables shall be checked for their insulation as per periodicity given in
Annexure 15/1.

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19.10.90.0 Adjustment of Contacts :-

Contacts shall be clean, free from pitting and in proper adjustment.

19.10.91.0 Rain water drainage arrangements shall be checked especially prior to and
during rainy season.

19.10.92.0 Fixing Nuts & Screws

19.10.92.1 Fixing nuts and screws of newly installed point machine often tend to get
loose. Care shall be taken to attend to them and readjust where required. To
prevent this, check nut with spring washer shall be provided

19.10.92.2 All moving parts including locking Dogs and notches slides, etc. shall be
checked for chamfering or undue wear. Where badly worn-out, the relevant
parts shall be promptly replaced.

19.10.93.0 Tests

19.10.93.1 Obstruction Test :-The point driving rod and the lock connections of the
machine must be so adjusted that with 5 mm thick test piece obstruction
placed between the switch and the stock rail at 150 mm from the toe of the
switch:-

(a) the point cannot be locked;

(b) the point detector contacts should not assume the position indicating
point closure

(c) Friction clutch should slip.

19.10.93.2 The Technician shall check whether the current required to operate the
machine in either direction is the same (approximately). The reason for
unbalance, if any, shall be investigated and eliminated.

Note : - In general excessive current indicates the friction due to rubbing of

rods with rods/sleepers, poor packing, lifting of tongue, improper lubrication,
dirt/dust accumulation etc causing extra load on the machine. The cause to
be identified and rectified duly advising Traffic/P.way departments.

19.10.93.3 Test the spring in each switch and ensure sufficient spring. It shall not be too
excessive to cause excessive wear on machine part, neither it shall too less
to hold the switch against the stock rail. In either of the case, the point drive
rod shall be adjusted.

19.10.93.4 the point cannot be locked;

19.10.93.5 Friction clutch where provided shall slip at a value prescribed by the
Manufacturer

19.10.93.6 Badly worn-out pins shall be replaced; the holes shall be reamed out and
fitted with a oversized pin. Split pins where provided shall be properly split
out.
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19.10.93.7 Voltage and current shall be checked periodically at the motor terminals, as
per Annexure 19/2. This will indicate any undue friction on the points or
improperly fastened terminals at cable terminations.

19.10.93.8 Cable and wire insulation and continuity tests shall be done

19.10.93.9 The essential requirement for interlocking of point shall be periodically

checked

19.10.94.0 It shall be ensured that during obstruction in the point, the feed to point is
automatically disconnected or friction clutch is tripped on overload described
by manufacturer and reconnects only when a fresh operation is done.
Where sequential operation of point machine is done, the maximum time
before disconnection may not exceed to 3.5 times the normal operating time
of one machine.

19.10.94.0 Each JE/SSE in charge of electrical apparatus shall test the operating values
of the machine and adjustments of the machine by obstruction test every
month. The Sectional in charge of the section shall carry out these tests once
in three months.

19.10.95.0 Maintenance of Electric Detector

These shall not be used in new installations and the existing one to be
replaced in phased manner. Railways still having these equipments may refer
to earlier version of SEM Part-II, September 2001.
Maintenance schedules as shown in Annexure 19/3 shall be followed till their
replacement

19.10.96.0 Maintenance of Circuit Controller

These shall not be used in new installations and the existing one to be
replaced in phased manner. Railways still having these equipments may refer
to earlier version of SEM Part-II, September 2001.

19.10.97.0 Maintenance Of Station Master's Slide Control Frames

These shall not be used in new installations and the existing one to be
replaced in phased manner. Railways still having these equipments may refer
to earlier version of SEM Part-II, September 2001.

19.10.98.0 Maintenance of Electric Key Transmitters , Fuse & Fuse Alarm Systems

Note :- (i) Maintenance schedules as shown in Annexure 19/4 shall be

followed for Electric Key Transmitters.
(ii) Maintenance schedules as shown in Annexure 19/5 shall be
followed for Fuse & Fuse Alarm Systems

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19.10.99.0 Maintenance of Thick web switch Point Machine

(a) Points

(i) Ensure graphiting or lubricating of slide chairs at every week.

(ii) Ensure that all nuts and bolts are tight and split pins are opened
properly.

(iii) Lubricate at the following moving parts of the clamp lock fortnightly.

(iv) Stock rail bracket groove.

(v) Moving part of tongue rail and lock arm assembly.

(vi) Between machine of lock bar and lock arm assembly.

(vii) Ensure that the rodding and other connections are tight.

(viii) Check that the point area is well ballast, packed and free from
vegetation.

(ix) Check that water does not stagnate in the vicinity of points.

(x) Ensure information to engineering department regarding to avoid any

emergency failure.

(b) Point Machine

(i) Ensure that wire connections of the machine are tight and laced
properly.

(ii) Ensure that the locking segment enters freely into the notches on the
lock slides and with a little pressure in the notch of drive rod.

(iii) Ensure the point machine fittings are tight.

(iv) Check all parts for any crack or breakage etc. and replace
immediately if any defect is found.

(v) Ensure smooth working of the gears without any cracking noise.

(vi) The slipping of friction clutch during obstruction shall be ensured and
slipping current shall not exceed twice the normal working current.

(vii) Ensure that the carbon brushes are exerting sufficient pressure on
commutator. Clean the commutator properly by using chamoise leather.

(viii) Ensure that all moving parts are free from dust and are well
lubricated.

(ix) Ensure that gauge tie plate is properly insulated.

(x) Ensure that the roller rolls freely on the periphery of the control and lift
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 out disc.

(xi) Check that the contact pressure of control and detection contact is
adequate.

(xii) Apply non-corrosive all temperature grease (IS-507/508) through the

entire grease nipple by a grease gun, after 8,000 operations or six
months which is earlier or as per instructions issued by the railway.

(xiii) After every six months or as per instructions issued by the railway
pour lubricating oil, SAE-30/SHELL 100, through inlet in to the oil
reservoir for lubricating gearbox of the motor.

(xiv) Check the overload current.

(xv) Ensure codal life of point machine during maintenance schedule.

19.10.100.0 Maintenance Schedules

The maintenance schedule for various items of Electrical Signalling

equipment shall be as shown in Annexures.

At stations having dense traffic and high speeds, the Railways may prescribe
more frequent inspections, if considered necessary.

Section : 11 Lightning & Surge Protection

19.11.101.0 Lightning-General :

(a) Lightning and surge protection shall be provided to protect from following
undesirable effects:

(b) Thermal effect: Excessive energy in lightning discharge may cause fire.

(c) Electrodynamic effect: Damage to structure.

(d) Electrical effect: Due to increase in ground potential, surge current may
damage electronic equipment

(e) Inductive effects: Electromagnetic field currents may couple to all

conductors and may damage equipments connected to it.

(f) Effects on Humans: Electrocution burns or even loss of life and may lead
to cardiac arrest.

19.11.102.0 Installations to be Protected

(a) S&T equipment shall be protected as per National Building Code 2016
(NBC 2016) and IEC 62305. S&T equipment, including those given below,
are to be grounded and protected from lightning surges. Code of Practices,
Technical Advisory Notes, Guidelines issued by RDSO on the subject shall
be taken into consideration.

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 (i) Electronic Interlocking Installations including Object Controllers

(ii) BPAC Systems

(iii) Axle Counter Systems

(iv) Integrated Power Supply Systems

(v) UFSBI, Block Panels, SSBPAC etc

(b) Equipotential bonding to be provided for all the equipment for effective
lightning and surge protection in Signal Equipment Room as per RDSO TAN
STS/E/TAN/3006 or latest TAN

(c) External Lightning Protection and Class I, II, III, IV devices are to be
provided at

(i) External Lightning Protection on Top of Buildings housing S&T

equipment

(ii) Class I devices at the Input of Power Supply Equipments

(iii) Class II devices at Output of Power Supply Equipments

(iv) Class III & IV devices at Indoor and Field Equipments

Section :12 Earthing

19.12.103.0 Types of Earths

(a) Earths will be of two types (i) functional (ii) protective. The earth return
used for block instruments is a functional earth which is used to conduct the
current through earth during normal operation/function of equipment. While
the earth for dissipating surges is a protective earth which comes in contact
to equipment's supply line through Surge Protection Devices while
conducting during surges so as to protect the equipment.

(b) Perimeter Earth (PRE) shall be provided around building housing

signalling equipment. Chasis of all S&T equipment shall be bonded to BRC
(Bonding Ring Conductor) provided inside the PER (Power Equipment
Room) or (SER) Signal Equipment Room. BRC is to be connected to PRE as
per RDSO Tan no. In case, no BRC exists, chassis of the equipment shall be
connected directly to PER.
(c) Earthing shall be provided as per approved specifications, drawings and
code of practice issued by RDSO.

(d) The maximum earth resistance shall be specified as per OEM & RDSO
recommendations.

19.12.104.0 Purpose of Earthing

(a) Earthing of cables, equipment, buildings and structures is done for one or

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 more of the following purposes:

(b) To ensure effective and rapid operation of protective equipment in the

event of earth fault Currents in an electrical supply system which might
otherwise cause fire; and to protect against danger to life through shock due
to non-current carrying equipment and metal work being maintained at a
dangerous potential relative to earth.

(c) To provide an earth for telephone systems employing an earth return

signalling circuit.

(d) To provide a means for the earthing of metal screens of

telecommunications cables and equipment for the purpose of reducing
interference.

(e) To provide a direct connection with earth for surge protection devices,
lighting protectors, etc.
(f) A separate functional earth of approved type shall be provided for each
block instrument for DC line circuits. The earth shall be as per RDSO
Specifications and Guidelines. Earth resistance upto 10 ohm is permissible.

(g) These earth pits shall then be inter linked using approved arrangements.

(h) Case/Body of instrument shall be connected to common signalling ring

earth of the station.

(i) Earth required for return conductor facility shall be provided separately.

19.12.105.0 Requirement of Separate earthings

(a) Separate earthings shall be provided for the following cases :-

(b) The lever frame and other metallic frames of the cabin shall be connected
together to a separate earthing.

(c) The earthing shall be provided at every location box or a Group of

Location boxes where cables terminate.

(d) The earthing shall be provided at each signal or a Group of near by

Signals

(e) All Main cable sheath & Armour to be earthed.

(f) Block circuits working on earth return through the respective Block filters

(g) The surge arrestors provided in block filters

(h) In case of signals falling within 2 meters from the electrified track, the
protection screen shall be connected to an earth.

(i) There shall not be any possibility of simultaneous human contact with
metallic bodies connected to different earths, where it is not possible to
provide suitable spacing or partition between various metallic objects referred
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 to above, they shall be connected to a common earth.

19.12.106.0 Additional Earthing in RE area

(a) Earthing of armouring of cables, signal posts, solar panels equipment,

buildings, LC gate pedestals and metallic structures must be done in addition
to other measures mentioned in above paras for following reasons;

(b) To ensure effective and rapid operation of protective equipment in the

event of earth fault currents in an electrical supply system which may cause
fire; and to protect against danger to life through shock due to non-current
carrying equipment and metal

(c) work being maintained at a dangerous potential relative to earth.

(d) To provide an earth for telephone systems employing an earth return

signalling circuit.

(e) To provide a direct connection with earth for discharge tubes/ surge
arrestors, lighting protectors, etc.

(f) To provide an earth to block instrument working on earth return.

19.12.107.0 Additional Installations to be earthed in RE

(a) It is not necessary to earth the sheath and armouring of screened cables
or armouring of unscreened cables when they are used as a tail cables
except in special cases where the length of the tail cable exceeds normal
prescribed limits.

(b) Block circuits working on earth return through the respective Block filters
and the surge arrestors provided in block ckts

(c) In case of signals falling within 2 meters from the electrified track a 25 KV
live conductor, the protection screen shall be connected to an earth

(d) Common/ Equi-Potential earth for modern electronic equipments such as

EI Datalogger, SSDAC/ HASSDAC/MASDAC can be used in Relay room

(e) There shall not be any possibility of simultaneous human contact with
metallic bodies connected to different earths, where it is not possible to
provide suitable spacing or partition between various metallic objects referred
to above, they shall be connected to a common earth

19.12.108.0 Earthing For E.I

(a) Earthing shall be provided as per approved specifications, drawings and

code of practice.

(b) To the extent possible, perimeter earth shall be provided around the
Electronic Interlocking room

(c) Earth value shall be less than one ohms and shall be measured annually

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 during dry season.

(d) Earth wire from Surge protection device to main earth terminal inside the
room should be as straight and short as possible to provide a low impedance
path for discharge of surge energies.

(e) Earthing wires from electronic interlocking subsystems to main earth

terminal shall be of distinctive color. Green or Green Yellow (GNYE) color is
recommended for quick identification of a loose or disconnected earth wire.

(f) All earth wires shall be as straight as possible and shall never be coiled.
All Earth wires should be of adequate current carrying capacity and should
never be less than 4 Square mm copper cross section.

19.12.109.0 Earth Leads General

Earthing of approved type shall be provided for each block instruments and
other signalling equipment at a station. Dedicated earthing arrangement to be
provided for earth return circuits individually if any.

19.12.109.0 The resistance of earth for signalling circuits shall not exceed 10 ohm or as
prescribed by OEM / RDSO. If the resistance is more than the required value,
steps to reduce the earth resistance shall be taken. If it is still not possible to
reduce the value below the required value, even with the adoption of these
methods, additional earths may be provided in parallel.

19.12.110.0 Where more than one earth is used, the distance between earthing pipes
shall be as per approved design.

19.12.111.0 Earthing Leads

19.12.111.1 Earth wires shall be protected against mechanical damage and possibility of
corrosion particularly at the point of connection of earth electrode.

19.12.111.2 The earthing lead shall be mild steel flat of size 35mm x 6mm or copper wire
of 29 sq. mm cross sectional area (19 strands of 1.4 mm dia) or as per the
approved earthing practice for various equipments as per OEM
guidelines/RDSO instructions for the same. In case the conductor is buried
underground, It shall be protected from corrosion by an application of suitable
anti-corrosive paint or bitumen or varnish. The length of the cable so treated
shall extend half a metre beyond the buried length.

19.12.111.3 The earthing lead shall be soldered or crimped on a lug, which shall be bolted
to the earth electrode or preferably exothermically welded. The nut & bolt to
be painted with anti corrosive paint.

19.12.112.0 Selecting site for Earthing

The site for earthing shall be chosen in the following order of preference :-

a) Wet marshy ground and grounds containing refuse, such as ashes,

cinders and brine waste.

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 b) Clay soil or loam mixed with small quantities of sand.

c) Clay and loam mixed with varying proportions of sand, gravel and stone;
and

d) Damp and wet sand and peat.

19.12.113.0 A site which is naturally well drained shall be chosen. A water logged
situation, however, is not essential unless the soil be sand or gravel.
Perennial wells may also be used as sites for earth electrodes with
advantage where the bottom of the earth is rocky.

19.12.114.0 Electrodes shall preferably be situated in a soil which has a fine texture and
which is packed by watering and ramming as tightly as possible. Where
practicable, the soil shall be sifted and all lumps broken up and stones
removed in the immediate vicinity of the electrodes.

19.12.115.0 Where soil conductivity is poor, the chemical treatment may be resorted to
improve the same. Common salt together with charcoal in alternate layers is
generally used for this purpose and the addition of less than one part by
weight of salt to 200 parts of soil mass may reduce the resistivity by 80% but
there is little advantage in increasing the salt content above 3%. Calcium
chloride and sodium carbonate are also beneficial.

19.12.116.0 Use should be made where possible of natural salts in soil produced by
bacteriological action on decaying plants. The resistivity of the soil on which
plants are growing will be less than that of a similar soil in the absence of
plants.

19.12.117.0 As far as possible, the earthing arrangement shall be located in the natural
soil. The made-up soil which has not consolidated or is likely to be eroded by
weather, shall be avoided.

19.12.118.0 The minimum clearance of equipment earths from system earths provided by
the Electrical Department either of the Railways or of the other
Administrations shall be 20 metres.

19.12.119.0 Ashphalt or concrete cover of about 50mm thickness around the Earth for a
radius of 1 metre to retain the soil moisture is desirable.

19.12.120.0 Measurement of Earth Resistance:-

Soil Earth Resistivity shall be measured using Wenner method and

appropriate design for effective PER (Perimeter Ring Earth) for the building
housing S&T equipment shall be adopted as per IEC 62305.

19.12.121.0 Earth Resistance of an 'earth' is the sum of three separate resistances, viz.,

(a) the resistance of the conductor joining the earth electrode to the
installation;

(b) The contact resistance between the surface of the earth electrode and the

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 soil, and the resistance of the body of soil surrounding the earth electrodes.

(c) Normally the first two resistances are negligibly small compared with the
third; so, the resistance of an 'earth' is primarily determined by the nature of
the soil and not by the electrode itself.

19.12.122.0 The material used for a standard electrode system should be corrosion
resistant. Under ordinary soil conditions, use of galvanized iron or mild steel
electrode is recommended. In cases where soil corrosion is likely to be
excessive, it is preferable to use either copper or copper clad electrode. The
electrodes shall be free from paint, enamel or grease.
19.12.122.1 Earth tester normally used for measurement of earth resistivity comprises of
the current source and meters in a single instrument and directly read the
resistance value.

Connection for Four Terminal Megger

When using a megger as shown below, the resistivity may be evaluated from
equation P = 2
2πSR
Where,
P = resistivity of soil on ohm meters
S = distance between successive electrodes in meters
R = megger readings in ohms

19.12.122.2 (a) Test Procedure :- At the selected test site, four electrodes are driven into
the earth along a straight line in a chosen direction at equal intervals' S'.

(b) The depth of the electrodes in the ground shall be of the order of 10 to 15
cm. The megger is placed on a steady and approximately level base, the link
between terminals P1 and C1 opened and the four electrodes connected to
the instrument terminals as shown in the fig. An approximate range on the
instrument is then selected to obtain clear readings, avoiding the two ends of
the scale, as far as possible. The readings are taken while turning the crank
at about 135 rev/min (in case of Magneto Generator Type) or pressing
concerned button in some Other Type of Meggers. Pl see equipment
Manufacturers manual and follow as stated there in

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 (c) Resistivity is calculated by substituting the values of 'R' in the equation P
= 2 л SR

(d) Method of finding out the resistance of an Earth - Refer annexure 18/4

Section : 13 Maintenance of Earth

19.12.123.0 Watering :-

Conventional Earths shall be regularly watered. Earth enhancement material

should be periodically added to Maintenance free earth to improve the earth
resistance. Earth pit to be regularly cleaned.

19.12.124.0 Earth connections :-

All Earth connections shall be carefully examined and kept intact and joints
soldered. The wire between each earth and the connected equipment shall
be electrically isolated. The exothermic welding termination on maintenance
free earth rod shall be checked and cleaned.

Regular Checks / Upkeep of Earths

19.12.125.0 Block earths and their connections shall be examined at intervals of not more
than one month by the Section Engineer/Signal and at intervals of three
months by the Senior Section Engineer /Signal.

19.12.126.0 Block earths shall be tested for resistance at intervals of not more than 12
months by the Section Engineer/Signal or Senior Section Engineer/Signal in
accordance with Annexure -. Where the resistance exceeds 10 ohms, action
shall be taken to reduce the resistance by providing additional earths in
parallel.

19.12.127.0 If routine testing indicates that existing earth electrode system is not
satisfactory, a new earth electrode system (or part of a system to supplement
the existing system) shall be provided
Maintenance Schedules as given in Annexure 19/6 shall be followed
Note :- This Chapter has under mentioned Annexures for further study

S.no Annexure no Description

1 19/1 Maintenance Schedule of Colour Light Signal
2 19/2 Maintenance Schedule of Electrically Operated Points
3 19/3 Maintenance Schedule of Electrical Detector
4 19/4 Maintenance Schedule of Key Locked Checking
Relay/Electric key transmitter (KLCR/EKT)
5 19/5 Maintenance Schedule of Fuses & Fuse Alarm System
6 19/6 Maintenance Schedule of Earthing and Lightning
Protection
7 19/7 Installation of maintenance - free earth for S&T
installations.

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 Annexure : 19/1

Maintenance Schedule of Colour Light Signal:

Schedule Code : S1

Periodicity : Signal Technician : Monthly,

Sectional JE/SSE :Quarterly,

Incharge SSE : Half yearly

S.No. Check the following

1. Cleaning of LED lighting unit & current regulator/integrated LED, all terminations,
housing, signal units & around signal post.

2. Measurement of input voltage & current with clamp type ammeter at input
terminals of current regulator/LED signal for all signal aspects and V/I reading
shall be within specified range as below:

(a) Main signal Voltage: 82.5 to137.5V and Current: 112 to 154 mA.

(b) Calling on/A/AG Marker Voltage: 88to132V and current: 120 to 165mA.

(c) Route signal Voltage: 88 to 132V and Current: 23.75 to 26.25mA per
LED.
(d) Shunt signal Voltage: 88 to 132V and Current: 52.25 to
57.75mAperLED.
3. Checking of tightness of all adjusting screws of LED signal unit as well as
Current regulator/ integrated LED.
4. Ensure condition of signal post is satisfactory.

5. Check condition of Signal foundation, ladder & ensure proper alignment of

signal post.
6. Ensure Signal unit condition, closing of door & locking arrangements are
satisfactory.
7. Ensure Signal post & CLS unit should be earthed & screen earthing is
effective.
8. Complete signal unit should be cleaned for removing oxidation, rusting &
tightened properly.
9. Ensure that there is no opening/access for rain water/ rodent entry.

10. Ensure the cable terminations in location box should be cleaned for removing
oxidation, rusting &tightened properly.
11 Visual check of insulations of cables, PVC wires, proper termination without
criss cross, condition of rubber gasket arrangement.

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 Schedule Code : S2

Periodicity : Incharge SSE Yearly

1. Check infringement of Signal & all its fitting with respect to schedule of
dimensions jointly with SSE/P.WAY(infringement to be removed, if found).
2. Test Route ECR- ensure that route ECR should be dropped if any 3 nos. of
LEDs in the given route supply is cut for all the routes.
3. Test Shunt ECR- ensure that shunt ECR should be dropped if any one of
Shunt LED does not lit.
4. Set jumper setting in current regulator as per ECR used & measure current
with AC clamp meter. The range of current shall be within the limit as per ECR
used.
5. Implantation distance from center line of nearest track along with an arrow
indicating towards nearest track should be painted on signal post in following
colours
a) Black on white background for normal implantation.

b) Red on white background for implantation distance < 2.36 meters.

6. Ensure that Arrow Markers are provided on all RHS signals.

7. Painting of Signal post, unit, ladder& number plate are satisfactory.

Note:- Whenever engineering Machine work is carried out, signal implantation shall be
measured prior/after to commencement/completion of work.

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 Annexure : 19/2

Maintenance Schedule of Electrically Operated Points

Schedule Code : P1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, monthly
Incharge SSE : Quarterly
S.No. Check the following :
1. The machine for tightness and free from rust& dirt. Cleaning, graphite / oiling of
slide chairs.
2. Checking of Point Gear Assembly, slides, rollers & pins. Ensure that roller is free
from wear and tear and falls freely on control and lift out disc.
3. Tightening of all nuts, check nuts & bolts, lock nuts holding the detector slides &
lock slides with lugs and condition of split pins to be checked.
4. Visual checks of Points insulations and stretcher bars not rubbing with any fixture.
5. The contacts for proper adjustment & free from pitting. Wires are neatly dressed &
clear of all moving part. Ensure they do not get trapped in the lid when closed.
6. All the bridge contacts make & break at the same time.
7. The setting of switch for having required amount of spring action.
8. Obstruction test – of points with 5 mm test piece to ensure point cannot be
locked, detection contacts should not assume the position indicating point closure
& friction clutch should slip (obstruction test piece to be kept at 150mm from the
toe of the switch).
Schedule Code : P2
Periodicity : Signal Technician : Monthly (to be done by ESM in the presence of JE/SSE)
Sectional JE/SSE: Monthly
Incharge SSE : Quarterly
1. Measurements of operating values (voltage & current) of point machines, with and
without obstruction for normal and reverse operation. Current required to operate
the machine in either direction shall be 1.5 to 2 times of its normal operation and
friction clutch shall slip within this range. Replace machine when difference
between normal operating current and current under obstruction is less than
0.5A.
2. Checking of feed disconnection time under obstruction is not less than 10
Seconds.
3. Ensure Hose pipe/GI pipe in good condition and without gaps/access.
4. Check MS pins of Switch Extension piece / ‘P’ bracket for any rib formation or
excessive wear.

Schedule Code : P3
Periodicity : Signal Technician : …..
Sectional JE/SSE: Quarterly (Sectional JE/SSE & I/C SSE to carry out alternate
inspections)
Incharge SSE : Quarterly (Sectional JE/SSE & I/C SSE to carry out alternate
inspection)

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 1. Joint check with JE/SSE (P-Way), of points & crossing for levelling, squaring,
creeping, packing, clearance of ballast and other P-Way fittings, etc. and
measurement of LH, RH switch opening, as per SEM Para 12.40 for normal point
and as per Performa circulated by RDSO dated 14.2.19 for TWS.
2. Joint checking of SSD arm insulation with P-Way supervisor.
Schedule Code : P4
Periodicity : Signal Technician : Quarterly Sectional JE/SSE:, Half- yearly
Incharge SSE : Yearly
1. Greasing / Oiling of point machine and Checking of all grease nipples in position.
2. Oiling of Point Gear Assembly, slides, rollers & pins with medium grade axle oil IS
1628. Avoid overflowing.
3. Smoothness& cleaning of Commutator, carbon brushes.
4. Ensure painting of connecting rods is satisfactory.
Schedule Code : P5
Periodicity : Signal Technician : Quarterly Sectional JE/SSE:, Half- yearly
Incharge SSE : Yearly
1. Check for detector contacts, control contacts, friction clutch. Ensure contact
pressure of control and detection contact is adequate. Ensure Brass tip on finger
contact is intact. Conduct obstruction test.
2. Visual check of brass strips provided between detector slides, without removing
them.
3. Checking of CH contact, connections and its effectiveness during power operation
points.
4. Checking of point motor insulation, cable and wire insulation (by 100 V Megger).
5. Testing of point tail cable from K Rack in N& R position of point with 100V megger

Note:- Whenever any wire, cable, gears etc. are opened and disconnected, care
should be taken for proper reconnection of wires, cables, gears etc. and must be
followed by correspondence test with panel before giving reconnection

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 : Annexure : 19/3
Maintenance Schedule of Electrical Detector

Schedule Code : ED1

Periodicity : Signal Technician : Fortnightly
Sectional JE/SSE:, monthly,
Incharge SSE : Quarterly
S.No. Check the following :
1. The contacts to Make or break at same time.
2. The cross-protection contact makes only after concerned detection contact
open. - For Non-RE area.
3. Normal detection opens then only normal shunt contact make and vice-versa.
For Non-RE area.
4. Shunt contacts – For Non-RE area.
5. Sleepers are packed well.
6. Entire contact of ED free from rust & pitting.
7. Pressures of contact of ED.
8. Tightening of all nuts and screws and nuts on lugs. Wires are neat and tidy.
9. Slides are having free movement.
10. Oiling the slides & rollers with the axle oil Grade Medium to IS: 1628.
11. Testing and adjusting-for Normal & Reverse setting of point by obstruction test
to ensure with 1.6 mm test piece detector contracts just make, with 3.25 mm test
piece by fictitious locking contacts just break and with 5 mm test piece point is
not locked and detector contacts not make and point lever should not latch.
12. Weeding out of bushes / clearing of ballast in and around working/ moving parts.

Schedule Code : ED2 (SSE/SE)

Periodicity : Signal Technician : …..,
Sectional JE/SSE:,
Half-yearly Incharge SSE : Yearly
1. Testing of point cable from K Board in N& R position of point with 100V megger.

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 Annexure : 19/4
Maintenance Schedule of Key Locked Checking Relay/Electric key transmitter
(KLCR/EKT)

Schedule Code : K1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE:, quarterly,
Incharge SSE : Half-yearly
S.No. Check the following :
1. Clean and ensure dust free.
2. Visually check the condition of PVC wires is good and intact.
3. Checking the effectiveness of locking, sealing, indication and Buzzer.
4. Voltage across KLCR shall be measured.
a) Permitted Range for 24V DC Relay 19.2 to 28.8 V DC.
b) Permitted Range for 60V DC Relay 48 to 72 V DC.

Schedule Code :K2

Periodicity : Signal Technician : ….
Sectional JE/SSE:, ….,
Incharge SSE : yearly
1. Tail cables meggering with 500V megger.

2. Check and ensure that relays are in good condition & no dry soldering.

Note:- (i) During periodic schedule of SSE in-charge inspection, section SSE/JE
inspection not required since inspections are repetitive in nature.
(ii) Ensure that independent Power supply is connected to KLCR.

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 Maintenance Schedule of Fuses & Fuse Alarm System: Annexure : 19/5

Schedule Code : F1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, Quarterly
Incharge SSE : Half-yearly
S.No. Check the following :
1. Visually check the fuses and indication LED on fuse block provided to ensure
intactness.
2. Visual inspection of fuse blown off indications & their replacement with proper
fuses, if blown off.
3. In the Fuse Monitoring Panel (FMP), if fuse blown off indication is
available/audio alarm bells, check for fuse/LED/Buzzer and replace them, if
defective.
4. PPTC Fuses

Ensure that the main fuse and PPTC are in working condition by checking
individually (without disturbing the working circuit). If not replace the defective
component.
Fuse Auto Changeover System
1. Visually check the Fuse monitoring changeover system, fuses and its
indications.
2. Physically check the functioning of fuse monitoring panel. If any main fuse is
removed/blown-off, the audio alarm with indication appears on Fuse
monitoring panel.
Schedule Code : F2
Periodicity : Signal Technician : …..,
Sectional JE/SSE:, ….,
Incharge SSE : yearly
Check that all fuses provided are of ND type/’D’ type/’G’ type, PPTC or
1. approved type and of correct rating as per requirement.
2. Ensure proper tightness of all terminals and fuses.
3. Ensure that the Main fuse and Stand-by fuse are in working condition by
checking individually (without disturbing the working circuit). If not replace the
defective component.
4. Check that fuse capacity as per specification for the maximum load current.

NOTE: (i) While commissioning or any alteration, it has to be ensured that Fuses are
provided in one limb of the circuits
(ii) Checking that fuse capacity is not > 2.5 times the load. Measure circuit current
when fuse is blown off & investigating the cause if current is found more than initial
value

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Maintenance Schedule of Earthing and Lightning Protection: Annexure 19/6

Schedule Code : E1
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, Quarterly
Incharge SSE: Half-yearly
S.No. Check the following :
Checking that –
1. All earth connections of block earth, Axle counter, MUX and other equipment
earth are intact.
2. Earth wire lead is not corroded and is well protected.
3. Nut connecting earth wires to electrode are not corroded.
4. SPD (B & C type at 230 V entry stage) indications are OK.
5. Connections to SPD are intact.
Schedule Code :E2
Periodicity : Signal Technician : …..
Sectional JE/SSE:, Half-yearly
Incharge SSE: Yearly
Check that –
1. SPD(C type at the output side of DC supply) indications are OK. Before
onset of monsoon and after every lightning it has to be verified.
2. Connections to SPD are intact.
Schedule Code :E3
Periodicity : Signal Technician : …..
Sectional JE/SSE:, ……
Incharge SSE: Yearly
Check that –
1. Proper rating and type of SPD used.
2. Available potential free contacts are wired.
3. Separate earth exists for each block.
4. Different earthing conductors are insulated from each other.
5. Measuring the value of earth resistance of the earthing provided for signaling
circuit, improving earth resistance if found more than beyond specified limit
of installed equipment , take steps to reduce it further
6. Keeping records of the earth resistance measurement and painting its value
on earth enclosures /nearest wall.

Note:- There should not be any other earth or system earth of electrical, placed less than 20
meters away from the equipment earth

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Installation of maintenance - free earth for S&T installations Annexure 19/7
Ref : Typical installation drawing no. SDO/RDSO/E&B/001 dated 19/09/2008

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 CHAPTER - 20: AUTOMATIC BLOCK SIGNALLING

Section 1: Automatic Signalling - General

20.1.1.0 Automatic Block System on Double Line:
20.1.1.0 Automatic Block is a system in which the movement of trains is controlled
by Stop Signals which are operated automatically by the passage of trains
past the Signals. No automatic signal shall assume 'OFF' aspect unless the
Line is clear not only up to the Stop Signal ahead but also for an adequate
distance beyond it. Except under approved special instructions, this
adequate distance of overlap shall not be less than 120 metres.
20.1.2.0 Automatic and semi-automatic Stop Signals on Double Line
20.1.2.1 The automatic Stop Signal which governs entry of Train into an Automatic
Signalling section is a multiple aspect colour light signal which is not
dependent upon manual operation but is controlled automatically by the
passage of a train into, through and out of the Automatic Signalling section
which the Signal governs. This Signal shall normally display the 'OFF'
aspect but shall automatically assume the ' ON ' aspect immediately a train
enters the Signalling Section. The 'ON' aspect shall be maintained until the
train passes clear of the section and its overlap when the Signal shall
assume 'OFF' aspect automatically.
20.1.2.2 Fixed Signals which require manual control each time they are taken 'OFF '
are called Manual Stop Signals. A fixed signal having both manual and
track circuit controls and which is capable of being operated either as an
Automatic Stop Signal or a Manual Stop Signal, as required, is called a
Semi-Automatic Stop Signal. The Semi-Automatic Stop Signal when
working as an Automatic Stop Signal shall conform to an Automatic Stop
Signal in all matters relegating to its functioning including its normal aspect.
Similarly, a Semi-Automatic Stop Signal when working as a Manual Stop
Signal shall conform to Manual Stop Signals in all matters including its
normal aspect. A control may be provided to make a Semi-Automatic Stop
Signal to work either as an Automatic Stop Signal or as a Manual Stop
Signal as required.
20.1.2.3 Signals shall be so spaced as to meet the operational requirements of the
section. At the same time the distance between signals shall not be so high
as to cause serious repercussions during failures or so small as to provide
inadequate braking distance. If the distance between the caution and
danger aspects in the case of three aspect signalling or attention and
danger aspects in the case of four aspect signalling is less than the braking
distance of a train, the speed of that train shall be so regulated as to bring
the braking distance within the above mentioned signal spacing.
20.1.3.0 Automatic Block System on Single Line
20.1.3.1 Automatic Block System on Single Line is a system in which the movement
of trains is controlled by fixed signals which may be Manual Stop Signals or
Automatic Stop Signals or Semi-Automatic Stop Signals.
20.1.3.2 Manual stop signals shall be manually operated multiple aspect colour light
signals which shall assume ‘ON’ aspect automatically on the occupation of
Chapter - 20: Automatic Block Signalling

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 the section ahead but shall assume ‘OFF’ aspect only when on clearance
of the relevant section they are operated manually.

20.1.3.3 Establishing Direction of Traffic in Single Line :- Automatic Stop Signals

which shall be multiple aspect colour light signals operate in the direction of
traffic established. Such Automatic Stop Signals which are against the
direction of traffic must exhibit 'ON' aspect

20.1.3.4 Semi-Automatic Stop Signals are capable of being operated either as

Automatic Stop Signals or as Manual Stop Signals as required.
20.1.4.0 Manual and Automatic Stop Signals on Single Line
20.1.4.1 The line between two adjacent crossing stations shall be divided into a
series of Signalling sections and entry into each signalling section shall be
controlled by a Manual Stop Signal or an Automatic Stop Signal or a Semi-
Automatic Stop Signal which must assume 'ON' aspect on entry of a train
into the section and be maintained in that position until the train has
passed clear of the next Automatic Stop Signal in advance and also for an
adequate distance beyond it.The Signal that governs entry into the Block
section shall be Manual or Semi-Automatic Stop Signal.

20.1.4.2 A Control shall be provided to establish direction of traffic and to ensure

that conflicting signals cannot be taken off and a suitable indicator provided
to indicate the direction established. It shall not be possible to change the
direction unless the entire line between two crossing stations and the
overlap in the direction to be established are Clear at either end. The
mechanism of the control shall, in addition, be suitably approach locked.
Except under approved special instructions, the overlap shall not be less
than 180 meters.

20.1.4.3 Signals shall be so spaced as to meet the operational requirements of

thesection. At thesame time, the distance between signals shall not be so
great as to cause serious repercussionsduring failures, or so small as to
provide inadequate braking distance. If the distance between the
caution and danger aspects in the case of three aspect signals or attention
and danger aspects inthe case of four aspect signals is less than the
braking distance of a train, the speed of that trainshall be so regulated as
to bring the braking distance within the abovementioned signal spacing
20.1.5.0 Track Circuits/Axle Counter for Automatic signalling
20.1.5.1 The line shall be provided with track circuits or Axle Counters over its entire
length and may be divided into a series of Automatic Signalling Track
Sections. The track circuit for the overlap must be separated from the track
circuits for the remaining portion of each signalling section.(In case of Axle
Counters, track section may be extended from foot of the signal upto an
adequate beyond the next signal in advance.)

20.1.5.2 Track circuits/Axle Counter shall also be provided on all passenger running
lines as well as other reception lines between passenger lines including
their connections to the main lines at all stations on the Automatic Section
including stations at either end of the section. There shall be no dead
section between the track circuits/Track sections of the station and the
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 track circuits/Track sections of the Automatic Section.

20.1.5.3 The design of the axle counters between two adjacent stations, shall be
such that, individual track sections in each direction shall have resetting
facility from dispatching end station master in case of failure of equipment,
with co-operation of receiving end station master for verification of last
vehicle.

20.1.5.4 Redundancy may be provided in Track circuits/Axle Counters in the

Automatic Section to improve availability.

20.1.5.5 Media diversity shall preferably be provided for Axle Counters.

20.1.5.6 Track indicator for Automatic Signalling —An indicator shall be provided at
either end station to indicate whether the block section is occupied or not.
Display of each aspect of Automatic signal & Track status shall also be
provided wherever technically feasible, on Visual Display units wherever
Electronic Interlocking is existing or being provided

20.1.6.0 Markers:

20.1.6.1 Each Automatic Stop Signal shall be identified by its number and provided
with a Marker consisting of a white disc with letter ‘A’ in black.

20.1.6.2 A Semi-Automatic Stop Signal shall be provided with a Marker which shall
show a white illuminated letter ‘A’ against a black background when the
signal works as an Automatic Stop Signal.

20.1.6.3 Such a Signal interlocked with a level-crossing shall be provided with a

yellow disc with letters ‘G’ in black and an ‘A’ marker light. The ‘A’ marker
shall be lit only when the gates are closed and locked against road traffic.

20.1.6.4 When a Semi-Automatic Stop signal/modified Signal in automatic

signalling section, is required to protect a level crossing gate or level
Crossing Gate with points, the Signal may be provided with an illuminated
‘AG’ marker (in addition to the illuminated ‘A’ marker)

20.1.6.5 The illuminated markers of a Semi-Automatic Stop Signal shall preferably

be repeated at the place of operation of the Signal along with the aspects
of the Signal.

20.1.7.0 Restrictions in Graded Section:

20.1.7.1 Automatic Signalling shall not be provided on sections with heavy and
continuous falling gradients steeper than 1 in 80 unless the brake power of
trains on the section is adequate to enable the trains being stopped at each
of the Automatic Stop Signal

20.1.7.2 The suitability of Automatic Signalling on heavy and continuous rising

gradients shall be decided in consultation with the concerned Departments
duly taking into account the ability of a train to start after it has been
stopped at an Automatic Stop Signal

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20.1.7.3 Points and Crossings in Automatic Block Sections — Emergency Cross-
overs and Siding Points in trailing direction shall be secured and locked in
the normal position and the switches detected by Signals reading over the
Points. In addition, the Points shall preferably be approach locked. Cross-
overs or Points in the facing direction shall be provided with the equipment
stipulated in chapter 7, and shall be interlocked with signals which shall be
approach locked.

Section 2 : Installation of Auto Signalling

20.2.8.1 The installation and wiring shall be carried out as per approved plan and
Circuit Diagrams.

20.2.8.2 All fail-safe circuits shall work on continuously energized principle such that
any open circuit in wiring, relay contacts, etc. or loss of power supplies
shall not cause an unsafe condition.

20.2.8.3 The circuits and equipment shall be so installed as to cause minimum

failures while ensuring maximum safety.
20.2.9.0 Circuit features for Auto signals
20.2.9.1 The aspects of a automatic signal shall be controlled by the main signal in
advance through lamp proving relays, in addition to the controlling relays.
In those stations having Electronic Interlocking, object controllers may be
used to control the aspects , communicate Lamp proving Relays` condition
and condition of Track sections to Electronic Interlocking.

20.2.9.2 All fail-safe circuits shall work on continuously energized principle such that
any open circuit in wiring, relay contacts, etc. or loss of power supplies
shall not cause an unsafe condition.

20.2.9.3 An automatic signal shall require all tracks to be clear up to the next signal
in advance and also for an adequate distance beyond it before it can
display 'OFF' aspect. In case of single line , favourable direction of traffic to
be established

20.2.9.4 Integrated LED signal lamps or any Latest Lamps as approved by RDSO
shall be used.

20.2.9.5 All external circuits shall be provided with double cutting arrangements.

20.2.9.6 The lamps of the signal shall be so wired that if the lamp of the aspect
displayed fails, the signal shall immediately assume the next restrictive
aspect.

20.2.9.7 (a) The circuit for illuminated 'A' marker of a Semi Automatic Signal shall be
such that the 'A' marker lights up only when the signal is working as an
automatic signal.

(b) The circuit for illuminated 'AG' marker where provided shall be such that
the 'AG' marker lights up only when the conditions for 'A' Marker to light up
are satisfied except for the level crossing gate which may either be open to

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 road traffic or may have failed.
20.2.9.8 The illumination of the 'A' marker shall prove the correct setting and locking
of the points as required and ensures the back-locking of the route. Level
crossing gates, if any, on the route shall be proved closed and locked to
the road traffic.
20.2.9.9 All the information of Automatic Signaling gears in section should be
available /visible at station/CTC, like Signals Aspects, trackstatus(Berthing
tracks can be combined) information, Axle Counter resetinformation and
gate information.
20.2.9.10 The operation time and response available on CTC shall not be more than
10 seconds
20.2.9.11 Where CTC is operational, facility of putting any auto signal to danger shall
be available to CTC and concerned SM at either end , in case of any
emergency.
20.2.10.0 Level Crossings in Auto section - Please refer to chapter 14, section 1
for working of L C gates, approach locking and audible warning to LC gate
man.

20.2.11.0 Installations - Misc :

20.2.11.1 Track circuits: - Provisions contained in Chapter 17 shall be adhered to.

20.2.11.2 Power Supply: - Provisions contained in Chapter 16 shall be adhered to.

20.2.11.3 Installation in 25 kV AC electrified areas: - Provisions contained in Chapter

22 shall be adhered to.

20.2.11.4 Installation of Cables: - Provisions contained in Chapter 15 shall be

adhered to.

20.2.11.5 Installation guidelines given in Volume 2 (Installation,

Testing,Commissioning Hand Book) shall be adhered to

Section 3: Maintenance of Auto signalling section

20.3.12.1 LED signal lamps shall be replaced in case of failure / after completion of
codal life.

20.3.12.2 Marker light shall be replaced on age cum condition basis.

20.3.12.3 The following shall be tested by the SSE (Signal) at-least once in a year.

20.3.12.3 (a) Track Circuit control on signal and aspect control by signals in
advance;

20.3.12.3 (b) Automatic Cutting-in of the next restrictive aspect when the LED
aspect of the main signal fails ;
20.3.12.3 (c) Interlocking equipments and circuits for level crossings and points;
20.3.12.3 (d) The circuits that establish the direction of traffic in Single Line and
prevent clearing of conflicting signals on sections provided with
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 Automatic block Signaling on Single Line.
20.3.12.3 (e) Axle counter resetting circuits, if provided.
20.3.12.4 All failures reported by the Loco Pilots /Motor man shall be promptly
attended to and rectification message to be sent to complainant.

20.3.13.0 Track circuits / Axle counter Maintenance

20.3.14.1 Adequate precautions should be taken after every track renewal work to
ensure proper working of track circuits / Axle counters.
20.3.15.2 Provisions contained in Chapter 17 shall be adhered to.
20.3.15.0 Power Supply: - Provisions contained in Chapter 16 shall be adhered to.
20.3.16.0 Installation Guidelines of Volume 2 shall be followed

20.3.17.0 Cables: - Provisions contained in Chapter 15 shall be adhered to.

Section 4 : Modified Semi-Automatic Signaling working

20.4.18.0 Abnormal Working due to Fog / bad weather impairing visibility:-

(a) During normal conditions, mid-section modified semi-automatic stop
signal shall work as normal automatic stop signal.

(b) In modified Automatic signaling, an Advanced starter signal of the

station in rear shall be interlocked with the midsection modified semi-
automatic stop signal in such a way that when working with 'A'/'AG' marker
extinguished, the Advanced starter signal shall assume 'OFF' aspect or to
be taken 'OFF' only when the line is clear upto an adequate distance
beyond the mid section modified semi-automatic stop signal; similarly the
mid-section modified semi-automatic stop signal shall assume 'OFF' aspect
automatically or to be taken 'OFF' only when the line is clear upto an
adequate distance beyond the Home Signal of the station in advance.

20.4.19.0 The mid section Modified automatic signal shall be painted with alternate
blue and white strips in between.

20.4.20.0 During abnormal conditions like fog, bad weather impairing visibility, the
midsection modified semi-automatic stop signal may be worked by
extinguishing 'A'/‘AG’ marker in the manner prescribed under special
instructions and this action shall also ensure that the 'A'/‘AG’ marker of the
Advanced Starter Signal of the station in rear and Home signal of the
station in advance shall also be extinguished. This facility should be also
be available in CTC

20.4.21.0 The relevant indications whether the signal is in normal automatic mode or
modified semi automatic mode shall be available to the station masters at
both the ends.

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 CHAPTER - 21 : RELAY & ELECTRONIC
INTERLOCKING
Section 1: General requirements of Relay Interlocking

21.1.1.1 The relay interlocking installations can be of:

(a) Route setting type by entry/exit.

(b) Non-route setting type i.e. Route is set with individual operation of
points.

21.1.1.2 The equipment used in the system shall, as far as practicable, comply with
the requirements of IRS, IS, BRS and BS specifications and drawings.

21.1.1.3 For areas having 25KV AC traction, all equipments and circuitry shall comply
with the requirements of Chapter 22 on "Requirements of signalling in AC
electrified areas".

21.1.1.4 The signalling and interlocking arrangements for the yard shall be in
accordance with the approved signalling plans, selection/control tables,
detailed wiring diagram including control panel diagram, relay contact
analysis and relay rack arrangements.

21.1.2.0 Control Panel

21.1.2.1 The display of the layout on the front of the panel referred to as the
illuminated diagram shall be well proportioned. Where additional facilities are
likely to be provided, domino type panel shall, preferably, be used. The
areas covered by each track circuit shall be clearly distinguished by use of
different colours.

21.1.2.2 The illuminated diagram shall be so mounted as to be conveniently visible to

the operator. The control panel shall be easily accessible for operation. The
inside wiring etc. should be such that it is easily accessible for maintenance
staff.

21.1.2.3 The operating members, namely route switches/buttons, point switches etc.,
referred to in the following clauses shall normally be provided on the
illuminated diagram itself in Geographical order. A separate illuminated
diagram for indication and a separate 'console' containing all the operating
members may also be provided.

21.1.2.4 The route setting shall be on the basis of "Entrance Exit" principle for
installations of Route Setting type.
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21.1.2.5 At Non route setting type installations, the route may be set with individual
operation of points.

21.1.2.6 In route setting system, each route shall be controlled either by means of
two push buttons-one at the entrance and the other at the exit of the route
Note :- In some Zonal Railways this is achieved by means of one switch at
the entrance and one push button at the exit of the route. The entrance
switch button may be of three position type or two position type as required.
In future installations this arrangement is not recommended.

21.1.2.7 In non route setting type installations, after setting of the route by individual
operation of points is completed, signal can be cleared by an individual push
button in conjunction with a group button or by an individual switch
controlling each signal or a common switch for conflicting signals which are
not required at the same time, or one push button at the entrance and other
at the exit end.

21.1.2.8 Individual push button in conjunction with a common push button or

two/three position switches shall be provided for individual operation of
points.

21.1.2.9 Where a route has more than one overlap, it shall be possible to select and
set the desired overlap beyond the exit signal of the route.

21.1.2.10 Where the route has alternate approach routes, it shall be possible to select
and set the desired route with desired overlap.

21.1.2.11 The switches/buttons shall have distinctive colours so that they can be
readily distinguished, such as running signal red, shunt signal yellow, calling
on signal red with white dot & exit button white. The alternate overlap white
with black dot, alternate route Grey, point black, slot green, crank handle
blue and point group button black with red dot etc.

21.1.2.12 The control panel shall be provided with suitable covers with locking and
sealing facility which shall be easily removable to facilitate access to the
internal wiring etc.

21.1.2.13 The control panel shall be provided with:

(a) Arrangement for individual operation of points.

(b) Arrangement for emergency operation of points where provided, during

point zone track circuit failures. Emergency group point button for such
operation must be kept normally sealed. Each such individual operation
shall be recorded on a suitable counter.

(c) Necessary slotting facilities for adjoining cabins, ground-frames, level

crossings and crank handles etc.

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 (d) Arrangement so that slot shall be controlled by operation of two buttons
or a switch similar to route setting principle for individual line. For
cancellation of slot a group slot cancellation button to be operated along
with entrance/exit button shall be provided. Each such cancellation shall
withdraw the slot but the route controlled by the slot shall be kept held
for a predetermined time delay or till route locking if any, is effective.
Each cancellation shall be recorded in a counter specially provided for
this purpose.

(e) Arrangement to adjust the supply voltage for panel indication circuit to
control the intensity of illumination with the help of button/switches
provided on the panel, if necessary.

(f) When SM's key is taken out, it shall not be possible to change the last
operated position of any signalling apparatus from control panel.
However, facility shall be provided to put back the signal to 'ON' position
without altering the route. It shall preferably be ensured that no
command gets executed automatically on reinsertion of SM's key.

21.1.2.14 An indication panel giving position of the yard and important indications
required for maintenance staff shall be provided inside the relay room in
major yards.

21.1.3.0 CONTROL PANEL INDICATIONS

21.1.3.0 The control panel shall be provided with the following indications :

21.1.3.1 POINT INDICATIONS

(a) The position of points shall be indicated either by white/yellow or green

lights near each individual point switch/button or by white strip light on
the point zone. During operation of the points, light/strip light for the
intended position will flash till points are correctly set and locked.

(b) The point locked indication in route shall be given by illumination of a

small white light near the point or points switch/button which shall be
extinguished when point is free.

21.1.3.2 ROUTE INDICATIONS

(a) Route indication lamps shall be provided to indicate setting and locking
of the route. Indication that route is set and locked shall be given by a
set of white lights (not less than two) on each track section. When any
route is not set, route indicator lamps shall be extinguished.

(b) The complete route over which the movement is to take place shall be lit
with a row of white lights when the route is correctly set and locked.

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 (c) As the train moves over the route, the portion of the route occupied shall
change to red and after the train has cleared the particular track, it
should change back to white lights until the sectional route/entire route
is released, when the white light is extinguished.

21.1.3.3 SIGNAL INDICATIONS

(a) Indication that a stop signal is at 'ON' shall be given by a red light and a
permissive signal is at 'ON' shall be given by a yellow light on the
corresponding signal symbols on the panel.

(b) Indication that stop/permissive signal is 'OFF' shall be given normally by

a green, yellow or double yellow light as signal is seen in the field, on
the corresponding signal symbol on the panel. However, in case of a
domino panel where indication of all aspects is not provided, any 'OFF'
aspect can be shown by green along with the following flashing
indications for conditions as enumerated below:

(i) Failure of green; green flashes red* blank;

(ii) Failure of yellow; green flashes, red lit;

(iii) Failure of double yellow, both green and red* flash; &

(iv) Failure of red*, green not lit (blank), red* flashing.

*To be read as yellow for a permissive signal.

(c) Signal indication for the 'ON' aspect of a shunt signal on the same post
as the running signal is not required. In the case of shunt signal on
independent post, the 'ON' indication shall be given by a white light
strip or two miniature white lights in a horizontal position on the
corresponding shunt signal symbol on the panel.

(d) Signal indication for 'OFF' aspect of a shunt signal shall be given by a
slanting white light strip or two miniature slanting white lights. Such
indication of a shunt signal located on the same post as a running
signal shall be given below the running signal indication.

(e) A white light for 'A'/'AG' marker indication should be lit up on the panel
below the symbol of the signal when set for automatic working.

(f) Indication that "Calling on" signal is 'OFF' shall be given by a white light
below the running signal indication of corresponding signal symbol.

(g) Repeat indication shall be provided by a white strip light which should
be lit when repeater of the signal has displayed 'OFF' aspect. This
indication should be provided by a white strip over the running signal

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 symbol on the panel.

21.1.3.4 TRACK CIRCUIT INDICATIONS

(a) Indication that the track circuit is occupied shall be given by a row of
red lights (not less than two) on the each track circuit portion.

(b) When the track is not occupied, the red lights shall be extinguished.

21.1.3.5 POWER SUPPLY INDICATIONS

An indication to indicate the availability of the supply from the Mains/Diesel

Generator/Catenary 1 or 2 should be suitably indicated, if such indications
are not provided in Change over /CLS Panel in SM room.

21.1.3.6 OTHER INDICATIONS

(a) Approach track circuits where provided, for all directions shall be
indicated on illuminated diagram. In continuous track circuit territory, the
approach track circuits will cover all the track circuits in rear of the first
stop signal up to the next signal in rear or up to the track circuit specified
in the table of control for approach locking. An approach track circuit
controlling calling on signal shall be indicated separately with a distinct
mark.

(b) Advance approach warning of trains if required shall be indicated on the

panel in the form of flashing lights or other type of indication and audible
bell warning to attract attention of Station Master. These visual and
audible warnings shall stop as soon as the approach track circuits
mentioned in Cl. 21.3.6(a) above are occupied or signals are taken
'OFF' for the train. It shall be possible to silence the audible warning by
pressing a push button. This cancellation shall not apply to train
approaching subsequently for which the push button must be pressed
again.

(c) Where required, failure of a signal lamp/route lamp shall light a red lamp
on the panel and give an audible warning for the same. Such indication
may cover group of signals. A common audible warning can also be
provided for a group of signals. It shall be possible to silence the audible
warning by pressing a push button. Such cancellation of audible warning
shall not apply to subsequent failures for which the push button must be
pressed again.

(d) A suitable and distinct indication shall be provided on the control panel
distinguishing between locked and free condition of crank handle.

(e) The respective signal lock indication (white light) shall start flashing
when an emergency route cancellation is initiated, in an approach
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 locked condition of the route. This indication will extinguish after a lapse
of two minutes and cancellation of the route.

(f) If push buttons are used on control panel, a buzzer to indicate that push
button/push buttons has/have been left pressed may be provided.

(g) Suitable indications for slots, gate control etc. shall be provided.

(h) The panel indication lamps shall be operated by not more than 24V
miniature type bulbs or light emitting diodes.

(i) Return wires from indication lamps and relays shall be suitably
bifurcated so that excessive current does not damage them. Any break
in return wire shall not fail the indication/relay or give a wrong indication
or pick-up a wrong relay.

(j) When an approved electronic flasher relay other than Mercury type is
provided, a flashing white indication shall be provided at appropriate
corner of the operating panel to indicate to the operator the satisfactory
working of electronic flasher relay.

21.1.4.0 INTERLOCKING AND CIRCUIT REQUIREMENTS

21.1.4.1 General Circuit Requirements

(a) Before designing the detailed circuits, route and point control tables
showing approach locking, back locking, overlap release, isolation,
interlocking, dependence of signal aspect, grouping of crank handles
and the condition for release of crank handles, route release, gate
release etc. shall be drawn up and approved by the competent
authority. Provisions of GR & SR shall be observed.

(b) Signal circuits shall be so designed that the signal shall not change to
a lesser restrictive aspect than intended one and route shall not be
released because of fluctuations in power supply voltage or when the
supply resume following its failure.

(c) While designing signal circuits and equipment to be used in AC

traction territory special precaution shall be taken according to
provisions of Chapter 22 on "Requirements of signalling in AC
electrified areas".

(d) Common return shall not be provided in vital circuits.

(e) All external circuits shall be in cables.

(f) Where relays other than 24V, 1000 ohm relay with metal to carbon
contacts are used, the circuits shall be so designed that not more

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 than 45 such contacts are used in series in a circuit.

(g) The proving of back contacts of metal to metal relays should be done
in the circuitry,

(h) All new installations shall be of route setting type interlocking.

21.1.4.2 Route setting and interlocking circuits for installations provided with route
setting system.The route setting and clearance of signal shall be with the
following conditions:

(a) SM's key is In

(b) The interlocking is free

(c) Operate the points in the route including overlap and isolation, if any,
to desired position.

(d) The crank handle for all the motor operated points and keys for all the
key-locked points in the route, overlap and isolation are locked and
their control is not released.

(e) Interlocked level crossing gates are closed and locked against the
road traffic in the route including overlap, if any.

(f) The complete route including overlap and isolation, if any, is correctly
set and electrically locked.

(g) The track circuits in the route up to the next signal/dead end and its
overlap, if any, are clear.

(h) Slot if any, from other agency shall be received,

(i) Stop signal ahead is not blank,

(j) Clearing of signal.

21.1.4.3 Route setting and interlocking circuits for installations provided with "route
setting by individual operation of point" system.
The route setting and clearance of signal shall be with the following
conditions:

(a) The points in the selected route and if required in overlap and
isolation are operated to required position by individual operation of
switches or push buttons in conjunction with group push button.

(b) Operation of entrance exit buttons/switches or one control switch

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 clears the signal if

(i) SM's key is In

(ii) The interlocking is free

(iii) The points including hand operated points in the route including
overlap and isolation if any, are set, locked and detected.

(iv) The crank handle for all the motor operated points and keys for
all the key-locked points in the route, overlap and isolation are
locked and their control is not released.

(v) All interlocked level crossing gates are closed and locked
against the road traffic in the route and overlap, if any.

(vi) Slot if any, from other agency has been received.

(vii) The track circuits in the route up to the next signal/dead end and
its overlap if any, are clear.

(viii) Stop signal ahead is not blank,

(ix) Clearing of signal.

Note:- i) For clearing calling on signals, proving of track circuits in the route
and overlap is not required. Calling on signal shall detect all the
points including interlocked level crossings in the route, which the
main signal above it detects.

ii) For clearing of shunt signals the proving of berthing track circuits,
points & LC gates in overlap are not needed. This applies to both the
systems having route or non route setting facilities.

21.1.4.4 The interlocking between conflicting routes shall be achieved through route
interlocking electric circuits.

21.1.4.5 Approach locking or dead approach locking shall be provided for all manual
stop signals. Approach locking shall be continuously effective from the
predetermined point on approach of the signal.

21.1.4.6 Controls on level crossings, ground frames, cabins, sidings etc., shall be
suitably interlocked.

21.1.4.7 A white indication for block control on the last stop signal should be provided
on control panel, where -

(a) Section ahead is worked on Absolute Block System and control panel

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 and block instrument are placed at different locations.

(b) Block working is by means of axle counter or track circuit.

21.1.5.0 Route Release Circuits

21.1.5.1 Complete route release including overlap shall be effective only after the
signal governing the route is put back to 'ON' and corresponding route
switch/button has been operated to normalize the route. Automatic route
release by the passage of train and complete release of route through
sequential route release shall be provided.

21.1.5.2 Where a route has got number of route sections, the circuit shall be so
designed that the route section does not release only by picking up of the
concerned track relay. Same is released only after the next track circuit is
also dropped and picked up, except in case when the last track is a berthing
track. In cases where the route is controlled by single track circuit, the route
release shall be controlled after predetermined time delay.

21.1.5.3 The route release circuit shall be so designed that it will release only when
at least two track circuits drop and pick-up in sequence.

21.1.5.4 In installations provided with route setting system, sectional route release
shall be provided where required. In such cases sub-route section already
released shall permit setting up of other routes, if interlocking otherwise
permits.

21.1.5.5 In case of installations provided with non route setting system, sectional
route release may be provided where considered necessary. The complete
route release shall be effective only after the signal governing the route is
put back to 'ON' and corresponding route switch/push button has been
operated to normalize the route. However, where sequence proving relays
are provided to prove the authorized passage of a train, automatic route
release shall be provided.

21.1.5.6 It shall be possible to release a route in emergency after suitable time delay,
with the approach track occupied, provided the train has not passed the
signal during the time interval.

21.1.5.7 It shall be possible to release a route in emergency after a suitable time

delay where approach track circuits have not been provided and after the
signal has been put back to danger provided the train has not passed the
signal during this time interval.

21.1.5.8 When the route is released by the passage of train, the overlap points shall
be released only after the lapse of two minutes of occupation of berthing
track as well as clearance of last point track circuit of the route. However, in
major yard this timing of route release can be reduced upto 60 seconds with
the approval of PCSTE. On cancellation, the overlap points may be
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 released simultaneously along with the main route.

21.1.5.9 Facility of emergency route/sub-route cancellation may be provided, where

necessary. Where such release is provided, it shall be possible to release
the route/sub-route after a delay of minimum 120 seconds. Every such
cancellation shall be recorded on a counter and in a register to be
maintained by traffic representative.

21.1.6.0 Signal Control Circuits

21.1.6.1 It shall not be possible for a signal to assume 'OFF' aspect in installations
provided with route setting facility unless the route switches/buttons have
been operated and relevant route has been correctly set and locked and
relevant track circuits are clear. In installation provided with non route setting
facility, the signal shall not assume 'OFF' aspect unless the route is set and
locked, relevant track circuits are clear and signal switch/button has been
operated. In case self restoring type of push buttons are used, signal shall
not assume 'OFF' aspect unless push button is pressed and released.

21.1.6.2 Circuits shall be so designed that the failure of any part of a circuit affecting
the control of the signal shall cause the signal to display a more restrictive
aspect than the intended aspect.

21.1.6.3 The circuit shall be so designed that in case of failure of a signal lamp, the
lamp of more restrictive is lit automatically and in case of failure of red lamp
it shall not be possible to clear the signal in rear.

21.1.6.4 Fouling protection, approach locking, indication locking, route locking, siding
control key locking, crank handle locking and track locking shall be
incorporated in the relevant control circuits.

21.1.6.5 Each aspect light of a signal may be proved where necessary and the
aspect indication shall be provided as per Para 21.1.3.3 (b)

21.1.6.6 Wherever required, necessary control on the level crossing, ground frames,
cabins, siding control key, crank handles etc. shall be provided.

21.1.6.7 The correspondence of the point control relays and point indication relays
may be proved in signal circuits before the signal displays an 'OFF' aspect.

21.1.6.8 Locking of Advanced Starter and Starter Signal

21.1.6.8 (a)Starter released by Advance starter is not required at way side stations
having single & double line block working, where track circuiting have been
completed.

(b) Starter released by Advance starter is required at all diverging ends of

junction stations, stations having twin single line block working and also at
stations where track circuiting has not been provided between starter and
Advance Starter.

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21.1.7.0 Interlocked of Level Crossing Gates
It shall not be possible for a signal to assume 'OFF' unless all interlocked
level crossing gates in its route and overlap are closed and locked against
the road traffic. Similarly, it shall not be possible to open any such
interlocked gate at a station until the signal is replaced to 'ON' position and
the route up to the gate is released or it is proved by suitable circuit
arrangement that train has cleared the gate.
Note :- Please refer to Chapter No- 14 for more Details

21.1.8.0 Point Interlocking and control circuits

21.1.8.1 The points once set shall remain in the last operated position until these are
operated by different route setting or by individual operation of points.
However, isolation points of catch siding, slip siding may operate
automatically after the passage of train to their isolation position where
sectional route release is provided.

21.1.8.2 Operation of points shall be possible only when the interlocking is free and
relevant point track circuit is clear. Emergency operations, where provided
when point zone track circuit fails, it shall be possible to operate the
concerned point provided interlocking is free by releasing an emergency
control. Each such operation shall be recorded on a counter.

21.1.8.3 Interlocking between points shall be provided only to the minimum extent
necessary.

21.1.8.4 Point control circuits shall be so designed that a cross connection or a short
circuit cannot operate a point or give a false indication of the same.

21.1.8.5 Crossovers shall be operated by separate point machines, one at each end.
The detection of setting and locking of the points at the two ends of a
crossover shall be connected in series.

21.1.8.6 Crank Handle & Siding Control Keys

Crank handle / point NX key provided for manual operation of the points
worked by electric point machine must be interlocked with signals.

21.1.8.7 It must not be possible to release the crank handle/point NX key unless the
signals have been put back to 'ON' position and concerned route is
released. However, if the route remains locked due to what so ever reason,
it shall be possible to release the crank handle/point NX key after a time
delay of 120 seconds from the time the signals have been put back to 'ON'
position.

21.1.8.8 In major yard where number of points are more, these points should be
grouped in different zones maintaining the yard flexibility. The crank
handle/point NX key for each group of point machines should be so
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 arranged that they cannot be interchanged.

21.1.8.9 Siding control key for manual operation of siding points, taking off from
running lines, shall be so interlocked that it may not be possible to clear the
signal leading over to that line when the key is released for operating siding
points for shunting purposes.

21.1.9.0 Cross Protection

21.1.9.1 For purely internal circuits including vital circuits, double cutting or cross
protection may not be provided unless specifically required.

21.1.9.2 All equipments in external circuits shall be suitably protected from cross
connections and rendered immune to false operation by stray
currents/induced voltages.

21.1.10.0 RELAYS FOR SIGNALLING

21.1.10.1 The various type of relays used in relay interlocked systems shall be of
approved type and conform to appropriate specifications as detailed in
Chapter 8 unless otherwise specially permitted.

Note :- Various Types of Relays used in Signalling system are given in

Annexure –21/1

21.1.10.2 Time element relays of approved type shall be used. Where approved
electronic time element relays are used, these shall be two in number and
their contacts shall be in series in the concerned time release circuits.

21.1.10.3 The relays, including track relays, located in the track side location boxes,
shall be plug-in type.

21.1.10.4 All plug-in relays and relay groups shall be fitted with non-interchangeable
interlocking device to prevent the wrong relays/relay group being
accidentally plugged-in during replacement.

21.1.10.5 Removal or replacement of plug-in relays/relay groups from the relay racks
during operation shall not cause any unsafe conditions in the circuits.

21.1.10.6 As far as possible, all relays shall be housed in the relay room of the
controlling cabin to achieve maximum centralization.

21.1.10.7 Where feasible all relays except track relays, shall have 10% of working
contacts as spare subject to a minimum of one front and one back to
facilitate addition and alteration to the circuits at a later date. Extra space
(minimum 10%) to accommodate repeater relays shall be provided in the
relay rack to cater for future expansion.

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21.1.10.8 Mercury type or any other approved type flasher shall be used.

21.1.10.9 Sequential proving of front and back contact shall be ensured where metal
to metal contact relays are provided.

21.1.10.10 All relays, relay groups shall be sealed.

21.1.11.0 SIGNALS

21.1.11.1 The main signals shall be of multi unitcolour light type.

21.1.11.2 Shunt signals shall be of position light type.

21.1.11.3 Route indicators shall be either of the direction type or multi lamp unit type
or of Stencil type conforming to approved design.

21.1.11.4 'A' marker lights for semi-automatic signals shall be of approved type.

21.1.11.5 Roundels, glasses and lenses wherever used in the colour light signals shall
be of approved type.

21.1.11.6 The signal lamps used for different types of signals shall be of approved
type.

21.1.12.0 POINTS & THEIR OPERATION

21.1.12.1 Electrical point machines shall be of an approved type unless otherwise,

specially permitted.

21.1.12.2 Means shall be provided to cut off the motor feed in case of obstruction to
the point movement after a predetermined time lag, based on the type of
point machine used.

21.1.12.3 The point operating control circuits shall have track circuit control, overload
protection and cross protection.

21.1.12.4 Hand worked point switches shall be equipped with circuit controllers that
are operated by the switches when closed. Keys controlling such switches
shall be electrically locked by the approach track back locking track circuit so
that it's not possible to work them in the face of an approaching train.

21.1.12.5 The crank handles shall be provided to facilitate operation of points in case
of failure of point machines. For this purpose, if necessary, the points in the
yard may be divided into convenient groups and to distinguish particular
groups, crank handles with different wards shall be used. The crank handles
may be provided in a suitable place near the group of points to which they
refer. The slots in the point machines provided to take the crank handles
would also be suitably made to take only the crank handle applicable to the
group. The crank handles shall, however, normally be locked. It shall be
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 possible to release them for use in point machine by releasing a control from
the panel. With the crank handle released, it shall not be possible to set up
any of the relevant routes and clear the signal for the same. The interlocking
of crank handle can also be achieved by using NX key of different wards.

21.1.12.6 In AC traction area, the point machine shall be immune to the effects of
Electro-magnetic induction. These should be installed within the range to
which these are immune to the effects of AC electrification.

21.1.13.0 TRACK CIRCUITS/AXLE COUNTERS

21.1.13.1 Provisions of Chapter -17 on Train Detection (Track Circuits & Axle
Counters) shall be generally followed.

21.1.13.2 Track circuits of an approved design shall be used unless otherwise

specially permitted.

21.1.13.3 Axle counters of an approved design can be used in lieu of track circuits.

21.1.13.4 The track circuits shall be so designed and installed that in the case of a
failure of block joints, the adjacent track circuit feed shall not wrongly
energize the next track circuit relay.

21.1.13.5 A DC track circuit shall not be fed directly from AC supply using transformer
and rectifier. A storage battery must be connected with battery charger and
the connection is so made that if battery is disconnected the battery charger
is also disconnected.

21.1.13.6 DC track relays can be centralized in location/relay room only by using

separate 2 core cable of adequate cross section and not through multi-core
cables.

21.1.13.7 At stations where points and signals are operated from an Assistant Station
Master's office at a central place, track circuiting of the entire station section
including all lines where direct reception is provided shall be done.

21.1.14.0 CABLES

21.1.14.1 Provisions of chapter 15 on Cables shall be generally followed.

21.1.14.2 At least two cores of cable shall be provided between two ends of the yard
to cater for telephone communication for maintenance purposes in non RE
areas. Where the yard is extending over a large area, the location boxes
may be grouped and one socket may be provided in one of the location
boxes in the group so that telephone communication is conveniently
available for co-ordination with the cabin during maintenance or rectification
of failures of various ground equipments. Where such groups are situated in
different directions from the cabin, a separate pair of conductors shall be
used for each direction connected to the cabin. In RE area, provision shall
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 be made for telephone communication through a telecommunication cable if
already available or a separate telecom cable shall be laid for the purpose.

21.1.14.3 Earth leakage detectors of approved type may be provided to detect any
leakage to earth in cable conductors.

Section 2 : Installation of Relay Interlocking

21.2.15.0 WIRING AND RELAY RACKS

21.2.15.1 The wiring used in various equipment shall comply with the requirements
laid down in IRS specification No. S 23.

21.2.15.2 All wiring in the cabin and locations shall be done in a neat manner so that
the wiring does not in any way prevent the proper functioning over working
parts and is easily accessible for maintenance.

21.2.15.3 All wiring in the cabin and location shall be terminated on approved type
terminal blocks/tag blocks unless otherwise specially permitted.

21.2.15.4 At all locations and cabins, cable/entry arrangements of adequate size,

conveniently located for ease of approach to terminals and other equipment
so arranged as to protect the wires from mechanical injury, shall be
provided. Such cable/entry arrangements shall be plugged and sealed with
suitable compound after the wiring is completed.

21.2.15.5 The internal wiring of relay rack in locations and cabin shall be generally
carried out with plain annealed copper conductors; PVC insulated
unarmoured flame retarding type of 1100V grade unless otherwise specially
permitted. The size of the conductors can be as follows:-

Type Size
(a) Single Core size 1 mm
(b) Multi core each core of size 1 mm
(c) Multi core each core of size 0.6 mm
(d) Flexible insulated wire size 16/0.20 mm
(e) Flexible multi strand wire size 3/0.75 mm

21.2.15.6 Rack to rack wiring shall be generally carried out with multi core cable
having plain annealed copper single core conductor of size 1/0.6 mm or
multi-strand 16/0.2 mm as per approved specification for indoor cables.

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21.2.15.7 Following practice shall be adopted for internal wiring. The connecting wires
shall be terminated on eyelets/lugs/receptacles unless otherwise specially
permitted.

(a) All connections to plug-in non-proved type relays flexible wire of 16/0.20
mm shall be used.

(b) All connections to proved typed relays shall be done with 0.6/1 mm
single strand multi core cable.

(c) For all connections from cable terminations to tag blocks and indicators
etc. shall be done with the help of 1 mm single strand wires.

(d) For all connections to circuit breakers, lever locks etc. single strand wire
of 1.5/1.6 sq. mm size shall be used.

21.2.15.8 Relay to Relay wiring on the same rack should be as far as possible direct
without intermediaries like tag block/terminals.

21.2.15.9 Identification Marker for identifying the terminals and tags shall be provided
to each terminal to identify the circuits for which it is used.

21.2.15.10 Relay racks shall have sufficient capacity to take additional equipment to the
extent of 15% of equipment provided to permit additions and alterations.

21.2.15.11 Charts showing the position of relays on relay racks and contact analysis of
relays indicating the spare and used contacts shall be prepared and kept in
the relay room.

21.2.15.12 For future expansion, provision shall be made to accommodate additional

relays, relay groups & racks in the relay room.

21.2.16.0 FUSES, TERMINALS AND TERMINAL LINKS

21.2.16.1 Cartridge type fuses shall preferably be of N.D. type. Where screw cap
cartridge type fuses are used, these shall be of different colour codes for
different current rating and these shall be non - interchangeable.

21.2.16.2 Fuses shall be so grouped that blowing of a fuse has minimum repercussion
on train operation.

21.2.16.3 The fuses when blown off, shall preferably give a visual indication .

21.2.16.4 Each group of circuits shall be carefully protected by fuses in the cabins and
in location to facilitate easy fault localization.

21.2.16.5 Fuses shall be so arranged that they can be easily replaced without causing
interference or unsafe conditions to other circuits.

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21.2.16.6 Cartridge fuse links shall be approved type.

21.2.16.7 The terminal block and tag blocks shall be of approved type unless
otherwise specially permitted.

21.2.16.8 The terminal boards provided at the locations and other places shall be
provided with suitable links to facilitate isolation of the two sides of the
circuits which are connected through the terminal links.

21.2.16.9 For vital circuit fuse auto change over system of approved type to be
provided.

21.2.17.0 POWER SUPPLY ARRANGEMENTS

The power supply arrangements shall be as per details given in Chapter 16
on "Power Supply Arrangement".

21.2.18.0 GENERAL ARRANGEMENTS

21.2.18.1 Air conditioning may be provided for every signalling interlocking (PI/RRI)
installation with more than 100 routes.

21.2.18.2 For other signalling installations, with less than 100 routes, air-conditioning
may be provided for those installations which are
(i) prone to dust (coal dust, stone dust, iron ore etc.) or
(ii) in the vicinity of chemical/fertilizer/ other industrial factories releasing
harmful fumes or
(iii) in areas with extreme temperature with the agreement of PCSTE and
PCEE.

21.2.18.3 AC equipments shall be provided and maintained by Electrical department.

Such ACs shall be connected with the local power supply available.

21.2.18.4 The switch to operate AC shall be outside the relay room.

21.2.18.5 (a) 'Automatic Fire Detection and Alarm System' may be provided at all
stations irrespective of number of routes.

(b) Automatic Fire Suppression System' along with “Automatic Fire Detection
And Alarm System “ may be provided at stations with more than 400 routes.
Note:- For Schedule of Maintenance of Fire Alarm System', Please refer to
Annexure – 21/5

21.2.18.5 Note: In case provision of “Automatic fire suppression system” along with
“Automatic Fire Detection And Alarm System” is considered desirable by
Zonal Railways at critical stations and important junction stations even below
400 routes, same may be provided with the approval of competent authority
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 (i.e. PCSTE).

21.2.18.6 Suitable standard earthing shall be provided for all operating panel, power
supply, switch board, transformers, inverters etc.

21.2.18.7 At all Relay Interlocking Installations, Data Logger shall be provided.

21.2.18.8 Communication between the SM's panel room, relay room, equipment room
and locations shall be provided.

21.2.18.9 Panel shall be operated by Station Master/Panel Operator who shall

possess a panel competency certificate issued jointly by Traffic Inspector
and Section Engineer (Signal) of the section duly countersigned by assistant
officer of Traffic and Signal Department.
Note :
(a) For Schedule of Maintenance of Operating & Indication Panel ,
Please refer to Annexure – 21/2
(b) For Schedule of Maintenance of Relay & Relay Interlocking , Please
refer to Annexure – 21/3

21.3.0.0 Section 3 : Electronic Interlocking (EI)

21.3.19.1 Essential Requirements Of EI

(a) Electronic Interlocking System shall be approved type and shall conform
to latest approved specification.

(b) Electronic Interlocking System shall have the highest level of safety
integrity as stipulated.

(c ) Electronic Interlocking System shall be suitable for working on Electrified

and Non-Electrified sections.

(d) Electronic Interlocking System Installation shall be of Route setting type

using Dropdown menu Or Entry/Exit control with a facility for individual
operation of points.

(e) Signalling and interlocking arrangements for the Yard shall be in

accordance with the approved Signal Interlocking plan (SIP) and Selection
Table (ST) or Route Control Chart (RCC).

(f) Electronic interlocking system shall be capable of working with Control

cum Indication Panel (CCIP) or/and Control Terminal with Video Display Unit
(VDU).

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 (g) Electronic Interlocking system shall have adequate built-in redundancy
as per approved specification.

(h) Provisions given in Sections 1,2 are generally applicable for Electronic
Interlocking also.

21.3.20.1 Control Cum Indication Panel (CCIP) & Control Terminal with Video
Display Unit (VDU).

(a) For CCIP requirements given in Section 1 shall apply.

(b) VDU/multiple VDUs shall be of appropriate size to display layout of the

Yard in well-proportioned dimensions and shall display all functions clearly
distinguishable. Normally VDU/multiple VDUs shall be provided in redundant
mode.

(c) Display indications on VDU shall conform to Control Panel indications as

covered in Section 1 or other approved type.

(d) Operation of Signals, Points and other Controls such as Gate, Crank
handle, Siding, Slot etc., shall be carried out through appropriate dropdown
menus or other approved means.

(e) VDU shall have suitable protection facility against unauthorised

operation.

(f) All Emergency operations shall be two-step process protected against

unintended operations.

(g) Only non-resettable counters shall be provided while working with CCIP
or VDU.

(h) VDU shall have provision for Signal, point and Line Block Collars
equivalent of CCIP.

(i) Where CCIP and VDU are provided, it shall be possible to switchover the
controls from CCIP to VDU and vice-versa, and where two VDUs are
provided, it shall be possible to switch the controls from on VDU to other
VDU.

(j) Indication that EI system is healthy shall be displayed on the CCIP using
a blinking green LED or blinking green indicator on VDU.

21.3.21.1 Interface in E.I

(a) Interface between Control Terminal, Video Display Unit, Control Panel,
Panel Processor and Electronic Interlocking system shall be of approved
type.

(b) Interface of Points, Signals, Track Circuits and Controls such as Crank
Handle, LC Gate, Siding, Slot etc., with Electronic Interlocking System shall
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 be through Relays of approved type or through any Electronic Modules of
approved type conforming to approved specification.

(c) Interface between external data logging equipment and Electronic

Interlocking system shall conform to approved specification.

(d) Electronic Interlocking System shall be capable of being controlled and

monitored from a either centralized location or distributed locations as per
requirement at site.

(e) It shall be possible to network the Electronic Interlocking Systems for

diagnostic function to a centralized location.

(f) Electronic Interlocking system may be capable of being networked with

other systems for the purpose of centralized control and monitoring.

21.3.22.1 Interlocking & Circuit Requirements

(a) Interlocking application logic (site specific data) requirements for the EI
system shall be as per interlocking principles stipulated for Relay
Interlocking and Standard Circuits for Electronic Interlocking.

(b) It shall be possible to modify application logic for yard remodeling or

change in interlocking using approved type of user interface.

21.3.23.1 Power Up & Shutdown

(a) Electronic Interlocking system shall drive all the relevant signals to the
most restrictive aspects whenever internal failure of any nature arises or
when Electronic Interlocking system is powered up or during shutdown.

(b) After powering up of Electronic Interlocking the system shall block all
signals and other operations. After verification of safety functions by
Electronic Interlocking system, this blocking shall be released after a delay
of at least 120 seconds.

21.3.24.1 Configuration
(a) Electronic Interlocking system shall have hot-standby arrangement and
changeover from one system to other systems shall not interrupt status of
signalling.

(b) Electronic Interlocking system shall be of either centralized or distributed

type as per approved specification.

(c) In case of distributed configurations, redundancy in communication

media shall be provided for linking the subsystems.

(d) Electronic Interlocking system in any configuration shall have time

synchronisation.

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21.3.25.1 Version Control
(a) Version of the Generic System software and hardware shall be approved
and controlled by authority competent to approve the Electronic Interlocking
system and its specifications.

(b) Version and checksum of the Application logic (station specific logic)
shall be unique for the installation and shall be approved by the authority
competent to approve the circuit diagrams. Corresponding Checksum shall
be recorded and controlled by the same authority

(c) Version number and Checksum shall change whenever any

modifications are carried out to the Application logic (site specific logic).

(d) A proper record of Checksums shall be maintained at Station, Divisional

Headquarters and Zonal Headquarters as a part of completion wiring
diagram as per format given at Annexure ‘2/1’:

Section 4: Installation & Testing of EI

21.4.26.0 Installation of E.I

(a) Installation of Electronic Interlocking system shall be done as per

approved guidelines and technical advisory notes issued from time to time.

(b) Application logic (site specific logic) shall be verified for safety and
functionality by carrying out exhaustive safety and functionality tests by
officers authorized by PCSTE.

(c) Only approved application logic with specified checksum shall be used in
the EI system and this data and checksum shall be version controlled and
preserved by the Railways.

(d) Electronic Interlocking is required to be provided in dust proof cabinets of

approved type having transparent front door.
(e) Interface Relays, where provided, shall be of approved type and contacts
should be paralleled as far as possible for better reliability.
(f) Wherever possible, the spare input/outputs shall also be wired from EI
cards upto Wago terminals for ease of carrying out future alterations.
The input and output cables of EI shall be twisted to minimize EMI & EMC
effect.
(g) Electronic Interlocking system shall be installed closer to Operator Room,
preferably adjacent room. Track crossing should be avoided between main
EI system and operator room.
(h) The Electronic Interlocking room shall be provided with tiles or similar
arrangements on floor and walls to avoid periodic painting of walls and
resultant dust.
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 (i) FRP or insulated ladders arrangement shall be used to carry wires from
rack to rack or from other equipment
(j) All entries to Electronic Interlocking room shall be suitably sealed to
prevent entry of rodents, lizards, insects etc.
(k) Electrostatic Floor Pads and Hand bands shall be provided near
electronic equipment to prevent damages to electronic equipment due to
electrostatic discharges.
(l) The room where Electronic Interlocking is installed shall be provided with
Air-conditioning
The building/room where EI is installed shall be protected by External
Lightning protection arrangement at the top of building. In case there is any
other metallic earthed structure is available nearby which protects the EI
building, then separate Class A at top of EI room is not required. The
guidelines in National Building Code of India (2016 or latest) shall be
followed for calculations.
(m) Surge and lightning protection devices of appropriate class and rating
shall be provided for the regulated power lines before extending them to
Electronic Equipment Room. All equipment in Electronic Equipment Room
shall derive power from these regulated and protected power lines (clean),
but not from electrical service lines (dirty) used for room lighting air-
conditioning or fans.
(n) Clean and dirty wiring shall be clearly segregated and routed in different
enclosures/ladders, and where this is not feasible, a minimum distance of
150mm between clean and dirty wiring shall be maintained.
(o) If clean and dirty wiring need to cross at any place, then wiring should be
arranged at perpendicular to each other.
(p) Indicative type surge protection devices of appropriate class and rating
shall be installed for all copper based external interface ports (power,
communication, maintenance terminal, panel interface etc).

The connectivity between EI and sub-systems like VDU, Panel, Object

Controller shall be planned with OFC cable to avoid damage due to surge
and lightning. The OFC shall be provided in redundant manner to avoid
failure due to cut/damage in one location/path.

21.4.27.0 Testing Of E.I

(a) System testing of EI system shall be carried out at the time of initial
installation and during subsequent modifications in interlocking.

(b) For Electronic Interlocking the integrity of interlocking inside EI designed

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for a specific station can be tested at factory which is termed as Factory
Acceptance Test (FAT). This interlocking when installed at site and interface
wiring is connected then the test carried out as laid down for relay
interlocking, it is termed as Site Acceptance Test (SAT).

(c) Test to be performed during FAT:

FAT testing is performed with the computer simulation. Basically only the
test of interlocking with reduced time as per SIP and RCC is performed
during this stage. Interface with I/O card, intercommunication is not done
because normally EI hardware is not used in FAT. Hence, the following test
are to usually done during FAT (Computer Simulation)
(i) Route control chart (including Negative Testing).
(ii) Cross Table.
(iii) Emergency Operations.
(iv) Sectional Route release
(v) Aspect Control Chart.

(d) Tests to be performed in SAT (for new installations):

In SAT, similar testing is being performed at Site with EI hardware and
simulation panel in first stage. The correspondence & Interface testing
are also being performed after interface with field gears.
i) Logic and interlocking testing:
1. Route control chart (including Negative Testing).

2. Cross Table (optional).

3. Emergency Operations.

4. Sectional Route release

5. Aspect Control Chart.

6. Wrong feed test (FCOR)

ii) Interface and Equipment functional Test

1. Intercommunication test between sub-racks,

2. Correspondence test

3. VDU correspondence test

4. Datalogger communication and Time synchronization,

5. Hardware counters and Buzzers

iii) Additional test for Reliability:

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 1. FMEA (Failure Mode Effect Analysis) test.

(e) Tests to be performed in SAT (for alteration works):

Simulation Panel testing is normally not feasible in working installation.

As FAT is already done to ensure correctness of logic, so the
correspondence & Interface testing are mainly being performed. The
existing ports (I/O and communication) are not disturbed.
The following tests are required to be done
I. Logic and interlocking testing: Only selected part of interlocking where
alteration is done.
II. Interface and Equipment functional Test
1. Correspondence test (new additions)

2. Intercommunication test between sub-racks (if any new addition)

3. VDU correspondence Test for altered gears

4. Datalogger (alteration part)

5. Hardware counters and Buzzers (if any addition)

(f) FAT is to be done for all major/minor yards for both new
works/modification in existing EI

(g) FAT should preferably be conducted at factory premises. However, FAT

can also be done at railway premises at central location but not at the site.
For this, the setup should be made by all the Zonal Railways

(h) FAT & SAT should be done by separate officials where ever feasible

(i) SAT should be conducted thoroughly for all new installations. While in
case of yard modification work in existing EI, if there is no change of
checksum w.r.t FAT checksum and integrity of EI application software is
demonstrated, then during SAT complete testing as per complete
selection table need not be done. For such works, the testing plan as per
para (e) above may be prepared which demonstrates that proper care is
taken to ensure that correspondence and testing related to changed
interlocking is covered in the test plan. The testing plan shall be approved
by minimum JAG level officer.

21.4.28.0 Power Supply for E.I

(a) Adequate redundancy in power supply arrangements for EI systems

including VDUs shall be provided as per approved specifications and
guidelines.

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 (b) Wires connecting equipment shall be of adequate size so that there is
not more than 0.5% loss in voltage.

The power supply for fan shall be fed with separate external supply, which
should be completely isolated from Electronic interlocking supply and same
shall be provided with fuse.

21.4.29.0 Earthing for E.I Annexure 21/6

(a) Earthing shall be provided as per approved specifications, drawings and

code of practice.

(b) To the extent possible, perimeter earth shall be provided around the
Electronic Interlocking room.

(c) Earth value shall be less than one ohm and shall be measured annually
during dry season.

Copper tape (Bonding ring conductor) as per drawing mounted on insulated

stand-off is provided to cover the maximum area in the Relay room and the
connection to equipment shall be made at the nearest point.

(d) Earth wire from Surge protection device to main earth terminal inside the
room should be as straight and short as possible to provide a low impedance
path for discharge of surge energies.

(e) Earthing wires from electronic interlocking subsystems to main earth

terminal shall be of distinctive color. Green or Green Yellow (GNYE) color is
recommended for quick identification of a loose or disconnected earth wire.

(f) All earth wires shall be as straight as possible and shall never be coiled.
All Earth wires should be made of copper of adequate current carrying
capacity and should never be less than 4 Sq.mm cross section.

Section 5 : Maintenance of EI

21.5.30.0 (a) Maintenance of Electronic Interlocking system shall be done as per

approved system maintenance manuals. A general maintenance schedule for
Electronic interlocking is provided for guidance at Annexure – 21/4
At stations having dense traffic and high speed, the Railways may prescribe
more frequent inspections, if considered necessary

(b) Maintenance Terminal of Electronic Interlocking system shall be provided

in the Signal Technician Duty room.

Latest EI station database files (application logic, VDU database, etc) shall be
kept updated in centralized server as specified.
Chapter - 21 : Relay & Electronic Interlocking

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(c) Periodic testing of redundant systems shall be carried out. Checksums
shall be verified during periodic inspections.

(d) Additional References for E.I

(i) Following International Standards (or equivalent standards) with latest

revisions are applicable to development and implementation of safety
related railway signalling systems and projects including Electronic
Interlocking. IEC stands for “International Electro technical Commission”
and CENELEC stands for “European Committee for Electro technical
Standardization”. Both CENELEC and IEC have equivalent standards on
each of the subjects as given below

(ii) RDSO Specifications with latest amendments are applicable for

design, installation, testing and maintenance of Electronic System.

Note :- This Chapter has under mentioned Annexures for further

study

S.no Annexure Description

no

1 21/1 Relays for Railway Signalling

2 21/2 Maintenance Schedule of Operating &

Indication Panels

3 21/3 Maintenance Schedule of Relays & Relay

Rooms

4 21/4 Maintenance Schedule of Electronic Interlocking

5 21/5 Maintenance Schedule of Fire Alarm System

[Smoke Detection based/ Aspiration based
(VESDA SYSTEM)]

6 21/6 Typical Bonding and Earthing Connections for

Signalling Equipments

Chapter - 21 : Relay & Electronic Interlocking

Page 229 of 301

 Annexure 21/1
Relays for Railway Signalling

1 Relays in General

1.1 Relay Working Principle: A relay is an electromagnetic device, which is used for
closing or opening of an electrical circuit. The relay may be classified as Shelf type
and Plug-In Type. Plug-in-type relays which are plugged in to prewired terminal
boards. It works on electromagnetic principle. Each relay has a base
electromagnet, armature, contact spring, contacts, transparent cover, and handle.
It works on a low current. A non-magnetic residual pin is fixed on the inner face of
armature, in all relay except magnetic latch relays. When current is applied
through the coil, it sets up a magnetic flux through the bar magnet, core, L shape
heelpiece and armature. It`s Specification is B.R. 930A.

2 Metal to Carbon Line Relay - Non- AC Immunized Relays

2.1 QN1 Style Relay: This is used as internal relay for all control and detection circuit
except in external circuits of AC RE area. It`s specification No-B.R. No:
930A.Though it is immune to 300 Volt AC 50Hz but only in emergencies can be
used in RE area with protection against AC Interface

2.2 QS3 Style Relay: It is sensitive line relay. It works on a low current. It works on
12V DC. It`s Specification is B.R. 930A.

2.3 QB3 relay is biased neutral line Relay: It works on 12v DC and has a contact
configuration of 4F/2B.it is a biased relay. Its Biasing stands good up to 240 Volt
DC. This is confirming to BRS Specification No.930A.

2.4 QNN1 Style Relay: This comprises two neutral line relays whose contacts and
magnets are mounted side by side with a common heel piece on a base. These
two relays operate independently to each other and also have equal number of
front and back contacts. It is based on BR specification 960.

2.5 Metal- Carbon - AC Immunised Q- style line relays

2.6 AC Immunised DC neutral line Relay: The relay design shall be inherently such
that the immunisation is achieved intrinsically without use of any external means.
The relay shall not make any of its front contacts when 1000 V (r. m. s) of 50 Hz
AC is applied at any instant to the terminals of relay coils. The relay shall not break
any of its back contacts when 300 V (r. m. s) of 50 Hz AC is applied at any instant
to the terminals of relay coils. This is confirming to IRS Specification No. S60 –78.
Usage: these relays are used as interface relays in Electronic Interlocking
systems.

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2.7 QNA1 Relay: The immunisation is achieved by provision of a copper slug on the
core at its armature end. In all other respects, it is similar to QN1.Its Specification
is BR specification no. 931A. Usage: These relays are used as external relays.

2.8 QBA1 Relay: This is a DC biased AC immune neutral line relay. A copper slug is
provided on the core for immunisation and a permanent magnet is provided on the
core for Biasing. It does not operate if 20 times of the rated voltage is applied in
reverse direction. It’s specification is BR Specification No. 932 A.

2.9 QBCA1 Relay: This is similar to QBA1 relay but having two heavy-duty front
contacts. It can carry 30A inductive current at 110 v through its front contact. the
back contact can carry 3A continuous and 2A switching current like any other
relay. Its Specification is BR specification no. 943.Usage: These relays are used as
Point contactor relays.

2.10 QSPA1 relay: Only this relay is permitted to be used as the repeater for
immunised ‘Q’ series track relays (QBAT & QTA2), due to its slow to pickup
character. Provision of a copper slug between the core and the heel piece behind
and a magnetic shunt between the core and the armature at the front contact make
this relay slow to pickup. Features of QSPA1 relay are: (i) Slow to pick up by 540
/600 milli seconds.(ii) Less slow to release by 140 / 200 milli seconds and immune
to AC. This made to BR specification no. 933A.

2.11 QL1 relay: This is a magnetically latched DC line relay. This relay remains in full
operated condition though the feed to the relay is cut off. This relay has two coils
namely operate coil (R( ) and release coil (N( ) and a permanent magnet. This
made to BR specification no. 935A.Usage : these relays are used as latch relays in
block instruments etc.

Track Relays

Track relays shall always be of metal to carbon contact type & normally be of plug
in type, unless otherwise specially permitted. In non electrified area, the following
relays shall be used:- 9 ohm DC non-AC immunized (plug-in type). In electrified
area, the following relays shall be used:-9 ohm DC neutral, AC immunized.9 ohm
DC biased, AC immunized. Double element motor type relay, operating on 83 &
one third Hz in AC traction area and 50 Hz in DC traction area shall be used. Vane
type relays may continue in use till replacement. Relays for track circuit provided
with coded, pulsed, electronic (audio frequency or high frequency track circuit),
shall be of an approved type of track/ line relay or as recommended by
manufacturer.

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2.12 Metal- Carbon Track Relays

2.13 QT2: The construction of this relay is similar to that of a Q – Series line relay
except that its contact load is reduced drastically. The relay is more sensitive and
workable on a low voltage.QT2 relay has only one core and 2F – 1B contacts. The
back contact is used for cross protection for TPR circuit. This has a single coil
unlike the shelf type relay, which has two coils with open ends. Usage: it is used as
track relay in Non -RE area.

2.14 QTA2: Copper slug is provided on the core to achieve AC immunity. It's pick up
voltage is 1.4v and pick up current is 140 ma approximately.QTA2 relays are
available in 9 Ohms coil resistance with 2F/1B contact configuration. This relay
requires more D.C. operating power and it take more time to pick up and drop due
to the copper slug. New Installations: This can be used Upto 450 meters track
Circuit Lengths in RE Areas with Choke at both ends. ii. Existing installations :
This can be used Upto 450 meters track Circuit Lengths in RE Areas with Choke at
the Relay end with high traction return current of 1000 Amps and up to 350 meters
track circuit length without choke at the Relay end with low traction return current
of 600 amps. Usage : used as track relay in RE area.

2.15 QBAT: It's pick up voltage is 1.75v and pick up current is 175 ma approximately.
This is achieved by the provision of a biasing permanent magnet on its core along
with its copper slug. It has only one core and 2F – 2B contacts. This can be used
Upto 750 meters track Circuit Lengths in RE Areas. This is made to RDSO
specification. No. 84 / 88. Usage : it is used as track relay in RE area.

2.16 Timer Relays

2.17 Types & Usage of Timer Relays: These relays are used in the signaling circuits
to release interlocking after certain period of time to ensure safety. Following types
of Time Element Relays are in use (i) DC Thermal type (ii) Siemens Motorised
Clock Work time relay (iii) Motor type (iv) Electronic type

2.18 DC Thermal Type Element Relay (QJ1) : This type of relay employs heat
operated contact associated with an ordinary DC Neutral Relay. It has a heating
element (H( ) and a neutral line relay (R( ) which together energise an external
line relay after a pre –set time delay. One of such type is “QJI” type relay. Features
of this relay are : (i) Rated Voltage 24 V DC or 50 V DC (ii) Heat coil resistance 40
to 42 Ohms (iii) Max. Heating power 15 Watt at rated supply Voltage. The
Maximum numbers of operations should be restricted to 100 / day otherwise
characteristics of the heating element may change. An increase of 10 % in applied
voltage may result in a time decrease of up to 10% .An decrease of 10% in applied
voltage may result in a time decrease of up to 20% .Usage : these relays are used
to count time delay in Signalling Circuits

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2.19 Electronic Timer Relays: Fail safe Electronic Timer Relays are being used to
achieve time delay either by charge, discharge method or counting by clock pulse
or integrated circuits. Usage : These relays are used to count time delay

3 Metal to Metal Relays

3.1 K-50 Relays : K-50 relays are available only in group units of different sizes.
Depending upon the unit size, these groups are broadly classified as: (i) Mini
groups (ii) Minor Groups (iii) Major group. The capacities of various groups are
as follows (i) Mini Group: 2 Neutral control relays, 1 Interlocked relay or 1 ECR with
power conversion unit. (ii) Minor Group: 15 Neutral (with one interlocked relay
replacing two neutral relays, one contactor relay replacing four neutral relays, or
one resistor or condenser fixed in place of one neutral relay in some units.(iii)
Major Group (used only in RRI) : Up to 30 relays space with combination of
Neutral and interlocked relays, One contactor relay replacing four neutral relays
space one resistor and condenser fixed in placed of one neutral relay in same
group

3.2 Group relays in Siemens interlocking : (a) 2-Aspect Signal Group (b) 3-Aspect
Signal Group (c) Shunt Signal Group (d) Universal Route Group in PI, RRI (e) Drs
II Point Group for PI (f) Drs Point Group for RRI (g) Point Chain Group for RRI

3.3 Metal to Metal Relays - Non AC immunised Relays

3.4 Non AC immunised Neutral Relays : These relays are available in 4F/4B, 5F/3B
& 6F/2B contact configurations. The ohmic values of these relays are 1260 ohms
for 4F/4B, 1260 ohms for 5F/3B and 1840 ohms for 6F/2B

3.5 Interlocked Relays : These relays are available in 4F/4B, 5F/3B & 6F/2B contact
configurations. The ohmic values of these relays are 615ohms for all contact
configuration

3.6 Metal to Metal Relays- Non AC immunised Relays

3.7 AC immunised relay ( Both Top & bottom Relays) : These relays are available
in 5F/3B contact configuration only. The ohmic values of the relay is 1840 ohms
only.

3.8 AC immunised relay (Top AC immunised & bottom Non AC

immunised Relay): These relays are available in 5F/3B contact configuration
only. The ohmic values of the top relay is 1840 ohms and bottom relay is 1260
ohms only.

3.9 Metal to Metal Relays - Misc Relays

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3.10 Double Coil Relays: These relays are commonly used as Z1WR1, Z1NWR,
Z1RWR, WKR3, Z1WR, WLR in point control circuit. These relays are available in
5F/3B contact configuration only. The ohmic values of the top relay is 1340 ohms
and bottom relay is 1590 ohms only.

3.11 Universal ECR : These relays are available in 3F/3B contact configuration only.
The ohmic values of the relay is 83.1 ohms only. It is used as lamp proving relay.

3.12 WKR1 : These relays are available in 5F/3B contact configurations. The ohmic
values of these relays are 1840 ohms only. It is a part of Point minor group and
Point Major group. It is used for point detection.

3.13 WKR2: These relays are available in 5F/3B contact configurations. The ohmic
values of these relays are 1840 ohms only. It is a part of Point minor group and
Point Major group. It is used for point detection.

3.14 WJR: These relays are available in 2F/2B contact configurations. The ohmic
values of these relays are 1840 ohms only. It is a part of Point minor group and
Point Major group. It is used to provide 10 sec time duration for point operation.

3.15 WR (Heavy Duty contactor Relay): These relays are available in 2F/2B contact
configurations. The ohmic values of these relays are 60 ohms only. It is a part of
Point minor group and Point Major group. It is used for point motor operation

3.16 Siemens Motorised Clockwork Timer: This relay works on 11 OV A.C. +/- 10%.
It has a time range of 1 to 5 minutes. The time can be adjusted. Its resetting is
automatic. A synchronous motor drives and switches over contacts after the lapse
of preset time. If the enersining circuit is prematurely interrupted, the mechanism
returns to its normal position before actuating the contacts. Usage : These relays
are used to count time delay

4.0 ECR Relays

(a) Relays of an approved type shall be used.

(b) Plug-in type Line relays of Neutral/ Polar Biased/ Magnetic latch/ Interlocked
type rated at 24/48/60 V DC shall normally be used. Suitable type of LED Lamp
proving relays (QECX-61) are used for signal LED lamps to meet with parameters
to suit various LED lamps.

(c ) Universal Plug-in-type, Tractive armature AC lamp proving - Metal to carbon

contact Relay, as per RDSO specification STS/E/Relays/AC Lit LED Signal/09-
2002 (Amdt1) & BRS- 941A shall only to be used for 110V AC LED Lamp units.

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(d) The important parameters of LED lamp proving relays: (i) ECR pickup current =
108 mA / AC, 50Hz. (ii) ECR Drop away current = 72 mA / AC, 50Hz. (iii) This ECR
withstands for a continuous current of 250 mA / AC 50Hz.(iv) Contact
configuration: 4F-4B identically in A to D rows.(v) Voltage drop across R1 and R2
is less than 10V @ 125 mA /AC (normal working current).

Page 235 of 301

 Annexure 21/2

Maintenance Schedule of Operating & Indication Panels:

Schedule Code : PL1

Periodicity : Signal Technician :
Monthly, Sectional JE/SSE:, Quarterly,
Incharge SSE : Half-Yearly
S.No. Check the Following
Physical checking & cleaning of Panel, Panel Buttons/knobs, LED Lamps, etc.
1
Checking for proper sealing of Emergency operation buttons.
Checking visually that Earthing connectivity to the Panel is intact.
2
Schedule Code : PL2
Periodicity : Sectional JE/SSE:, Quarterly,
Incharge SSE : Half yearly
Testing of all Panel counters, Buzzers, SM’s Key.
1
Checking of all time delay and timers provided for approach locking, calling ON,
2
and CH release etc.
On opening back cover, wiring shall be in good laid out condition without any
3
openings to avoid entry of rodents.
Schedule Code : PL3
Periodicity : Incharge SSE along with ASTE : Five yearly
Functional testing for all circuits as per selection table and conflicting
movements.

Note:- SSE signal shall inform sectional ASTE/DSTE well in advance regarding
installation becoming due for safety integrity test, which is to be done once every 5
years

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 Annexure : 21/3
Maintenance Schedule of Relays & Relay Rooms:

Schedule Code : R1
Periodicity : Signal Technician : Monthly,
Sectional JE/SSE:, Quarterly ,
Incharge SSE : Half-yearly
S.No. Check the following
1 Checking & cleaning of dust on relays
2
Working of Fans / AC’s & Electrical fittings to be checked.
3
Condition of windows & Main door to be checked.
Schedule Code : R2
Periodicity : Sectional JE/SSE:, Quarterly ,
Incharge SSE : Half-Yearly
1
Plugging of holes to rodent entries in relay room.
2
Checking of Relay room double lock effectiveness
3
Indoor Relay terminal voltages to be measured and recorded.
4
In cable rack far ends functional relay voltages to be measured and recorded.
5
Check for any rain water leakages.
6
Relay room Proximity switch for Relay room door to be checked.
7 Check the condition of Relay holding clip.
Schedule Code : R3
Periodicity : Incharge SSE : Yearly
1
Visual inspection of relays.
2
Accuracy of time delay circuit.
3
Sealing of relays are intact, effective and not tampered.
4
Checking of No label relays. Painting of nomenclature wherever required.
5
Cable Armour earth intactness and proper tinkering to be checked.
6
Proper bunching and lacing of relay wiring.
7 The relay to be checked for defects in respect of – pitting or charring of
contacts, dust accumulation on contacts, corrosion / rusting of components,
crack or breakage in components, presence of fungus and ants inside the
relay casing, charring of cover near contacts in the case of plug-in-type relays,
corrosion of label, absence or tempering of seal, any other abnormal condition.
NOTE: (i) Effectiveness of anti-tilting arrangement on shelf-type relays to be checked
wherever these are existing.
(ii) Overhauling is not more than 10-12 years old for track relays and 15 years for shelf
type line relays.

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 Annexure : 21/4
Maintenance Schedule of Electronic Interlocking:
Schedule Code : E11
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, Monthly
Incharge SSE : Quarterly
S.N Check the following
1
Ensure all entries to EI room shall be suitably sealed to prevent entry of rodents,
lizards, insects etc. & equipment /Racks are free from Dust. Rodent Ultrasonic
repellent functioning to be ensured
2
All modules are free from rust, dirt & are inserted properly & all screws of cards are
tightened.
3
Cleanliness of room and equipment.
4
All cable terminations are tightened & properly connected.
5
Visual checking of relays & its contact.
6
Checking of all fuses and its indication.
7
Visual checking of indication of switch.
8
Ensure identification labels/markers are intact for all the terminals.
9
Ensure that all the fittings in the racks are intact & adequately supported.
10
The Earthing wire & its connectivity tightness.
11
Checked unused slots are covered with blank plates in the housing.
12
Visual checking of all the indication on EI and sub-systems i.e. EI modules, VDU
or Panel.
13
Checking of relay room ventilation, condition of Exhaust fan, cooling
arrangement, and dust filters.
14
Voltage shall be checked at Check Points.
15
Ensure that VDUs & Maintenance Terminals shall not be loaded with external
applications/softwares.
Schedule Code : E12
Periodicity : Sectional JE/SSE: Quarterly
SSE : Half-Yearly
1
Check System changeover and after changeover also keep in record. (Ensure that
the system starts functioning without affecting train operation)
2
Check Panel to VDU, VDU to VDU & VDU to Panel change over & ensure its
Working satisfactory. Check MT for its proper functioning.

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3
Redundancy in communication, DC-DC Converter, working of both main and
standby fiber path etc. Redundancy of 110 V DC supply from IPS also to be
checked.
4
Checking & testing of Emergency crank handle.
5
Taking back up of System logs and keep the same in the safe data storing
devices. Backup for last 3 months should be available in MT.
6
In Medha Make EI temporary files are to be deleted from VDU1 & VDU2 PCs.
a) Ensure that there are no trains running in yard.
b) Ensure that VDU application is made to indication mode.
c) Now close VDU application.
d) Click on Start menu →RUN →type %Temp% and click OK.
e) Now select all files and press delete to remove all tem files.
f) Run → type Recent and click OK.
g) Now select all files and press delete to remove all temp files.
h) Once after clearing all temp & recent files. Once again reopen VDU application
and make VDU as command mode and do some operations to ensure the
functionality.
Note: Repeat same process for VDU2 PC.
Schedule Code : E13
Periodicity : Sectional JE/SSE: Half- Yearly
SSE : Yearly
1
Testing of all panel & VDU counters, SM’s Key, all types of cancellations &
emergency crossover operation.
2
Checking of parallelism of DC- DC converter supplying power to EI for load sharing.
3
Check that the Ladders are insulated from the Racks & walls. Ensure ladder is
properly earthed.
4
Availability of spare EPROM (In case of Ansaldo Make) loaded with station specific
application software as applicable.
Schedule Code : E14
Periodicity : SSE : Yearly
1
Measure the earth resistance & it should be less than 1 ohm. To be measured
preferably before monsoon.
2
Checking of working of spare cards available at stations by plugging in standby
system.
3
Synchronization of EI clock time with Maintenance PC and Datalogger.
4
Condition of class A earth fittings and their pipes, supporting systems on the top of
building and its counters, if provided.

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NOTE: (i) CRC to be verified if application software is loaded due to failure or any other
reason
(ii) Ensure that spare cards are wrapped in ESD sheets and opened in presence of
OEM/core group railway member.
(iii) An anti-static ESD (electro static discharge) wrist strap band should be worn before
touching any EI equipment during maintenance.
(iv) Competency certificate to ESM for EI shall be issued by Zonal Training Centres.
(v) The available spare CPU card shall be readily loaded with application logic with
same CRC of the concerned station and kept ready for replacement during failure.
Station name & CRC shall be pasted on the card to avoid wrong insertion.

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Maintenance Schedule of Fire Alarm System [Smoke Detection based/ Aspiration based
(VESDA SYSTEM)]: Annexure : 21/5

Schedule Code : FA1

Periodicity : Signal Technician : Monthly
Sectional JE/SSE: …..
Incharge SSE : …
S.No. Check the following :
Visual checking of Sensors, Control Units, Hooters and Hammer Box
1.
Intactness.
Cleaning, of Detectors, their tightness and free from dust, dirt. Cleaning With
2.
Dry Cloth.
Testing of one- third smoke sensor of each Zone- Place smoke (by Smoke
3.
gun or Agarbatti) near Smoke-Sensors for Triggering of Alarm.
Device Labels
4. Re-Setting of Alarm by acknowledging button on Control unit for each Zone.
Physical Checking of Desired Healthy indications at Detectors and at Control
5.
Unit with Zone wise LEDs. (Green for healthy and red for fault/ actuated
condition)
Physical Checking ‘Signage’ at front door of Relay/EI Room’– ‘THIS
6.
INSTALLATION IS FIRE COMPLIANT’.
Manual Call Point (MCP)- Break the Glass if fire is there- terminal voltage
7.
=24V DC
Schedule Code : FA2
Periodicity : Signal Technician : Monthly
Sectional JE/SSE:, Quarterly.
Incharge SSE: Quarterly
Checking – In addition to FA1
1. Checking of the tightness of Electrical connection of Detectors.
2. Checking of the tightness of Electrical connection of Control Unit.
3. Check the all-time presence of Reliable supply system for Fire detection
control Unit.
4. Check the Separate Battery back-up for ‘Smoke Detection and Control Unit’.
OR IPS supply to be taken for reliable functioning of Fire Alarm System.
Measurements of operating values (voltage & current) at Control unit including
5
Battery /IPS System. Normal operating Voltages/current are as per Firm’s
operating data sheet.
Schedule Code : FA3
Periodicity : Signal Technician : ……
Sectional JE/SSE:, Half-yearly
Incharge SSE: Half-yearly

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 Checking – In addition to FA1 & FA2
1. Testing of ALL smoke sensor of each Zone- Place smoke (by Smoke gun or
Agarbatti) near Smoke-Sensors for Triggering of Alarm.
2. Re-Setting of Alarm by acknowledging button on Control unit for EACH
Sensors of each Zone.
Schedule Code : FA4
Periodicity : Signal Technician : ……
Sectional JE/SSE:Yearly
Incharge SSE:Yearly
Checking – In addition to FA1 & FA2
1. Take system block.

2. Switch OFF system supply.

3. Take out all sensing PCB cards from system.

4. Clean all cards and re-insert.

5. Clean and tighten all wiring inside the Master control unit.
Switch ON the Panel - if any fault -LED indications will appear on panel
6.
display.
7. Check various parameters

8. Input Supply-230 V AC,

9. Output Supply-24 V DC
Sensor Cable Check Loop resistance for open or short circuit, (Fire survival
10.
Circuit Integrity Cable)
11. System Loop Voltage= 24 V DC.
To check Battery charged or not- after disconnection of wire from battery
12.
terminals= 24 V DC
13. Check the Hooter

14. Actuate fault check terminal voltage at Hooter = 24 V DC.

Manual Cell Point (MCP) - Break the Glass if fire is there-Terminal
15.
Voltage+24V DC
16. Carry out all tests as per- FA1 & FA2.

Note:- Whenever any wire, cable, gears etc. are opened and disconnected, it should be with
proper written tag, care should be taken for proper reconnection of wires, cables.
Typical Bonding and Earthing Connections for Signalling Equipments. Annexure 6
Ref : STS/E/TAN/3006

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Page 243 of 301
 CHAPTER - 22 : REQUIREMENTS OF SIGNALLING
IN 25 KV AC ELECTRIFIED AREA
Scope:- Specific Requirements for each Equipment are already covered in
respective Chapters. Only those which are not covered elsewhere are
described in this chapter.

Section 1: General
22.1.1.1 Objectives:

(a) To ensure that signalling equipment continues to function normally in

the presence of traction current.

(b) To ensure that interference from the traction system cannot, under any
circumstances, cause the Signalling system to exhibit false clear
indications, or in any other way imperil the safe operation of trains. This
objective must be achieved even if the traction or Signalling system is in a
faulty or anomalous condition.

(c) To minimise danger to life from electric shock derived from the traction
system.

22.1.1.2 Factors affecting Signalling in AC Electrified area;

(a) Visibility of signals due to OHE structure

(b) Electrical clearances of signals due to live OHE close by

(c) Traction rail-return current

(d) Electrostatic induction and Electro-magnetic Induction

22.1.1.3 Visibility of Signals shall be taken care of by the proper implantation of

OHE structures during the design stage of OHE. Where electrical
clearances are not possible to maintain, suitable protective shields for
signal structures shall be provided. Lay Out Plan for OHE shall be based
on existing signalling arrangements shown in Signalling Plan.

Note (i) :- Protective wire-mesh screen of approved design and size shall
be provided wherever clearance of more than 2 meter for any part of the
signal from live OHE conductor is not possible to get.

Note (ii) :- OHE bonds (Structural, longitudinal and cross bonds) to be

provided by electrical department in the yard and in the block section
wherever required for proper functioning of field S&T equipment. These
bonds should be properly fastened with the structure/mast/rails and must
be insulated for portion passing under positive rail of track circuit.

22.1.1.4 The electrostatic induction is practically eliminated by transferring a circuit

into underground cables protected by a metal sheath. The Electro-
magnetic Induction which causes various currents and voltages to develop
in conductors parallel to the track. These include the rails, traction return
Chapter - 22 : Requirements Of Signalling In 25 Kv Ac Electrified Area

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 conductors where provided, cable sheath, any other conductors in the
vicinity, and signalling and telecommunication circuits. The voltages that
occur in the conductors appear as potential gradients. In addition, there
are potential differences between various points along the conductors and
the adjacent Earths. The value of this induced voltage depends on
various factors, such as

(a) Length of parallelism between the cable conductors and the electrified
track;

(b) Soil conductivity;

(c) Screening efficiency of the cable sheath where existing;

(d) Return current through the rails and return conductor where provided;

(e) Mutual inductance between catenary and the cable conductors;

(f) Separation between catenary and cable;

(g) The current carried by the catenary, etc.

Section 2 : Signal Structures

Signals Posts for RE

22.2.2.1 Colour light signal shall only be used in electrified area.

22.2.2.2 On electrified sections, the masts, insulators, wires and supports obstruct
the visibility of Signals. In addition, the Signals have to be so erected that
they maintain a minimum clearance from the live parts of the O.H.E. The
instructions in this section shall be strictly followed in so far as the
electrical clearance is concerned. These instructions may be taken as a
rough guide in determining the location of signals, which would afford the
best visibility to the Loco Pilots of approaching trains. However, the actual
visibility shall in all cases, be checked by a Signal Sighting Committee and
action to improve the visibility taken on the recommendations of the
Committee.

22.2.2.3 The location of signals and the protection required shall be worked out
from the following signal clearance diagram.
For tangent tracks & tracks with super
Drg. No 22.D1
elevation less than 60 mm.
Broad For curved tracks with super elevation 60
Drg. No 22.D2
Guage mm to 140 mm.
For curved tracks with super elevation
Drg. No 22.D3
140 mm to 185 mm.
For uncompensated O.H.E for straight
Drg. No 22.D4
Metre track.
Guage For uncompensated O.H.E for track on
Drg. No 22.D5
curve.
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22.2.2.4 In these diagrams the un-shaded portion shown above the standard
moving dimensions is the area into which a signal posts or any of its
fittings shall, under no circumstances, be allowed to infringe. The shaded
envelope around this is the area into which a signal or its fittings shall not
normally be allowed to infringe. If due to unavoidable reasons, a portion of
the signal post or its fittings has to infringe into this shaded area, special
protective measures as detailed in para 22.2.2.6 shall be taken. The
dotted outline in Drawing Nos. 22.D 1,2,3 for Broad Gauge and 22D4 and
22D5 for Meter Gauge tracks is applicable when there are two sets of
Catenary and Contact wires parallel to each other in the same span, viz.
insulated and un-insulated overlap locations. It is to be noted that these
diagrams are not applicable to (i) anchor spans, (ii) turnouts, (iii) 3 meters
on either side of masts, and (iv) in loco sheds and inspection pits. The
diagrams are also not applicable when there is a feeder line running along
with masts or where booster transformers and return conductors are
provided.

22.2.2.5 The normal height of the contact wire is 5.60 meters at supports. The
normal height of the catenary at its highest point is 7.05 meters. In tunnels
as well as underneath bridges, where clearances are limited, the contact
wire may be as low as 4.58 meters for Broad Gauge and 4.02 meters for
Metre Gauge and the catenary is also lowered suitably or terminated at
the face of Bridges or Tunnels. The clearance diagrams have, however,
been drawn to suit the extreme positions of the catenary and the contact
wire. In addition, the diagrams make allowances for the stagger as well as
displacement of wires by wind.

Note :- Where there are constraints to get required implantation from

centre of track/other structures, Signal Units may be hung either from
Gantry or ROB or FOB Or Cantilever or Lattice posts duly taking care of
safety aspects, visibility & maintenance strategy.

22.2.2.6 Clearances for safety

In the matter of electrical clearances, the fundamental rule to be observed

is that no one is allowed, under normal conditions, to approach closer than
2 meters from the extreme positions of the live parts of the O.H.E. The
following protective measures shall, therefore, be adopted

(a) If any portion of a signal post or its fittings where signalling staff have
to work, falls within 2 meters of a 25 kV live conductor, or any metal part
electrically connected to this conductor such portion shall as far as
practicable be protected by an iron screen of size 20mm X 60mm (strand
3.25 mm wide and 1.6 mm thick) or any other approved design, solidly
connected to the Signal unit.

(b) If for any reason it is not practicable to provide the protective iron
screening as given in para (b) of Section 2 above, a Caution Board of
approved design shall be provided on the signal post at a height of 3
metres above the rail level, to caution the signal staff.

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 Note :- Technical personnel shall exercise particular care to protect
themselves while working on signal posts not provided with protective
screens. If there is any likelihood of any part of their tools or equipment
coming within 2 metre of live equipment, they shall take a power block as
detailed in Chapter VI of the Manual of AC Traction- Volume II (Part-I).
The same precautions are also required in the vicinity of return
conductors, which should be treated as live.

(c) The SSE/JE (Signal) shall explain these instructions to the staff
working under them and ensure that they are correctly complied with.

22.2.2.7 Drg. Nos. 22 D6 and 22 D7 illustrate the location of signals on the left-
hand side and right hand side of Broad Gauge track and the figures
indicate the minimum heights and distances of Signal from the track to
avoid electrical infringements.

22.2.2.8 Location of neutral section

(a) Neutral section shall be located away from stop signals, level crossing.

(b) If neutral section is provided after a stop signal, the distance* between
signal and neutral section shall be such that after stopping, the train shall
be able to pick up enough speed to coast through the neutral section
without any risk of stalling.

(c) If neutral section is provided before a stop signal, the distance*

between neutral section and signal shall be such that the train shall not
cross the signal in an effort to coast the neutral section.

Note :- The distance should be preferably 1600 meter away on section

with gradient upto 1 in 300 and 2500 meter with higher steeper gradient
upto 1 in 200, if unavoidable. If PTFE type short neutral section has been
used, this distance can be reduced to at least 400 meter after the stop
signal and 200 meter before the stop signal. Where, however,
modifications require to comply with these guide lines are difficult or entail
heavy investment, the Principal Chief Electrical Engineer of the Railway
may direct any other arrangement to be followed, consistent with safety
and reliability.

Section 3: Visibility of Signals

22.3.3.0 Erection of signals in RE area

Normally, all signals should be located on the left side of the track for
which it refers. In exceptional cases the signals may be located on the
right side. To ensure adequate visibility of signals the OHE masts should
be implanted as per the ACTM. In case it is not possible, offset brackets
may be used for signal units without affecting the schedule of dimensions.
Further the following steps should be taken to achieve adequate visibility.

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 (a) The distance between the signal post and traction mast shall be as
large as possible. In case the traction mast is located in front of the signal
post, the distance between the traction mast and signal post should not be
less than 30 metres. In addition, it should be ensured that no traction mast
is located in advance of the signal post at a distance less than 10 metres.

(b) PCSTEs and PCEEs of the zonal railways shall give dispensation for
reduction in the distance of placing mast in front of the signal from 30m to
10m on straight track after ensuring staggering for proper visibility of
signal as per provisions of ACTM and SEM.

(c) The signal post should be sufficiently high so as to be seen clearly.

(d) On tangent tracks it is desirable that the signal should be located within
the OHE structure, i.e. the implantation of the signal from the track centre
shall be less than the implantation of the OHE mast from the track centre.
The setting of OHE masts in the vicinity of the colour light signals shall be
as per para 20.5 of Appendix-I of the AC Traction Manual, Vol-II (Part-!I).
Relevant extracts as in Annexure-22/1.

(e) On curved track or in areas, where other obstructions such as

buildings, trees etc. exist, the site should be Individually examined by the
'signal sighting committee' for deciding the most appropriate location of
the signal.

22.3.3.2 No portion of a post or fittings of a colour light signal shall infringe with the
schedule of dimensions from the centre line of the nearest track.

22.3.3.3 Signals without Junction Indicators outside tracks

(a) Setting distance of OHE masts shall be in accordance with Drg. No.22
D8

(b) The signal units shall be so fixed that the height of the centre line of
the red signal shall be approximately 3.65 meters above rail level. No part
of Signal without a route indicator shall normally be higher than 5.2 meters
above rail level.

22.3.3.4 Signals without Junction Indicators between tracks

(a) If signals are located between tracks no OHE structures shall be

provided in the same track space for at least 600 m in rear of the signals.

(b) Portal drop arms shall not normally be located at least for a distance of
600m before the signal in track space where signals are located.

(c) If a portal drop arm has to be unavoidably located in rear of signal

itself, the signal shall be mounted on an offset bracket. In addition special
study shall be made in each case to see whether the portal drop arm
should also be offset from the centre line of the track space in the direction
opposite to the offset of the signal. This special study shall be made for at
least three portal drop arms in rear of the signal and shall also cover the
possibility of shortening the portal drop arm.
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22.3.3.5 Signals with Junction Indicators outside tracks

Setting distances of OHE masts shall be in accordance with Drg.No.22.9

22.3.3.6 Signals with Junction Indicators between tracks

(a) Precautions and parameters for location of portal drop arms shall be as
specified under Para 22.3.3.4

(b) For details of drawings, illustrating the above principles for Colour Light
Signals, reference may be made to Drawing No.22 D.

22.3.3.7 Note :- The visibility of the signal shall be checked by day as well as by
night by the Official in charge (Signal) of the section after each phase of
the O.H.E work, i.e. erection of masts, provision of brackets, wiring, etc. If
at any stage the official feels that the visibility is not adequate, he shall
impose suitable speed restrictions and take such steps as are required to
improve the visibility.

For Details on Cable laying in RE Area, please Refer to Chapter 15

Section 4: Signaling and Interlocking Circuits

22.4.4.0 Signalling and Interlocking Circuits

22.4.4.1 As a rule, no aerial circuits shall be retained in the electrified zone. The
only exception may arise in the case of Block Circuits coming in from a
non-electrified zone. However, in each such case, it shall be ensured that
the Block Wires are terminated in a suitable lead in cable upto a distance
of 50 meters from the electrified track at right angle to track. In every such
case, the length of parallelism and the distance of Block Wires from the
nearest electrified track shall be checked to ensure that the maximum
induced voltage does not the exceed 60 volts limits prescribed by CCITT.
Paras 505(e), 508(b) and 549(a) of Indian Railway Telecommunication
manual (old) shall be considered for design and precautions.

22.4.4.2 Barring block-instrument circuits, no other earth-return circuit shall be

permitted on A.C electrified territory. The Block instruments, however,
shall be suitably protected by a filter of approved design as explained in
chapter 18

22.4.4.3 The following electrical signalling equipment are not safe to withstand AC
induced voltage. The coils of this equipment can only be used inside a
cabin or a location box or internal circuits only. The coils of these
equipment shall be worked from a separate battery/DC-DC Converter and
this battery/DC-DC Converter shall not be connected to any external
circuits going outside the cabin/location box

(a) Luminous Indicators;

(b) Telephone type relays;

(c) Electrical Lever Locks;

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 (d) Door Coil of IRS Block Instrument;

(e) 250 Ohm D.C. neutral Line Relay;

(f) Rotary Key Transmitter;

(g) D.C. Neutral Polar Relays.

22.4.4.4 All Batteries and the wiring in the equipment, location box or cabin shall be
well insulated from the ground. PVC insulated wires to an approved
specification (IRS-S-76) shall be used for wiring in location boxes and
cabins.

22.4.4.5 Separate Batteries/DC-DC Converters shall be provided for external and

internal circuits.

22.4.4.6 When more than one cable is laid between two locations or cabins, it shall
be ensured that as far as possible, all wires pertaining to any individual
circuit are within the same cable

22.4.4.7 Polarized Relays using permanent magnet shall not be used in any
external circuit in 25 KV AC electrified areas as the permanent magnet in
the relay tends to lose its magnetic properties due to continuous
application of induced voltages. Competent authority shall authorise any
exception in specific cases

22.4.4.8 The relays, which release an interlocking, shall be slow acting so that the
interlocking is not released inadvertently by voltage variations of short
duration. Time delay may be of the order of 0.6 to 0.8 seconds.

22.4.4.9 No external circuit shall work in A.C. electrified area without double cutting

SECTION 5 : LINE CIRCUITS

22.5.5.0 Maximum length of parallelism

(a) The length of any signalling line circuit must be limited to ensure that
the induced voltage from the traction system does not exceed 400 Volts
under normal conditions. If necessary, line circuits must be sectionalized.
Where line circuits leave line side enclosures or buildings in different
directions, this could give rise to a continuous circuit of such length that
the limits of induced voltage above could be exceeded. In such cases a
sectionalized power supply unit should be provided for each direction.

(b) The induced voltage in the underground-Unscreened cable shall be

reckoned as 116 volts/km on single line and 95 Volts/km on Double Line
under normal conditions when the catenary current of 800 AMPS for
single line and 1000 AMPS for double line.

(c) When such circuits are terminated on relays/equipment their immunity

shall not be less than 400 V AC. Length of feed cable terminated on relay
shall be suitably reduced depending upon its AC immunity.

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 (d) The induced voltage in the underground Screened cable may be
reckoned as 35 V/km under normal conditions with a catenary current of
300 Amps on Single Line and 600 Amps on Double Line.

(e) Maximum length of parallelism permitted on screened cable is 3.5 Km.

Note: In future, screened cable shall not be used.

(f) The length of DC Track Circuits terminated on Line Relays with

unscreened cable shall be restricted to :-
AC Maximum permissible
immunity length on*
Type of Relay
level in Single Double
volts Line Line
AC immunized Shelf type 750 2.1 km 2.8 km
QNA1/QNNA1/QNA1K/
1000 2.1 km 2.8 km
QSPA1/ QSRA1/ BCA1/ QBA1
K50 B1 170 1.0 km 1.2 km
K50 B1-A2 450 2.1 km 2.8 km
K50 130 750 meters 900 meters
AC Immunized neutral relay
750 2.1 km 2.8 km
(IHC Make)
* Maximum permissible induced voltage is restricted to 400V for
human safety and factor of safety 1.5 has been considered.

SECTION 6 : SIGNAL FEED CIRCUITRY

22.6.6.0 Feeding Distance

22.6.6.1 Signal feed system shall be of the 110V 50Hz type or any approved type.

22.6.6.2 The distance between the signal control relays and the signal must not
exceed the prescribed limits in electrified zone, measured along the line of
way. This will ensure that the voltage induced in the circuit will be
inadequate to illuminate the lamps, even under the most adverse
circumstances and with one or more earth faults present.

22.6.6.3 Maximum permitted length of direct feed of signal in various configuration

shall be as per Table.

110 Volts feed system 300 Volts feed system

Type of
Cable Single Double Single Double
Track Track Track Track
Screened 600 m 600 m - -

Unscreened 180 m 220 m 500 m 600 m

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22.6.6.4 When a signal is located at a distance greater than that specified in para
22.6.6.3 the signal shall be fed locally by controlling relays located at the
location. Such signals may also be remotely fed from the cabin by using a
corresponding relay at the location. Typical circuit is given in Drg. No. 22
D 11.

22.6.6.5 It shall be ensured that the power transformer for feeding circuits as per
section 22.6.6.2 shall be different from the transformer feeding longer
circuits.

Section 7 : Point Operation & Detection

22.7.7.1 Point can be operated electrically or mechanically by rodding. Mechanical
operation of point will require special measures for the protection of
operating staff. Electric operation shall have restriction on maximum
length between point control relays and point machine depending upon
their immunity level.

22.7.7.2 Electric Operation of point

(a) Point detection and point detection repeat circuits shall use ac-
immunized relay.

(b) The maximum permissible length for various types of commonly used
Point Machines is as under :-

Maximum permissible parallelism

Type of AC immunity in meters between Point Contactor
Machine level In volts and Point Motor

Single line Double line

IRS-24 160 910 1100
SGE110V 250 1435 1750
GRS 5E 90 515 630
STYLE 63 130 745 910
M3 200 1150 1400
M5 70 400 490
Siemens lA 160 910 1100
Siemens lB 300 1650 2100
Siemens IC 400 2200 2800
LM-55 160 910 1100

Factor of safety is 1.5

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 (c) PCSTE may authorize where necessary, longer permissible separation
between point contacter and point machine when screened cable is used.

(d) 3 phase point machine is inherently immune to induced voltage and

therefore can be used for operating point to any length subject to its own
operating limitation.

22.7.7.3 Rod Runs in RE Areas

The point rods in A.C electrified areas are subject to a certain amount of
induced voltage. In addition since the rods are in contact with the rails at
some point or other, the rail voltage, which can be quite high in case of
faults, is transmitted through them to the lever frame. Insulators shall,
therefore, be provided on the rodding as per instructions in section ..... for
protecting the Operating & Maintenance Staff from the effects of these
voltages

22.7.7.4 Insulated Rod Joints for RE

(a) The insulated rod joints shall be as per approved drawings

(b) Each rod shall be provided with an insulator in the lead out as close to
the cabin as possible. While providing this insulator, it shall be ensured
that there is no possibility of a contact between the insulated portion of
one rod and the un-insulated portion of another rod or signal wires, the rail
or O.H.E mast.

(c) An additional insulator shall be provided between the last adjustable

crank and the point or the lock bar. The purpose of this insulator is to
prevent the rail voltage being passed on to the main run of rods

(d) If the distance between the two insulators at either end is greater than
300 meters, additional insulators shall be provided on each rod, so that
the distance between two consecutive insulators on the same rod is not
greater than 300 meters

(e) Each Point, Trap indicator and lock bar operated by rodding shall be
electrically isolated from the track.

(f) All insulators in a run shall be provided between the same two sets of
rollers and guides, so that there is no possibility of the insulated portion of
one rod coming into contact with the un-insulated portion of another rod.

(g) The clearance between the insulator and the adjacent rod roller shall
be adequate to permit normal movement of the rod.

(h) When a rod crosses the track, the top of the rod shall not be less than
40mm from the bottom of the rail. When steel or C.I sleepers are used, the
distance between the rod and the sleeper shall also be not less than 40
mm. Similarly, the distance between any O.H.E mast and the point rods
shall not be less than 40 mm.

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 (i) The operating rod of locally worked points on all electrified lines and of
similar points taking off from two non-electrified track adjacent to the last
electrified line shall also be provided with an insulator so that the point
lever or point box is insulated from the rail.

(j) When the Engineering department provides the point lever or point box,
Engineering department shall provide the insulator on the operating rod.

22.7.7.5 For details of Block working in RE area please refer to Chapter 18.

22.7.7.6 For details of Track Circuits, AFTC in RE area, please refer to Chapter 17.

22.7.7.7 For details of Power supply arrangements in RE area, please refer to

Chapter 16.

22.7.7.8 For details of Axle counter working, please refer to Chapter 17.

22.7.7.9 For Earthing details, please refer to SEM Vol.2.

Section 8 : Rules for Protection of Staff working on Signal

& Telecommunication Installation
22.8.8.0 Protection for Staff
22.8.8.1 Railway personnel working on Signal & Telecommunication equipment on
sections provided with 25 KV A.C traction are required to take suitable
precautions on account of the following: -

(a) Proximity to live conductors;

(b) Presence of returns currents in the rails;

(c) Induction in all metallic bodies situated near the overhead equipment.

22.8.8.2 Proximity of a Live Conductor :- Any contact direct or indirect, with the
25 KV conductors is dangerous and shall be strictly avoided.

22.8.8.3 Pressure of Return Current in Rail

The flow of return current in the rails will give rise to a potential difference:-

(a) between adjacent rails at an insulated joint of a track circuit or at an

ordinary joint in case the fish plates and bonding are broken ;

(b) between the ends of a fractured rail at the fracture;

(c) between an insulated rail and the non-insulated rail used for the
traction return current;

(d) between the rail and the surrounding mass of earth

22.8.8.4 Wherever staff has to work on installations, which are in direct or indirect
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 contact with the rails, they shall :-
(a) use tools (insulated and non-insulated) in accordance with approved
instructions

(b) observe the provisions of Section 'J' of permanent way manual

reproduced as Annexure ‘22/2’.

22.8.8.5 Induction in metallic bodies situated close to OHE

Induced voltage may appear in Signalling and Telecommunication Circuits

when the length of parallelism to the track is appreciable. Even if there is
no induced voltage in a circuit at the time of starting a work, precautionary
measures listed below shall be taken, as induced voltages may develop at
any time on account of an increase in current in the traction lines. It is also
to be noted that in the case of equipment or circuits, which are earthed, a
contact, which may normally be without danger, may give rise to an
electric shock in the case of a break in the circuit or in the earth
connections. Consequently, when staff have to work on Signal and
Telecommunication Circuits on 25 KV A.C electrified lines, they shall take
the following precautionary measures : -

(a) They shall as a general rule, wear rubber gloves and use tools with
insulated handles;

(b) When the work to be done is of such a nature that rubber gloves
cannot be used conveniently, special precautions shall be taken by
splitting the circuits into sections or earthing them. In special cases, both
the steps shall be taken simultaneously. If these protective measures
cannot be applied, staff must insulate themselves from the ground by
using rubber mats, etc. ;

(c) The cable conductors pertaining to the block instruments are likely to
develop heavy induced voltages and every time the staff handles the
terminals of Block Circuits, they must rigidly observe the provisions of
paragraphs (c) and (b) above. These cable terminals shall be printed RED
to remind the Maintenance staff of the danger. The Maintenance SSE/JE
(Signal) shall explain the meaning of this painting to the maintenance staff
and ensure that they correctly understand it.

22.8.8.6 Before any work is undertaken on Signalling/ Telecommunication

cables, the staff shall take the following precautionary measures :-

(a) Reduce the length of the circuit as much as possible;

(b) Use Rubber gloves as far as possible or alternatively use insulated

rubber mats;

(c) Before cutting the armour or the metal sheath of the cable or the wires
in the cables, an electrical connection of low resistance shall be
established between the two parts of the armour, the Sheathing and wires
that are to be separated by cutting.

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22.8.8.7 Staff who have to work on electrical circuits shall be equipped with
insulated tools such as box spanners, pliers, screwdrivers, etc. They shall,
in addition, be supplied with rubber mats and rubber gloves. In regard to
staff who have to work on equipment directly connected to the rails, tools
with insulated handles may be supplied as far as possible and as far as
practicable. A plastic sleeve on the handle will be sufficient in most cases.

22.8.8.8 Staff shall make themselves familiar with the instructions for treatment of
persons suffering from electric shocks. Instruction Boards in English and
in the regional languages describing the methods to be adopted for
treatment of electric shock shall be clearly displayed in all JEs/SSEs
(Signal)' offices.

22.8.8.9 Breakage of catenary/contact wire

In the event of break of catenary/contact wire of the overhead electrical

equipment, the following precautions shall be taken for the safe working of
the signalling equipment : -

(a) The Train Controller, on receipt of an advice of a break in Traction

Overhead Lines or confirmation of such an advice from the Traction Power
Controller, shall immediately advise by the quickest possible means, to all
the staff responsible for the maintenance and operation of the signalling
equipment of the section where the catenary/contact wire has broken.

(b) The staff responsible for the operation of the Signalling equipment of
the section shall immediately check whether the block and other signalling
equipment are working normally. If an abnormal working of any equipment
is noticed, its working shall be immediately suspended and necessary
action under the Rules shall be-taken.

(c) On receipt of this intimation, the staff responsible for the maintenance
of Signalling of the section shall immediately proceed to the site and test
all circuits and allied equipment paying particular attention to the external
signalling gear to ensure that no damage to it has taken place. An
authorised representative of the Signal Department shall submit Certificate
that everything is working all right and send it to his superiors along with a
detailed test report as soon as possible.

(d) Proper competency certificate shall be issued to all S&T staff working
in 25 KV AC RE area by ZTS/S&T training institute.

22.8.8.10 2.2 kV charging as an Anti-Theft measure

(a) Guidelines for anti-theft charging pertaining to S&T works as

prescribed in Appendix VII of ACTM Vol-II Part II shall be followed

(b) Besides, any specific works pertaining to specific section, the following
S&T work shall be completed before issue of certificate for 2.2 kV
charging

(i) Replacement of existing DC track relays and DC line relays by AC

immunized relays
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 (ii) Supply of insulated tools to maintenance staff

(iii) Conversions of all overhead track crossings of BSNL and Railway

into cables and removal of overhead wires thereof.

(iv) Certificate of clearance from DOT regarding 2.2 kV anti theft

energisation.

22.8.8.11 An approved checklist of the works to be completed as per provisions of

this chapter shall be issued by Principal Chief Signal and Telecom
Engineer to the field offices. Compliance of this checklist shall be insured
by the nominated officers responsible for issue of certificate before OHE is
charged at 25 kV.

Note :- This Chapter has under mentioned Annexures for further study

S.no Annexure no Description

1 22/1 Visibility of Signals in RE Area
2 22/2 Maintenance in Electrified areas

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 Annexure `22/1`
Visibility of Signals in RE Area

Extracts of Para 20.5 of Appendix-1: Manual of AC Traction - Volume II (Part-II)

20.5 Masts near signals: The visibility of should be kept in mind while deciding the setting up masts
in their vicinity. The following principles should be observed for deciding the setting of masts near
signals.

20.5.1 Colour light signals located outside all tracks.

(a) Colour light signals without route indicators :

(i) Where no approach signal is provided: The minimum settings of mast before should be 3.25,
3.10,3.05,2.90 and 2.75 m for distance upto 80m, beyond and upto 110m, beyond and upto 190m,
beyond and upto 270m and beyond and upto 400m respectively.

(ii) Where approach signal is provided and for signals other than distant signals:
The minimum setting of masts before the signal should be 3.25, 3.10, 3.05, 2.90 and 2.75m for
distance upto 50m, beyond and upto 70m, beyond and upto 115m, beyond and upto 160m and beyond
and upto 240m respectively.

(b) Colour light signal with route indicators:

(i) With horizontal route indicator: The minimum setting of masts before the signal should be 3.72,
3.50, 3.25, 3.05, 2.90 and 2.75m for distances upto 60m, beyond and upto 125m, beyond and upto
170m, beyond and upto 215, beyond and upto 250m, beyond and upto 310m respectively.

(ii) With other than horizontal route indicator: The minimum setting of masts before the signal
should be 3.50, 3.25, 3.05, 2.90 and 2.75m for distance upto 70m, beyond and upto 130m, beyond and
upto 170m, beyond and upto 215m and beyond and upto 280m respectively.

Note : 1. See Drg. No. ETI/OHE/G/00112 also. The setting may be reduced in special cases,
conforming to Figs. 6 to 9 of ibid.
Note: 2. Setting distance may be reduced for starter signals of loop lines and yard lines.

20.5.2 Colour light signals located between tracks

a) Signals without route indicators: No OHE mast should, as far as possible be located in the same
lane as the signal for a distance of at least 600m before a signal. Drop arms of portals should also not
normally be located in the lane where signals are located at least for a distance of 600m before the
signal. Where this is not possible, for any reason, the signal should be mounted on an off-set bracket.
In addition, a special study should be made in each such case in respect of three drop arms before the
signal, to see whether the drop arms can be off-set from the center line of the lane in a direction
opposite to the off-set of the signal or alternatively, whether it is possible to shorten the drop arms.
Reduction in the signal's height may also be examined.

b) Signals with route indicators: The principles mentioned under para 20.5.2 (a) should be observed
in these case also.
Note: 1. No. part of a colour light signal without a route indicator should, as far as possible be higher
than 5.2m above rail level. Great care should be exercised in deciding the locations of colour light
signals with route indicators so that the necessary minimum clearances are available between the
signals and live out of run conductors, or pantogaphs way zone.
2. On signal-line sections, signals (colour light as well as semaphore) should, as far as possible be
located on the side of the track opposite to the OHE masts.

20.5.3 For semaphore signals located outside the track : The minimum settings of masts before the
signal should be 3.05,2.90 and 2.75m for the first, second and next three masts respectively.
Note: For details see Drg. No. ETI/OHE/G/00112.
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 Annexure `22/2`
Maintenance in Electrified areas

Extract of part 'J' of Permanent Way Manual PART 'J'

282 General Instructions to Staff: -

1) General knowledge of Engineering Staff

a) Every Engineering official working in electrical traction area shall be in possession of a copy of rules
framed for the purpose of the operation of the Traction Power Distributions System pertaining to
Engineering Department and ensure that staff working under him are also acquainted with the rules.
He will ensure that rules pertaining to carrying out engineering works are strictly observed.

b) All electrical equipment, every power line or cable shall be regarded as being 'live' at all times. No
work shall be commenced adjacent to any electrical equipment except on authority issued in writing by
a competent official of the Electrical Department to the effect that the equipment has been made dead
and earthed.

2) Defects in Overhead Equipment:- Defects or break downs in the overhead equipment including
track and structure bonds noticed by the Engineering staff shall be reported immediately to the
Traction Power Controller. When defects in the overhead equipment that are likely to cause damage to
pantographs or trains are noticed, and it is not possible to convey information to Station Masters or
Signal men to enable them to issue caution orders, the line shall be protected by the staff noticing such
defects according to General Rule 3.62.

3) Traction Bonds: - In electrified areas the return current fully or partially flows through the rail. To
ensure a reliable electrical circuit continuity and also to ensure proper earthing in case of leakage of
current, various types of traction bonds as described below are provided at suitable places and
maintained by the Electrical Traction Department: -

a) Longitudinal Rail Bonds: - In the case of D.C. traction system, practically the whole return current
flows through the rail. Therefore, two flexible copper bonds offering minimum resistance to the flow of
current are provided at each rail joint under the fishplates. Two solid lugs at the two ends of the copper
bonds are inserted in holes drilled at the two rail ends between the fish bolt holes and are pressed by
using a bend press to rivet them firmly to the rails. On points and crossings and at junction fishplates
where continuity bonds of the above type cannot be provided due to space constraints, continuity of
return current path is achieved by using mild steel straps or G.I. wire ropes.

Absence of such bonds may cause unsafe working condition and in extreme cases may damage the
rail ends.

b) Cross Bonds (D.C): Cross bonds are provided between adjacent tracks at regular intervals to
reduce resistance of the current to the minimum. Such cross bonds are also known as transverse
bonds.

c) Structure Bonds:- All structures supporting overhead equipment either in AC or D.C. track circuited
areas are connected to the running rails for ensuring good earthing. Failure of insulator or leakage of
current switches off the supply from the sub station so that men coming in contact with supporting
structure etc., do not get electric shock. Removal or tampering of such bonds can, therefore, result in
unsafe conditions. Since the structure are grouted in concrete, they are likely to become charged in
case such bonds are kept disconnected. Similarly, other steel structures such as foot-over bridges,
sheds, etc., in the vicinity of O.H.E lines are also connected to rails through similar structure bonds.

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283 Special Instructions to Staff working in Traction area: -

1) Need for Precautions: - Precautions are required to be taken on account of following: -

a) Proximity of a Live Conductor: - The risk of direct contact with live O.H.E is ever present while
working in electrified sections such as for painting of steel work of through spans of bridges and
platform cover.

b) Build up of potential due to return current in rails :- The return current in the rails may cause a
potential difference :-

i) Between rail and the surrounding mass of earth;

ii) Between two ends of a fractured rail;

iii) Between the two rails at an insulated joint ;&

iv) Between earth and any other metallic mass.

2) The following precautions should, therefore, be taken while working in traction areas: -

a) No work shall be done within a distance of two meters from the live parts of the O.H.E without a'
permit-to-work'.

b) For work adjacent to overhead equipment the Engineering Inspect or shall apply to the proper
authority sufficiently in advance for sanctioning the traffic and power block required. The Traction
Power Controller through Traction Foreman will arrange to isolate and earth the section concerned on
the date and at the time specified in consultation with the Traffic Controller. He shall then issue 'Permit-
to-work' to the Engineering Inspector. On completion of the work the' Perm it-to-work' should be
cancelled and Traction Power Controller advised, who will then arrange to remove the Earth and
restore Power supply.

c) No part of a tree shall be nearer than 4 meters from the nearest live conductor. Any tree or branches
likely to fall on live conductors should be cut or trimmed periodically to maintain this clearance.
Authorized O.H.E staff should do cutting or trimming.

d) No fallen wire or wires should be touched unless power is switched off and the wire or wires suitably
earthed. In case the wires drop at a level crossing, the Gatekeeper shall immediately make
arrangements to stop all road traffic.

e) Work on Station roofs and Signal Gantries: - Staff working on station roofs and signal gantries
and similar structures adjacent to live Overhead Equipment shall not use any measuring tapes, tools
and materials when there is a possibility of their being dropped or carried by wind on to the live
overhead equipment.

f) Earth Work: - For excavation work adjacent to tracks, the following action is taken :-

i) In D.C. traction areas, intimation should be given in writing sufficiently in advance to the concerned
Traction Distribution Officer to enable him to depute the Traction Staff to be present in order to prevent
possible damage in the traction underground feeder cables which are always located near the running
lines.

ii) In AC traction areas, intimation should be given to the concerned officers of the Electrical General
Services and also S&T Department, since all the S&T and Electrical lines are cabled on account of
Electrical Induction.

In all AC and D.C. traction areas, the Traction Department provides cable markers showing location of
cables. In addition, tiles and bricks protect the cables and during excavation, if workmen come across
such tiles or bricks in an arranged manner, they should at once report the matter to the higher officials.

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Any further excavation should be carried out only in the presence of the authorized staff of Electrical
Traction and or S&T Department as the case may be.

g) The relative alignments of the centerline of the track with respect to the alignment of the contact wire
must be maintained within the specified tolerances. This applies to both horizontal and vertical
clearances. Slewing or lifting of track must not be done outside the agreed maintenance limits unless
the position of the contact wire is altered at the same time. Adjustment of cant has a magnified effect
on the horizontal displacement of the centerline of the track with respect to the alignment of the contact
wire.

Horizontal clearances to structures within the limits laid down in the Schedule of Dimensions must be
maintained. For slewing or alterations to track involving adjustment of contact wire (outside the agreed
maintenance limits) sufficient notice should be given to the traction staff so that that they arrange to
adjust the overhead equipment.

h) Alterations to Track Bonding: - All bonds removed by the staff of the Engineering Department
shall be replaced by the staff of the Engineering Department and all such removals and replacements
shall be reported to the Assistant Electrical Engineer, Traction Distribution in charge, concerned
without delay.

j) Working of Cranes:- No crane shall be worked except on the authorized 'permit-to-work'. In every
case of working of a crane, arrangement should be made for the presence of authorised overhead
equipment staff to ensure that all safety precautions are taken.

k) Inspection of Tunnels: - For inspection of roofs and sides of a tunnel, the overhead equipment
shall be rendered 'dead'. Special insulated apparatus should be used if sounding the unlined portions
to locate loose rock in the roof and sides, is required to be carried out, when the overhead equipment
is 'live'.

I) As far as possible closed wagons shall be used for material trains. In case open or hopper wagons
are used, loading and unloading of such wagons in electrified tracks shall be done under the
supervision of an Engineering official not below the rank of a Permanent Way Mistry, who shall
personally ensure that no tool or any part of body of the worker comes within the' danger zone', i.e.
within 2 meters of OHE.

m) Steel tapes or metallic tapes with woven metal reinforcement should not be used in electrified
tracks. Linen tapes are safer and, therefore, should be used even though they are not accurate.

n) The top of foundation blocks in electrified structures should be kept clear of all materials.

284 Maintaining Continuity of Track: -

1) During maintenance or renewal of track, continuity of the rails serving electrified tracks shall
invariably be maintained. For bridging gaps, which may be caused during removal of fish-plates or
rails, temporary metallic jumpers of approved design shall be provided as under. The Electrical
Department on requisition will provide the necessary jumper.

2) In case of rail fracture, the two ends of the fractured rail shall be first temporary connected by a
temporary metallic jumper of approved design (as shown in the sketch below). In all cases of
discontinuity of rails, the two parts of the rail shall not be touched with bare hands; Gloves of approved
quality shall be used.

3) In the case of track renewals temporary connection shall be made as showed above.

4) In the case of defective or broken rail bond, a temporary connection shall be made as shown above.

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5) Before fishplates are loosened or removed temporary connections shall be made as in sub section
(3) above.

285 Catch Sidings: - Normally all catch sidings except those, which are sanded, shall be kept alive.
On sanded catch siding, the rails shall be kept clear of sand for a length of 21.5 meters, beyond the
section insulators in the overhead lines and the switches controlling the sanded catch sidings shall be
kept in the neutral position. If an electric engine or single or multiple unit train runs into the sanded
length of a catch siding, it may possible be insulated from earth except through the buffers or couplings
if connected to other vehicles, therefore, these sidings shall not be made alive when an electric engine
or single or multiple unit train or any vehicle coupled thereto are standing in the sanded track until all
staff have been moved away from positions where they are likely to make contact between the
permanent way formation and any part of the locomotive or single or multiple unit train or coupled
vehicles. No person shall attempt to enter, or leave or in any other way make contact between the
permanent way formation and the electric engine or single or multiple unit train or any vehicles coupled
thereto while one overhead equipment of the sanded length of siding is alive.

286 Additional precautions in AC Traction Area: - The following additional precautions are required
to be taken in AC traction areas :-

1) Build-up of potential due to induction in metallic bodies situated close to O.H.E : - It is important to
note that dangerous voltage may be induced in metallic masses such as fencing posts in the vicinity of
traction conductors. To avoid possibility of shock due to such voltages, the metallic structures are
bonded together and earthed.

2) Unloading of rails: - When unloading rails along tracks, care shall be taken to ensure that rails do
not touch each other to form a continuos metallic mass of length greater than 300 meters.

3) Permanent way staff are advised to keep clear of the tracks and avoid contact with the rails when an
electrically hauled train is within 250 meters.

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287 Fire in electrified areas: - The Permanent Way Officials noticing a fire likely to result in loss of life
or cause damage to property shall take all possible steps to prevent it from spreading and to extinguish
it. In case the fire is on adjacent to any electrified equipment, the permanent way official shall make no
attempt to extinguish the fire but shall report the occurrence of fire to the nearest Station Master by
most expeditious means.

288 Permanent Way Tools: - Permanent Way tools (insulated and un-insulated) along with gloves
shall be used in the manner as approved by the Chief Engineer of the Railway.

289 Treatment of persons suffering from Electric Shock: - When persons receive electric shock,
practically in every case, they can be revived with the prompt application of First Aid.

Method of Resuscitation: - The method of resuscitation resorted to should be that known as artificial
respiration.

Continuity of Treatment:- The efforts to restore breathing must be continued regularly and with
perseverance, and must not be discontinued until a Doctor has taken charge of the case.

290 Accident to power lines of outside bodies: - The Engineering Inspector shall be in possession
of the name and address of the officer-in-charge of each power line across Railway land to enable an
immediate report of any defect or accident appertaining thereto being made, under advise to the
Assistant Engineer/Divisional Engineer.

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 Chapter 23: ATP CTC TMS
Section 1: General Requirements
23.1.1.0 Definitions:

(a) Automatic Train Protection System: A system that enforces

compliance with signal interlocking and speed restrictions.

(b) Driver Machine Interface: The interface to enable direct

communication between the on-board equipment of ATP and the
Loco Pilot.

(c) Dynamic Speed Profile: The speed/distance profile that a train may
follow without violating the static speed profile and/or the end of
movement authority.

(d) Emergency Brake: Application of a maximum brake force in order to

stop the train in the shortest time.

(e) End of Authority: Location to which the train is permitted to proceed

and where target speed is zero.

(f) Limit of Authority: The place beyond which the train has not
information but to which the train is authorised to run with a defined
target speed higher than zero. The train is expected to receive new
information before passing the limit of authority.

(g) Most Restricted Speed Profile: The speed which a train must not
exceed. It is the lowest speed taking into account all the various
speed profiles.

(h) Movement Authority: Safe distance of travel communicated by the

Automatic Train Protection System.

(i) Normal Brake: It is the brake command which reduces the Brake
Pipe pressure to apply normal brakes.

(j) On-board Equipment: The part (software and/or hardware) of the

on-board equipment, which fulfils the approved ATP specification.

(k) Permitted Speed: The speed limit at which a train is allowed to

proceed without warning and/or intervention from the onboard
equipment.

(l) Reference Location: A location on the track (e.g. balise group

reference location or RFID tag location) used as a reference for the
information sent from trackside or for the train position

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 (m) Release Speed: A speed value to allow a train to approach the end
of its movement authority.

(n) Service Brake: It is the brake command which reduces the Brake
Pipe pressure to 1.5 Kg/Cm2

(o) Static Speed Profile: The description of the fixed speed restrictions
of a given line. The speed restrictions can be related to such items as
maximum line speed, gradients, curves, points, tunnel profiles,
bridges etc.

(p) Target: Location where the train speed should be below the given
target speed.

(q) Track Description data: Information complementing the Movement

Authority and providing as a minimum the, static speed profile and
gradient profile.

(r) Track Side Equipment: The equipment with the aim of exchanging
information with the vehicle for safely supervising train circulation.
The information exchanged between track and trains can be either
continuous or intermittent according to the ATP level and to the
nature of the information itself (In ETCS Level-1, the communication
of information is from track side to train only).

(s) Train Detection: The proof of the presence or absence of trains on a

defined section of line.

(t) Train Integrity: The level of belief in the train being complete and
not having left coaches or wagons behind.

(u) Train Interface Unit: The unit, inside the on-board equipment, that
provides the interface between the on-board equipment of ATP and
the train.

(v) Warning: Audible and/or visual indication to alert the driver to a

condition which requires a positive action by the Loco Pilot.

23.1.1.1 There are two types of ATP Systems. European Train Control System
(ETCS) and National ATP System. ETCS has four levels. Train Collision
Avoidance System (TCAS) is Indian Railways ATP System.

23.1.1.2 ATP systems shall confirm to latest specification and shall be of approved
type.

23.1.1.3 ATP systems shall be suitable for working on Electrified and Non-
Electrified sections.

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23.1.1.4 Functions in ATP systems shall comply the Safety Integrity Level as
stipulated.

23.1.1.5 ATP systems shall have two sub-systems viz. Trackside and On-board.

23.1.2.0 Trackside:

23.1.2.1 Movement authorities (MA) shall be generated by trackside equipment

based on input received from signal interlocking.

23.1.2.2 The track description data such aa Permanent Speed Restrictions,

Gradients, Level Crossing Gates, etc., are to be pre fed in the track side
equipment.

23.1.2.3 The trackside equipment shall Communicate MA to on board equipment

along with track description data.

23.1.3.0 On-board:

23.1.3.1 The On-board equipment of the ATP shall be correctly and effectively
interfaced to existing Air/Vacuum/Dual/Electropneumatic brake system of
Diesel and Electric Locomotives as well as other self-propelled vehicles
treated as train.

23.1.3.2 The On-board vital computer (OBC) shall calculate the maximum
permitted speed for the track section ahead based on a dynamic speed
profile taking into account the train running/braking characteristics which
are known on-board and the MA and track description data received from
trackside.

23.1.3.3 It shall continuously supervise the train speed and apply brakes if the train
speed exceeds the most restrictive speed by a pre-defined speed margin.

23.1.3.4 It shall give a warning to the Loco Pilot to enable him to react and to avoid
intervention from on-board equipment for application of service brake.

23.1.3.5 It shall not be possible to mute the warning and to stop automatic brake
applications by prior operation on Driver Machine Interface (DMI).

23.1.3.6 It shall not be possible to cancel the Emergency brake application initiated
by interrupting the power supply to the system.

23.1.3.7 The speed sensors shall be provided on the locomotive itself or on the
coach housing the on board equipment for EMU/MEMU.

23.1.4.0 Conformity to Schedule of Dimensions:

23.1.4.1 The track side and on-board equipment shall not in any way infringe the
schedule of dimensions being followed by the Indian Railways.

23.1.5.0 Power supply arrangement:

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23.1.5.1 Track Side: The track side system of the ATP shall work on AC or DC
power supply & shall have power backup. The power supply shall run from
power supply room to line side equipment on line wise separate cable with
redundancy in diversified path preferably.

23.1.5.2 Onboard: The On board equipment of the ATP shall work on the DC
power supply available in the locomotive.

23.1.6.0 Operating Modes & its transitions:

23.1.6.1 The current mode of On-board equipment shall be indicated to the Loco
Pilot by means of suitable indications on the DMI

23.1.6.2 In case of mode transition, when the responsibility of the loco pilot
increases due to result of such automatic transition, the OBC shall seek
an acknowledgement from the loco pilot, irrespective of the train is
stationary or moving. In case the transition has to be acknowledged and
the loco pilot fails to acknowledge as required, the OBC shall initiate a
brake application.

23.1.7.0 Application/Executive Logic Handling:

23.1.7.1 The programming/ feeding of data to track side or On-board equipment

shall be suitably protected against unauthorized use.

23.1.7.2 The executive logic uploaded in track side or On-board shall be of

approved type.

23.1.7.3 Factory Acceptance Testing shall be carried out on the application logic
before uploading it in track side or On-board.

23.1.7.4 Version Control and checksum shall be effectively implemented for both
Application and executive logic.

23.1.7.5 Zonal Railways shall set up a system to implement the changes in signal
interlocking and track description data for effective functioning of ATP
system.

23.1.8.0 Automatic Self-Test at Boot up:

23.1.8.1 The on-board equipment shall perform an automatic self-test when the
equipment is switched ON.

23.1.8.2 This self-test shall not require any action on the part of the Loco Pilot/
operator.

23.1.8.3 This self-test shall test Braking Characteristics on boot-up.

23.1.8.4 The result of self-tests shall be indicated on DMI.

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23.1.9.0 Isolation of On-board Equipment:

23.1.9.1 On-board system shall have provision for isolation to cater for failure
situation which shall result in disconnection of the system from the
locomotive braking system. This shall be indicated to the Loco Pilot by
means of a visual indication which shall be available even if DMI has
failed.

23.1.9.2 To avoid accidental/ unwarranted use, the isolation arrangement of the

equipment must be protected and sealed.

23.1.9.3 Isolation of system must be recorded by the system as well as recorded in

a non-resettable type electro-mechanical 6 digit counters.

23.1.10.0 Data Logging & Diagnostics:

23.1.10.1 On board as well as Track side system shall be provided with data logging
for diagnostic functions. (To be updated with logged data security)

Section 2: European Train Control Systems

23.2.11.0 Levels of ETCS: ETCS has four levels:

23.2.11.1 Level 0: A level of ATP defined to cover instances when the ATP on-
board equipment is operating in an area where the trackside is not fitted
with operational ATP equipment.

23.2.11.2 Level 1: A level of ATP overlaid onto conventional track side signalling
that uses balises / loop / Radio Infill to pass movement authorities to the
train whilst relying on conventional means to determine train position and
integrity.

23.2.11.3 Level 2: A level of ATP that uses radio to pass movement authorities to
the train whilst relying on trackside conventional means to determine train
position and integrity.

23.2.11.4 Level 3: A level of ATP that uses radio to pass movement authorities to
the train. Level 3 uses train reported position and integrity to determine if it
is safe to issue the movement authority.

23.2.12.0 ETCS Level 0

23.2.12.1 Level 0 applies when an ATP-fitted vehicle is used on a non-ATP route.

The train borne equipment only supervises the maximum speed of that
type of train in unfitted areas.

23.2.12.2 In Level 0 it is authorized to operate trains without any train control system
and therefore line side fixed signals are to be followed by Loco Pilot.

23.2.12.3 Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc).

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23.2.12.4 Level 0 uses no track-train transmission except balises to command level
transitions. Balises therefore still have to be read.

23.2.12.5 No supervisory information is indicated on the DMI except the train speed.
Train data has to be entered in order not to have to stop a train at a level
transition to ATP equipped area and to supervise maximum train speed in
unfitted areas.

23.2.13.0 ETCS Level 1

23.2.13.1 Level 1 is a spot transmission system to be used as an overlay on an

underlying signalling system. Trackside signals are required in level 1
application. Train Protection Warning System (TPWS) is equivalent to
Level1.

23.2.13.2 Track side equipment of Level-1 comprises of

(a) Balises

(b) Line side electronic unit (LEU)

(c) Communication link (data cable) between the LEU & the balise

(d) On-board equipment of Level-1 comprises of:

(i) On-board Vital Computer (OBC)

(ii) Data logger for diagnostics (either part of OBC or separate)

(iii) Driver Machine Interface (DMI), indications & and non-

resettable counters.

(iv) Balise Transmission Module (BTM)

(v) Balise antenna fixed to the under frame

(vi) Speed Sensors Such as Pulse Generators, Accelerometers,

Radar etc,

(vii) Train Interface Unit (TIU)

(viii) Interface to existing brake control system which in turn

controls application of service/ emergency brakes or interface
to existing brake system directly.

(ix) Power supply arrangement

(x) Suitable isolation arrangement for isolating the system.

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23.2.13.3 The trackside equipment does not know the train to which it is sending
information. Movement authorities are generated by trackside equipment
and are transmitted to the train via balises. Balises pick up signal aspects
from the trackside signals via Line side Electronics Unit (LEU) and
transmit them to the vehicle as a movement authority along with track
description data.

23.2.13.4 The track-side system shall interface with the signalling system through
LEU without affecting normal working & safety of signalling system. LEU
shall take input regarding signal aspect through potential free contacts of
the Lamp Checking Relays (ECRs).

23.2.13.5 Because of the spot transmission of data, the train must travel over the
balise to obtain the next movement authority.

23.2.13.6 The fixing arrangement of the balise on the sleeper shall be such that it
does not require any drilling to the sleeper.

23.2.13.7 If in level 1, a trackside signal clears, an approaching train cannot receive

this information until it passes the balise group at that signal. The Loco
pilot therefore has to observe the trackside signal to know when to
proceed. The train has then to be permitted to approach the stopping
location below a maximum permitted release speed. Additional balises
("infill balises") can be placed between distant and main signals to
transmit infill information, so that the train will receive new information
before reaching the signal.

23.2.13.8 Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc.) and are outside the scope of level-1 ATP system.

23.2.13.9 Level-1 shall have two levels of brake commands.

(a) Service brake command

(b) Emergency brake command

23.2.13.10 Release speed:

(a) A release speed shall be calculated onboard to allow the train to

approach the target (i.e. stop signal at ON) with such speed so as to
ensure that the train stops before reaching the danger point upto which
train movement is considered safe (i.e., overlap distance beyond the stop
signal at ON), based on data received. The release speed shall be
calculated on board based on safety distance including signal overlap,
deceleration performance of the train & any other relevant considerations.

(b) The release speed shall be programmed as a pre-defined value &

transmitted to onboard equipment via the track side equipment.

(c) If the current train speed exceeds the Release Speed, emergency
brake shall be applied by the Level 1.

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23.2.14.0 ETCS Level 2

23.2.14.1 Level 2 is a radio-based system, which is used as an overlay on an

underlying signalling system. Level 2 is based on radio for track to train
communication and on balises as spot transmission devices mainly for
location referencing.

23.2.14.2 Track side equipment of Level-2 comprises of;

(a) Balises.

(b) Radio Block Centre (RBC).

(c) Radio network.

23.2.14.3 On-board equipment of Level-2 comprises of:

(a) On-board Vital Computer (OBC)

(b) Data logger for diagnostics (either part of OBC or separate)

(c) Driver Machine Interface (DMI), indications & and non-resettable

counters.

(d) Balise Transmission Module (BTM)

(e) Balise antenna fixed to the under frame

(f) GSM-R/LTE Radio

(g) Speed Sensors Such as Pulse Generators, Accelerometers, Radar

etc.

(h) Train Interface Unit (TIU)

(i) Interface to existing brake control system which in turn controls

application of service/ emergency brakes or interface to existing
brake system directly.

(j) Power supply arrangement

(k) Suitable isolation arrangement for isolating the system.

23.2.14.4 Level 2 provides a continuous speed supervision system, which also

protects against overrun of the authority by applying brakes.

23.2.14.5 Based on inputs received from Signalling interlocking, Radio Block Centre
generates Movement Authorities which are transmitted to the train via
radio.

23.2.14.6 Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc.) and are outside the scope of Level 2.

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23.2.14.7 Level 2 provides bi-directional track-train communication.

23.2.14.8 Train movements shall be supervised continually by the radio block centre
in its territory.

23.2.14.9 The radio block centre which provides the information to the trains shall
know each ATP controlled train individually by the unique identity of its
leading ATP on-board equipment.

23.2.14.10 The movement authority is transmitted to the vehicle continuously via

GSM-R/LTE radio along with track description data.

23.2.14.11 The balises act as reference points and are used only to correct the
accumulated odometry error. Between two balises, the train determines its
position via speed sensors (Pulse Generators, accelerometer, radar).

23.2.14.12 The on-board computer continuously compares the train speed with the

Permitted speed and commands the brake application, if necessary.

Lineside signals can be suppressed in Level 2.

23.2.14.13 Level-2 shall accommodate regenerative braking (optional). It shall have

two levels of brake commands:

(a) Service brake command.

(b) Emergency brake command.

23.2.15.0 Level 3

23.2.15.1 Driver Machine Interface

(a) The Driver Machine Interface shall be applicable for all the levels. A
typical overall view of the main window of DMI during start of mission
(i.e., start of travel) is shown below..

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 (b) A typical overview of the objects in speed and supervision areas
during running of the train is shown in below. This is in the left side of
Driver Machine interface.

(c) A typical overview of the objects in the planning area during running of
the train is shown below. This is in the right side of Driver Machine
interface.

Note : For Maintenance schedules of TPWS, please refer to Annexure 23/1

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 Section 3: Indian Railways Automatic Train Protection
23.3.16.0 National ATP system or Indian Railways Automatic Train Protection
(IRATP) has been indigenously developed which is known as Train
Collision Avoidance System (TCAS).

23.3.16.1 Track side equipment of IRATP comprises of

(a) RFID Tag

(b) Stationary unit

(c) Radio

23.3.16.2 On-board equipment of IRATP comprises of

(a) On Board Computer (OBC)

(b) RFID readers consisting of two RFID Reader in hot standby

(c) Driver Machine Interface (DMI), indications and non-resettable

counters.

(d) Loco Radio Unit consisting of two Radio Modems in hot standby with
separate cables and antennae for each radio

(e) Pulse Generators (Speed Sensors)

(f) Train Interface Unit (TIU)

(g) Interface to existing brake control system which in turn controls

application of normal/service/ emergency brakes or interface to
existing brake system directly.

(h) Power supply arrangement

(i) Suitable isolation arrangement for isolating the system.

23.3.16.3 Based on inputs received from Signalling interlocking, Stationary unit of

IRATP generates Movement Authority which is transmitted to the train via
radio.

23.3.16.4 Stationary unit of IRATP shall have feasibility to interface with relay based
Interlocking and Electronic Interlocking.

23.3.16.5 Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc.) and are outside the scope of IRATP.

23.3.16.6 DMI of onboard unit of IRATP shall provide assistance to Loco Pilots by
means of real-time display of aspect of approaching signal.

23.3.16.7 IRATP shall provide bi-directional track train communication.

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23.3.16.8 Train movements shall be supervised continually by the Stationary unit in
its territory.

23.3.16.9 The Stationary unit which provides the information to the trains shall know
each ATP controlled train individually by the identity of its leading ATP on-
board equipment.

23.3.16.10 The movement authority is transmitted to the vehicle continuously via

UHF/GSMR/LTE radio together with speed information and track
description data.

23.3.16.11 The RFID Tags act as reference points and shall be used to correct the
accumulated odometry error. Between two RFID Tags, the train shall
determine its position via Pulse Generators.

23.3.16.12 The fixing arrangement of the RFID Tag on the sleeper shall be such that
it does not require any drilling to the sleeper.

23.3.16.13 The on-board computer shall continuously compare the train speed with
the permitted speed and commands the brake application, if necessary.

23.3.16.14 IRATP shall have three levels of brake commands

(a) Normal brake command

(b) Service brake command

(c) Emergency brake command

23.3.17.0 Driver Machine Interface

23.3.17.1 A typical overall view of DMI is shown below:

Note : For Maintenance schedules of TCAS , please refer to Annexure 23/2

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 Section 4: Auxiliary Warning System (AWS)

23.4.18.0 This is an old generation system which is not governed by any level of
ATP. Presently, this is prevailing in suburban sections of Central and
Western Railways. To sustain the existing installations, RDSO has also
issued a specification for Advanced Auxiliary Warning system (AAWS).

Note : For Maintenance Schedule of AWS , Please refer to Annexure 23/3

Section 5: Centralized Traffic Control

23.5.19.0 Definitions:

23.5.19.1

(a) CTC: Centralized Traffic Control (CTC) consolidates train routing

decisions that were previously carried out by local signal operators or
the train crews themselves. The system consists of a centralized train
dispatcher's office that controls railroad interlockings and traffic flows in
portions of the rail system designated as CTC territory.

(b) Workstation: A workstation is a special computer designed for

technical or scientific applications. Intended primarily to be used by
one person at a time, they are commonly connected to a local area
network.

(c) Train Graph: Train Graph is a tool to plan and track trains based on
train ID number, indicating when the train is arriving or departing each
station.

23.5.19.2 CTC General Requirement

Servers:

(a) Main server shall be provided with Backup server.

(b) Backup server shall preferably be in a separate location.

23.5.19.3 Operation

(a) The control of operation of station will be either at station or in CTC.

(b) The CTC Controller shall be able to perform all the operations of
the panel/VDU of any station under the territory of CTC.

(c) CTC Controller and the ASM at station must be able to hand
over/take over the control of station both in normal and in
emergency conditions.

(d) CTC Controller must be able to communicate with ASM and the
gateman of stations of his territory by secured means of
communication.

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 (e) All the equipment’s used for networking stations with CTC must be
monitored by using suitable NMS including the OFC/media.

23.5.19.4 Live Indications of CTC

The system must have the functionality as described below:

(a) Live Visual Display of Interlocked yards with Signalling in Control

office.

(b) Occupancy of various track sections along with the train ID and
train description shall be displayed. Train IDs shall be indicated in
different colours for suburban, Long distance, Goods & other types
of trains. In case train ID is not keyed-in, the same shall be shown
as flashing unknown train identifier mark along with Alarm. Alarm
will stop as soon as the train number is keyed in by the controller /
way side ASM.

(c) If a train has stopped at any point enroute for more than the
prescribed time, an alarm should be raised to draw attention of the
controller.

(d) It shall be possible to feed the temporary speed restrictions /

Permanent speed restrictions which shall be displayed by on
suitable means.

(e) A section controller can log in, as predefined section controller and
the display of the controlled section will then change.

(f) Work stations shall have visual display of suitable size with
specified features.

(g) Any Signalling failure shall be displayed through alarm. It should be

possible to acknowledge the alarm.

(h) Big yards can be divided in parts, for display on one more than one
screens. with provision of selecting any one part on a screen with
facility of scrolling to see the full yard on one or more screens.

(i) If train identification has not been entered by the train arriving/
dispatching station, all Section Controllers shall have facility for
entering it on getting Alarm.

(j) It shall be possible to view train graphs. The train graph shall also
cover advance charting showing traffic blocks. Train graph
lines/Train ID box should have tag with detail of train, crew etc.

(k) In case of unusual events and delays of trains, system will inform
promptly the controller to enter the reason and other details in the
prescribed format.

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(l) The details of occupancy of berthing lines and sidings shall also be
available on the terminal.

(m)The crew details available in the system shall also be available on

the terminals provided with all concerned apart from being available
on Controller & ASM work stations.

(n) All the required traffic alarms shall be available on all concerned
controllers terminals.

(o) Live Indications on terminals provided with staff at Important

Junction stations/Car shed/lobbies etc.

(p) All stations with passenger services shall be provided with

workstation type terminals having capability of graphic display.
Remaining other stations, lobbies will be provided with industrial
Grade PCs.

(q) ON Line display of train movements (including description) along

with layout and status of signaling will be available on workstations
as available on section controller’s terminal.

(r) It should be possible to input TRAIN ID in 8 digits from these

terminals along with other information such as destination, platform
No, rake details, crew details, etc. System will generate an audio &
video alarm on ASM’s terminal as well as in CTC, if train ID has not
been filled by concerned station Master.

(s) It shall be possible to query the central control regarding details of

trains, cancellation, rescheduling, delays, diversions, etc. through
commands.

(t) Details of rakes, stabled on sidings at concerned station shall be

displayed.

(u) Whenever a train/rake, leaves/enters the control area or put out of

the system by placing it in the siding or sending it to car shed
should be automatically registered by the system. In addition to
this, ASM shall have facility to delete / enter such trains.

(v) Flashing messages/instructions from the controller and information

about expected arrival of next two trains on each line, cancellation
and diversion of trains, shall be displayed at CTC.

Note : For Schedule of Maintenance of CTC , Please refer to Annexure

23/4

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 Section 6 - Train Management System (TMS)
23.6.20.0 TMS General:

TMS is a On Line Train Information Management System provided in a

particular section at number of stations with Automatic or Absolute block
system is based on real time data acquisition system of approved type
and processing acquired data in centralized location to display train IDs
and train locations along with signalling system which can be further used
to drive On Line train Display Boards at stations and can be interfaced
with other electronic media.

(a) TMS facilitates “On Line” display of the Trains' status on Visual Display
Units at stations.

(b) It shall be possible to monitor movements of the trains running in the

section and plotting of train control chart.

(c) The response time of TMS from change of any event at stations to
display at centralized location shall be minimum, as prescribed.

(d) It should be capable of displaying expected arrival time of trains on

station's display board in any suitable format of time. It should be also
able to drive Announcements systems at stations from TMS Control
Centre.

(e) It should be possible to drive Automatic Announcements systems at

stations.

(f) TMS system primarily provides for —

(i) ‘On line’ display of movements of all trains with Train

Numbers/Rake Nos. on Visual monitors as well as over view
indication panel, located in control room.

(ii) Interfacing with the train indicator boards at various stations for
minute to minute train arrival information to commuters

(iii) Provision of video display units for train running information to

commuters with countdown in minutes

(iv) Interfacing with the announcement system for facilitating auto

announcements

(v) Automatic recording and retrieval of train movements like

Automatic time stamping of the train movements.

(vi) Generation of MIS reports and statistical data.

(vii) Off Line planning tools like Timetabling, Simulation etc.

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23.5.20.1 TMS shall comprise of the following:

(a) Control Equipment

(b) Station Equipment

(c) Software Modules

(d) Networking between Control and Station Equipments.

23.6.20.2 Functional Requirement shall be finalized in consultation with Traffic

department and other concerned departments.

23.6.20.3 At Features of Central Control:

(a) It shall have provision of ‘On line’ display of movement status of all
trains along with their identification.

(b) It shall display the live status of Signalling Interlocking information

of stations.

(c) Display information shall be provided on a suitably large screen

(may consist of multiple display units as required) of approved
type, to cover entire section.

23.6.20.4 At Station Managers end:

(a) It shall facilitate On line visual display of train information with

expected arrival time.

(b) Station shall be provided with a TMS terminal which shall be

capable of displaying Signalling status and train information for its
station and any other station in the monitored section.

(c) It shall have the provision of feeding data regarding unusual and
incidences.

23.6.20.5 Software Module:

Following software modules shall be provided:

(a) Train Describer Module: For assigning and displaying train IDs.

(b) MIS report Generator: For plotting train control chart and generation
of Punctuality reports.

(c) Display information shall also be available on a big rear located in

front of the controller, covering the entire section.

(d) Time Table Editor: For identifying path to introduce new train
services etc.

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 (e) Passenger Information System: For interfacing with passenger
announcement and display systems at stations.

(f) Display Module: For display of monitored yards and complete

section.

(g) Any other module as required.

23.6.20.6 Control and station equipment’s shall be networked through Railway's

dedicated communication media.

Note : For Brief information on Computer Based Train Control System (CBTC), Please
refer to Annexure 23/5

Note :- This Chapter has under mentioned Annexures for further study

S.no Annexure no Description

1 23/1 Maintenance Schedule of Train Protection & Warning

System (TPWS)

2 23/2 Maintenance Schedule of Train Collision Avoidance

System (TCAS)

3 23/3 Maintenance Schedule of Auxillary Warning System

(AWS)

4 23/4 Maintenance Schedule of Centralized Traffic Control

(CTC)

5 23/5 Communication Based Train Control (CBTC)

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 Annexure 23/1
Maintenance Schedule of Train Protection & Warning System (TPWS)

Track Side Equipment

Schedule Code : TSE1
Periodicity :Signal Technician : Fortnightly
Sectional JE/SSE :Monthly
Incharge SSE : Quarterly
ADSTE : Yearly
S.No. Check the following :
1. Checking of LEU health.
2. Checking of signal aspect input status
3. Checking of power supply input/output levels
4. Checking of capacitor bank functioning
5. Working of cooling fans
6. Upkeep of location
7. Power supply measurements
Schedule Code : TSE2
Periodicity : Sectional JE/SSE :Monthly
Incharge SSE : Quarterly
ADSTE : Yearly
1. Checking of LEU health
2. Checking of signal aspect input status
3. Checking of power supply input/output levels
4. Checking of capacitor bank functioning.
5. Working of cooling fans.
6. Upkeep of location
7. Power supply measurements
Schedule Code : TSE3
Periodicity :Incharge SSE : Quarterly
ADSTE : Yearly
1. LEU Measurements of electrical parameters.
2. Cable Parameter measurements.
3. Earth Measurement
4. Verification of jumper configuration
5. Verification of the default telegram
6. Cross talk measurement.

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 Annexure 23/2

Maintenance Schedule of Train Collision Avoidance System (TCAS)

Schedule Code : TC1
Periodicity : Signal Technician: Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
S.No. Check the following :
TCAS Equipment Room/ LC gate TCAS equipment room
1. Clean the Dust filters, Exhaust fan filters as well as fans
2. Clean the TCAS equipment
3. Check all Health Status LEDs i.e. System health Indication, Output Voltage Indication of system:
LEDs should glow/Blink.
4. Check the communication status of the TCAS Modules and DSL modem: Relevant
Communication and LEDs should Glow/Blink.
5. Visually examine all the Cards are Inserted properly and tighten the corresponding screws.
6. Check all Wago fuse indications: Disconnect type fuse Wago indications should not glow.
7. Relay output voltage to be checked for Tapping Relay: Voltage should be greater than >22 Volt
Schedule Code : TC2
Periodicity : Signal Technician: Quarterly
Sectional JE/SSE : Half Yearly
Incharge SSE : Yearly
IPS Room / Equipment / Relay Room and Radio Tower:
1. Check the Voltage levels at 110V IPS Mains Input voltage to 110V/24V DCDC modules: 100V to
115V to be observed
2. Ensure DC-DC Modules Fail indication should not Glow: All Health and power ON Indications
should glow.
3. Check the voltages at Equipment End OF INTERNAL Supply:22V to 26.5V to be observed.
4. Check the voltages at Equipment End of EXTERNAL (RADIO) :22V to 24V to be observed
Schedule Code : TC3
Periodicity : Signal Technician: Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
SMOCIP in SM ROOM:
1. Ensure buttons are working properly: Insert SM key and turn to key IN position. Press and hold
each button for 6 seconds and wait for button stuck fault. After releasing, button stuck fault shall
disappear from LCD.
2. Ensure SM Key is working properly: The above operation shall fail when SM key is OUT.
3. Record the checksum displayed in SMOCIP screen.
4. Record the SOS counter number and reasons for the SOS generation if any.
Schedule Code : TC4
Periodicity : Signal Technician: Quarterly
Sectional JE/SSE :Half yearly
Incharge SSE : Yearly
GPS Antenna:
GPS Antenna:
1. Check the communication status of the GPS Receivers: GPS1 and GPS2 LED shall blink in VCC
2. Check the GPS faults status in7- segment display in Ch- A and Ch-B. No faults shall be present
in 7- segment display.
3. Tighten all the connections/Terminations
4. Clean surface of the GPS antenna modems

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 Schedule Code : TC5
Periodicity : Signal Technician: Quarterly
Sectional JE/SSE :Half yearly
Incharge SSE : Yearly
GSM Antenna:
1. Check the communication status of the GSM Modems: GSM1 and GSM 2 LED shall blink in EVL
2. Tighten all the connections/Terminations
3. Clean surface of the GSM antenna modems
4. Measure Signal strength of GSM: Signal strength Should be better than -85 dbm.
5. Record due date of recharge/ Balance amount of GSM-1 and GSM-2
Schedule Code : TC6
Periodicity : Signal Technician: Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
Radio Tower / Radio Modems:
1. Check the Power voltages at PWR connector of Radio for both radios: 23V to 25V to be
observed.
2. Check the communication status of the Radio Modems: Tx LED shall blink alternative radios for
every 2 seconds.
3. Check whether Radios, SRPS, Modems are fixed properly to the frame inside the Location Box:
Check for healthy and fixing along with connectors
4. Ensure the radio status is healthy: POWER and STATUS LEDs shall not show red indication.
5. Visually examine all the communication cables are connected properly and radio modems had
tightened the corresponding screws: Ensure the tightness of the cables and modem modules.
6. Ensure the reverse power of Transmitter and receiver antennas is less than 1W: Measure
reverse power of all 4 coaxial cables and record. Ensure reverse power is less than 1W for all
cables.
7. Check the 110V DC/24 V DC output for Aviation Warning Lamp in the Location Box is correct
and lamp is glowing: Check for correctness.
Schedule Code : TC7
Periodicity : Signal Technician: Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
Earthing, Lightening Arrestor and SPD:
1. Clean surface of the Earth electrode /MEEB/SEEB.
2. Measure the Resistance of the Ring Earth If possible, fill water in the Earth Pits to keep low soil
resistance: Resistance should be less than 1 Ohm.
3. Check the SPD devices for any signs of physical degradation: Check the Indication LED status
of SPD. (If SPD indicates FAIL then replace).
4. Check the connection of Lightning Arrestor with GI strip and GI strip with Copper Wire
Connected to Ring earth. Tighten all the connections /Terminations
5. Check the serviceability SPD at IPS 110 V DC-DC converter: Check the Indication LED status
of SPD. (If SPD indicates FAIL then replace).
6. Check the serviceability SPD at Radio MODEM: Check the Indication LED status of SPD. (If
SPD indicates FAIL then replace).
Schedule Code : TC8
Periodicity : Signal Technician: Half yearly
Sectional JE/SSE : Yearly
Incharge SSE : Yearly
RFID Fitments:
1. Check if Fitment of the RFID in station section and block section is intact.

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 Annexure 23/3
Maintenance Schedule of Auxiliary Warning System (AWS)
Schedule Code : TD1
Periodicity :Signal Technician : Monthly
Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
S.No. Check the following :
Visual check and cleaning;
Signal unit:
1. Check the intactness of the cable connections /loose-wires, of signal aspect for AWS, across the
signal units and JB.
OCB:
1. Check the intactness of epoxy putty at the bottom of the opto-coupler box
2. Visual checking of OCB. Aspect cable /PVC tube.
3. Check for any looseness/ disconnection of terminal on OCC (opto-coupler card).
4. Check for any traces of water inside the OCB
5. Check for any apparent damages / disconnection of the component
6. Check for intactness of OCB external cover.
7. G.I. Pipe assembly:
8. Check for intactness of all the coupling bends and its tightening.
9. Check that there is no gap between OCB body and GI Pipe to prevent entry of rodent and
serpentines.
Track Magnets:
1. Visual check of Neoprene tubes.
2. Visual check of Track magnets for any apparent damage
3. Cleaning of TM of Grease, oil, waste and plastics etc.
4. Check for intactness of Nuts, tape and general alignment. If any problems found it should be
complied as per procedure.
Schedule Code : TD2
Periodicity :Signal Technician :Quarterly
Sectional JE/SSE : Half yearly
Adjustment of Track magnet:
1. Gauge-231 mm (from the inner face of the rail to inner side of TM) with the gauge instruments
provided.
2. Gauge-225 mm where modified type of external top cover is provided on TM’s
3. Level-TM top surface is at rail level with the gauge instrument provided.
Opto-coupler Card and TM cable testing:
1. Checking of frequencies on each aspect and checking of any extra leakage of
frequency/frequencies. If any leakage found then TM cable to be disconnected from OCC as per
the procedure laid down in page 2; and record to be maintained at Control tower.
Schedule Code : TD3
Periodicity : Sectional JE/SSE : Yearly
Insulation and continuity Testing.
1. In between cable; (Between OCB and ATM JB) As per procedure and up keeping of records for
testing of TAIL cables (by disconnecting at both ends).(Requires disconnection of AWS only and
“ATM ahead disconnected” board to be provided on the Rear signal below RG aspect.)
2. Aspect Cable; (Between Signal unit & OCB) As per procedure and up keeping of records for
testing of TAIL cables (by disconnecting at both ends). (Requires disconnection of AWS only and
“ATM ahead disconnected” board to be provided on the Rear signal below RG aspect.)

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 Annexure 23/4

Maintenance Schedule of Centralized Traffic Control (CTC) :

Schedule Code : CTC1
Periodicity :Signal Technician : Fortnightly
Sectional JE/SSE :Monthly
Incharge SSE : Quarterly
S.No. Check the following :
1. Firewall Analyser:
Ensure that Firewall Analyser drive is working properly by checking indication of LED
2. Firewall :
Ensure that Firewall drive is working properly
3. Storage Cluster:
Ensure that working of Hard disk is ok by checking indication of LED.
4. KVM Console:
Ensure that KVM console is properly working.
5. KVM Switch:
Ensure that KVM switch is properly working
6. WAN Media Converter
Ensure that LAN connectivity is proper in WAN media. Also check terminals RJ-45.
7. Router:
Ensure that Router is working with connectivity of peripheral device by checking indication of
LED.
8. Switch:
Ensure that switch is working with connectivity of peripheral device.
9. NMS of CTC:
CTC workstations should be update on NMS of CTC as per working all station and their
peripheral equipment.

10. All Rectifier :

Ensure that rectifier is working
11. All PDU:
Ensure that power supply availability in PDU.
12. Fibre Patch Panel:
Ensure that Fibre patch cord connectivity is working with wayside station.
13. UPS and Battery:
Ensure that UPS and Battery bank health is in good condition and on load checking.
14. DG equipment:
Ensure that DG equipment is functional.
15. Monitor/VDU panel:
Ensure that workstation monitor is working proper cleaning near workstation must ensured for
proper working.
16. Work station of Server:

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 Ensure that workstation server is working.CTC workstation should be rebooted within 15 day.
Proper cleaning near workstation must be ensured for proper working
17. Wall display Planer:
Ensure that wall display is working.
18. Wall Display Server:
Ensure that server is working.CTC workstation should be rebooted within 15 day.
19. Key Board &Mouse
Ensure that key board & mouse are working effectively and there are low intermittent problem
20. RS900/400/416:
Ensure that RJ45/LAN connection is working with peripheral device. Also check blinking
indication of communication LED.
Schedule Code : CTC2
Periodicity : Sectional JE/SSE : Bi-Monthly
Communication Server :
Ensure that Hard disk drive is working. Server should be reboot every 02 Month for proper
functioning.
Database Server :
Ensure that Hard disk drive is working. Server should be reboot every 02 Month for proper
functioning.
Communication DB Server:
Ensure that Hard disk drive is working by checking indication of LED. Server should be reboot
every 02 Month for proper functioning
Schedule Code : CTC3
Periodicity : Sectional JE/SSE : Quarterly
Incharge SSE : Half yearly
Complete Cleaning of CTC workstation and server with blower:
Ensure that CTC workstation/server is cleaned with blower and ram/memory checked quarterly
Schedule Code : CTC4
Periodicity : Sectional JE/SSE : Half yearly
Incharge SSE : Yearly
Permissible value of rugged comm. 400/416:
Typical distance=20 KM, TX Power =-14.5 dBm to -15.5 dBm, Rx sensitivity =-32 dBm max
(healthy range should be 25dBm-30dBm).
Note for technicians - Workstation, VDU, networking and communication equipment and modem should be
free from dust etc. and cleaning should be there for proper working. Also over heating in these should not be
there if found must report to seniors

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 Annexure 23/5

Communication Based Train Control (CBTC)

1 A centralized control is inescapable to monitor and handle any emergencies. With
closed doors to ensure passenger safety, there is a need for opening the train
doors on the correct side for the platform which has to be again failsafe to prevent
wrong side opening leading to passenger injury.

2 In order to achieve safety with a number of trains using the same line, it became
essential to provide information to the driver by some sort of “signals” about
where to stop or how fast the train can go etc.

3 To derive the information required to convey to the driver through “signals”, some
form of train detection was essential, to know where exactly the train in question
is with reference to other trains or other hurdles.

4 To provide means for more than one train to use the same line, it became
necessary to divide the line into “blocks” and ensure there is only one train in
each “block”.

5 To control the trains and allow precedence between slow and fast trains, it
became necessary to have stations with turnouts and loops.

6 To ensure the points and crossings of a turnout were set within safety limits for
prevention of derailment, it was necessary to ‘detect’ the point by the signaling
system before allowing train movement i.e it was necessary to “interlock” the
signal with the points. The interlocking may be achieved through Relay based or
Microprocessor based.

7 Centralized Traffic control by a single operator controlling a line to avoid time

delay for exchange of information between Station Masters for increasing the line
capacity resulted in further advances such as block working, automatic Block
signaling,

8 The rolling stock must have automatic train protection to eliminate driver errors.

9 The need for high frequency of train service necessitate automation of train
supervision and route setting for quick turn round in terminal stations.

10 In Communication Based Train Control (CBTC) signaling system the primary train
detection is purely based on failsafe communication link between the train and the
control centre with the train communicating its position continuously and the
control centre communicates the position to other trains for maintain the safety
distance between two trains. Track circuits or axle counters if any are used only
as a secondary detection in case the Metro operator desires a fall back system.

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11 Train spacing and its impact on safety and line capacity (Headway):

12 Considering the need for higher order of safety, as well due to the presence of
halts at frequent intervals of even less than a KM length, Primarily the train
detection is done by communication, based on the train location, the movement of
authority is to be updated which is known as a moving block, which include a
safety envelope behind and in front of a train, always moving along with the train.

13 Cab Signalling and need for track to train communication:

14 CBTC uses Cab signaling in which the signal aspects were made available right
inside the driver’s cab by way of displays. Information to be displayed had to be
provided from track side to the equipment on-board the train. The information
exchange between track to train is done through

15 (a) by fixing coils on the track as well as underneath the cab and transferring
information by magnetic induction.

17 (b) By fixed Beacons or Balises mounted between rails transmitting the

information electro magnetically through low frequency modulations to be picked
up by antenna mounted below the engine of the trains.

18 or

19 (c ) By the provision of Coded AFTC.

20 The rolling stock must have on-board electronic/computing equipment for cab
signalling equipped with Automatic Train Protection (ATP) for eliminating
accidents due to SPAD.

21 Automatic Train Control Systems (ATC) for Metro Rail networks:

22 The rolling stock must have on-board electronic/computing equipment for cab
signalling equipped with Automatic Train Protection (ATP)

23 CBTC mainly comprises

24 Automatic Train Protection (ATP) comprises of the sub-systems which provide the
basic safety by way of fail-safe detection of dangerous conditions and controlling
and stopping the train when required independent of any action by the driver
when the train is being driven manually. ATP also ensures similar fail safe
protection even when train is being driven automatically.

25 Automatic Train Operation (ATO) which comprises of sub-systems which can

enable automatic operation of the train without any intervention by the driver
except for closing of the train doors. ATO obtains the safety instructions from ATP
and other operational information from the ATS system automatically and runs the
train as required.

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26 Automatic Train Supervision (ATS) which comprises of various sub-systems
which are used to regulate and control the operations of all the trains in the
network by monitoring the positions of trains all over the network at every instant
and implementing the pre defined operator commands for automatic route setting
at interlocking and automatic turn backs at the terminal station etc.

27 ATS works with the driver if the train is manually driven to keep him informed
about when to leave a station. In case of ATO operation, the ATS will work with
ATO and control the movements of all trains in the network. The Traffic Controller
can manually intervene and take over the functions any time as required, due to
any emergencies or disruptions in the network

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 LIST OF ADDENDUM AND CORRIGENDUM
Reference to Para and Page in
A&C Date of Chapter which correction or Addition
Subject Matter
No. A&C has been made
Para No. Page No.
BIBILOGRAPHY