IRSEM-Version3-June-2021 CBTC RAMS Indian Railwways

भारत सरकार
रे ल मंत्रालय
रे लवे बोर्ड
भारतीय रे ल
ससगनल इंजीननयरी ननयमावली
जून - 2021
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
INDIAN RAILWAYS
SIGNAL ENGINEERING MANUAL
VERSION 3.0
JUNE 2021
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
INDIAN RAILWAYS
SIGNAL ENGINEERING MANUAL
(IRSEM)
VERSION 3.0
June 2021
Published by:
Indian Railways Institute of Signal Engineering and Telecommunications, Secunderabad
For Government of India, Ministry of Railways (Railway Board), New Delhi

Indian Railways Signal Engineering Manual
(IRSEM)
Issue History
S No Version Year
1 Version 1.0 1955

2 Version 2.0
Part I 1988
Part II 2001
3 Version 3.0 June 2021
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PREFACE
in 1988
After First issue of signal Engineering Manual in 1955, and later revision
& 2001, several technological advancements have taken place in Railway Signalling.
as Electronic
lndian Railways have been gradually inducting modern technologies such
lnterlocking, Dataloggers, BPAC, MSDAC, TMS/CTC & ATP systems' While
the
years, the migration
Mechanical signaling systems shall be phased out in the next few
and
towards Predictive/Condition Based Monitoring using loT, Artificial lntelligence
cloud Analytics, shall significantly enhance reliability of the Signalling assets'
The revision of signal Engineering Manual is thus a much needed necessity in

successful adaptation of modern signalling systems on lndian Railways. lam
glad that
along with revision, a number of new topics on above modern Technologies
have also
been added. lt is commendable that the whole exercise of revision, was done through
online tools & video conferences.
ln this manual, Most of the Technical clauses can be complied by all. certain
clauses may have to be complied over a period of time. All are expected to keep
principles of Uniformity, Reliability, Availability, Maintainability & safety in mind at all
iimes. Let us keep Railways Motto of Safety, Security & Punctuality always foremost in
mind.
I compliment the Members of signal Revision committee and all PCSTES for
their sincere efforts and hard work in carrying out the meticulous revision of Signal
Engineering Manual, 2020 edition.
(Rajeev rma)
Additional Member (Signal)
Railway Board
New Delhi.
Date : 25th September, 2020
Acknowledgements
The contribution of under mentioned officers & staff for revision of Signal
Engineering Manual is hereby acknowledged with gratitude.
1. SEM Revision Committee:

Sri R.K.Jain, Sr.ED/Tele/RDSO, Secretary,
Sri R. Baskaran, Ex. PCSTE/SR, Member,
Sri Arun Kumar, PCSTE/NCR, Member,
Sri Rajesh Kumar, PCSTE/ECR, Member
2. Co-opted Members: Sri Sameer Dixit, PCSTE/NFR, Sri Shyam Verma, CSE/WCR
(Chapter 8,9), Sri A.B. Saran, CSTE/CORE/ALD (Chapter 20,22) Sri D.V. Meena,
CSTE/Proj/WR, Sri V.K. Chaudhary, ADRM /Katihar (Ex CSE/NFR), Sri Rajesh Kumar
Pandey, DRM/DDU (MGS) (Ex CSE/NER)
3. Sub Committees on Maintenance Schedules & Drawings: Sri Rajeev Kumar
Gangele, CSE/SCR, Sri Vinod Kumar Agarwal, ED/Railtel/Western Region, Sri S.
Nageshwara Rao, GM/S&T/K-RIDE (Ex CSE/SWR), Sri Niraj Yadav, CSE/NCR, Sri
Praveen Kumar, CSE/SER, Sri Dinesh Kumar Kalame, Director/S&T/CAMTECH, Sri
Sanjay Chilwarwar, ADRM/NJP (Ex CSTE/plg/NFR), Sri Sandeep Chauhan,
ADRM/AII/NWR
4. Railway Board: Sri Pradeep Kumar, Member Infrastructure, Sri Rajiv Sharma, Ex
AM/Sig, Sri T.P.Agarwal, ED/Safety, Sri Arjun Singh Tomar, ED (Signal)
5. IRISET: Sri S.K. Goel, DG, Sri K.V.Reddy, Sr Professor/Sig (Review), Sri K. Uma
Maheswara Rao, Asst Professor (Appendix-II), Sri M. Raj Kumar, Lecturer (Chapter 19 &
Appendix-I), Sri P. Srinivasulu, Lecturer (Chapter 21), Sri G.V.Rao (Appendix-II), Sri P
Ramakrishna (Appendix-I), Instructors, Sri P.V. Ravi, SSE/Design & his team (Drawings
& Documentation support). Many other Officers , Instructors & staff of IRISET
6. RDSO: Sri D.B. Singh, ED/Signal (Coord), Sri Ajay Verma, ED/Signal, Sri Hariom
Kushwaha, ED/Signal, Sri G. Pavan Kumar, ED/Tele, Shri Rajneesh Gupta, ED/Signal,
Shri M.M. Waris, Director, Shri Awadesh Yadav, Jt. Director
7.S.C.Railway: Sri S.Ramachandra Murthy, Dy.CSTE/SCR (Chapter7), Sri
D.V.Satyanarayana, ASTE/C/HQ (Chapter 7 & Cable Drawings ), Sri V.S.S Ganesh
Kumar, ASTE/Proj/SC (Chapter 3, 19, 21)
8. Other Officials : Sri Akhil Agarwal, Retd DG S&T/Rly Bd (Review of Chapter 7), Sri
V.N.M Rao, CSTE/Proj/SCR (TPWS,TCAS), Sri Anshul Gupta, GM/NFR (Ex PED/Sig
(Predictive Maintenance Systems), Sri P.V. Ramana, Dean/IRISET (Drawing numbering
scheme), Sri B Sambireddy, Retd CSTE/Proj/ECOR (Dataloggers), Sri Mani Venkat
Kumar, GM/Metro/Kochi ex. Professor/ Sig-2/IRISET (Annexures on Relays, CBTC), Sri
Vishwanth Reddy, Sr.DSTE/BZA/SCR (Annexures & Drawings on Automatic Signalling
& IB signalling on OFC), Sri Raja Goundan, Retd GM/ICF (Annexure G1 - RAMS), Sri
Alok Katiyar, GM/High Speed Corporation (Annexure G2: High Speed signalling in
Mumbai-Ahmedabad), Sri D. Srinivasu, Sr.DSTE/MYS/SWR (Pre-commissioning Check
List), Sri E. Srinivas (IRSSE), CRS/S&T/Bangalore (Chapter 9 -Review), Smt Savitha
Gedam, CSE II /WR (High Rise OHE)
9. All PCSTE`s of Zonal Railways & many others who contributed directly /Indirectly.
Convener
SEM Revision
Introduction to Signal Engineering Manual (Version 3.0)
S.no Description
1. Signal Engineering Manual Version 3.0 is organised as one Main Volume, Appendix I,
and Appendix II.
2. Numbering Convention of this Manual is given below.
(a) Para numbering: Each Para has a three segment number as: Chapter no.
Section No. Para no. (For Example: 21.1.4).
Further sub-divisions are given as (c) (ii) and explained below
21- Chapter:
1- Section number in Chapter 21:
4 - Para number in section 1: (Indications on Control Panel)
(c) - Sub para: (Signal Indications)
(ii)- Sub sub para: ( Indications that stop..)
 Sub sub sub para: (Failure of green ..)
(b) Annexure Numbering: Annexures are given at the end of chapter and are
numbered as Annexure: 19-A2, where 19 stands for Chapter number, A for
Annexure and 2 indicates that it is second Annexure for that Chapter. General
Annexures are given at the end of Manual are for information and are numbered
as Annexure G1, G2 etc
(c) Drawing Numbering: Except embedded small drawings (which are in concerned
page itself) all other drawings are given in Appendix-II. Numbering Scheme is
given at S.No-4.
3. Appendix I: Has Maintenance Schedules. They are given numbering such as;
Annexure: 13-MS2, where 13 stands for Chapter number, MS stands for Maintenance
schedule and 2 indicates that it is second schedule for that Chapter.
4. Appendix II: Has Signalling Drawings for Guidance. They are given numbering such
as; Drg no: 19-D3, where 19 stands for Chapter Number, D stands for Drawing and 3
stands for third drawing for that chapter.
5. Wherever certain stipulations are not feasible/currently exist, they may be adopted
gradually in due course, whenever the signalling assets are due for replacement or
whenever any major Interlocking alterations are being taken up.
6. The information given in Signal Engineering Manual, Appendix I & II is Intellectual
Property of Indian Railways and is only for official use of Indian Railway Signal
Engineers. Copying /Reproduction by others in any form for other purposes without
explicit & written approval of Signalling Directorate of Railway Board /New Delhi is
strictly prohibited.
7. May give your feedback for improvements by e mail to: edsignal@rb.railnet.gov.in
Disclaimer :- (1) Any Example/scheme given in Signal Engineering Manual, Appendix I & II
showing any equipment or usage of any acronym is only for Technical & conceptual
information of signal Engineers & Technicians and does not endorse any particular
make/Brand.
(2) References to other sources such as - GR, ACTM, SOD, Engineering Code, Finance Code,
Payment of wages act, Hours of Employment are given at appropriate paras for ready
referencing. However their accuracy/ latest updates shall be checked by the reader.
Index of Indian Railways Signal Engineering Manual (IRSEM) Version 3.0
Sl. Page
Contents
No. No.
1. Index i-xi
2. Chapter 1: Organisation of the Signal & Telecommunication 1

Department
3. Section 1: Signal and Telecommunication Department – An Overview 1
4. Section 2: Officers 3
5. Section 3: Technical Staff 4
6. Chapter 2: Duties of Signal & Telecommunication Engineers 7
7. Section1: Duties of Signal and Telecommunication Engineers incharge 7

of Maintenance or Construction
8. Section 2: Additional Duties of Signal and Telecommunication Engineer 8

incharge of Maintenance
9. Section 3: Additional Duties of Dy. CSTE incharge of Construction/RE/ 10

Project/Works
10. Annexure 2-A1: Engineer’s Progress Report. 12
11. Chapter 3: Duties of Signal Supervisors & Technical Staff 13
12. Section 1: Duties of Sectional SSE/JE (Signal) 13
13. Section 2: Additional Duties of SSE (Signal)/Incharge 16
14. Section 3: Inspection Certificates 18
15. Section 4: Accidents 19
16. Section 5: General Responsibilities and Duties 19
17. Section 6: Additional Instructions for SSE (Signal)/Incharge of 22

Construction
18. Section 7: Datalogger Management Centre (DLMC) 24
19. Section 8: Duties of Technician (Signal) 24
20. Section 9: Duties of Helpers/Assistants 27
21. Annexure 3-A1: Signal Visibility Certificate for Existing Signals 29
22. Annexure 3-A2: Foot Plate Inspection of Signals 30
23. Annexure 3-A3: Inspection & Testing Certificate 33
24. Annexure 3-A4: Action in case of Accidents 34
(i)
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25. Annexure 3-A5: List of Drawings & Registers at a Station 41
26. Annexure 3-A6: Cause Wise Analysis of Signal Incidences 43
27. Annexure 3-A7: SSE/JE (Signal) Progress Report 46
28. Annexure 3-A8: SSE/JE (Signal) Completion Certificate 47
29. Annexure 3-A9: Technician’s (Signal) Report 48
30. Annexure 3-A10: Disconnection/Reconnection Notice 49
31. Annexure 3-A11: Where Disconnection is not Required 50
32. Annexure 3-A12: Competency Certificate cum Training History Book 52
33. Annexure 3-A13: Hours of Employment Regulations, Workmen’s 54
Compensation Act, Payment of Wages Act.(Extract of
Manuals)
34. Chapter 4: Budget, Estimates, Expenditure, Budget Control 59
and Completion Reports
35. Section 1: Introduction – Budget Terms 59
36. Section 2: Works, Machinery and Rolling Stock Budget 60
37. Section 3: Maintenance of Accounts 61
38. Section 4: Control over Expenditure 62
39. Section 5: Completion Reports 62
40. Annexure 4-A1: Powers of the Railway Board 63
41. Annexure 4-A2: Review of Expenditure 65
42. Annexure 4-A3: Revenue Expenditure 67
43. Annexure 4-A4: Preparation of the Budget 69
44. Annexure 4-A5: Works Machinery and Rolling Stock Budget 71
45. Annexure 4-A6: Classification of Capital and other Works Expenditure 72
46. Annexure 4-A7: Distribution of Funds by the Railway Board 73
47. Annexure 4-A8: Revenue Allocation Registers 75
48. Annexure 4-A9: Register of Works is a Collective Record of Expenditure 76
Designed
49. Annexure 4-A10: Revenue and Works Expenditure 78
50. Annexure 4-A11: Completion Report 82

(ii)
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No. No.
51. Chapter 5: Planning, Estimating & Survey 85
52. Section 1: Planning 85
53. Section 2: Estimates 86
54. Section 3: Surveys 87
55. Annexure 5-A1: Preparation of the Preliminary Works Programme 91
56. Annexure 5-A2: Test of Remunerativeness 94
57. Annexure 5-A3: Code Rules for Estimates 95
58. Annexure 5-A4: Grouping of Works 106
59. Chapter 6: Signalling Stores and Accountal 107
60. Section 1: Classification of Stores 107
61. Section 2: Imprest Stores 107
62. Section 3: Tools and Plants 107
63. Section 4: Protective Clothing 108
64. Section 5: Books of Reference 108
65. Section 6: Office Furniture 108
66. Section 7: Stationery and Forms 108
67. Section 8: Stores Obtained for Works including Special Revenue Works 109
68. Section 9: Daily Material Transactions 109
69. Section 10: Returned Stores 110
70. Section 11: Requisitions 111
71. Section 12: General Instructions 112
72. Annexure 6-A1: Imprest Stores 113
73. Annexure 6-A2: Tools and Plant 117
74. Annexure 6-A3: Guidelines for Preparation of Indents 118
75. Annexure 6-A4: Materials At-Site Account 119
76. Annexure 6-A5: Daily Material Transaction Register (DMTR) 124
77. Annexure 6-A6: Returned Stores 125
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No. No.
78. Annexure 6-A7: Accounts (EDP) Requisition and Issue Note 127
79. Annexure 6-A8: General Instructions for Proper Custody and 131
Maintenance of Stores
80. Chapter 7: Essentials of Signalling 132
81. Section 1: Signals in General 132
82. Section 2: Warning Boards 140
83. Section 3: Indication Boards 141
84. Section 4: Points, Operation, Indicators & Isolation 142
85. Section 5: Interlocking of Catch Siding and Slip Sidings 146
86. Section 6: Interlocking of Signals with Points and other Equipments 148
87. Section 7: Operation of Signals & Points – Control Panel 151
88. Section 8: An overview – Design, Installations, Testing, Commissioning 152

& Maintenance of Signalling Equipment
89. Annexure 7-A1: Extract from “Rules for Opening of Railway Lines” for 157
Isolation (Rule 36)
90. Chapter 8: Drawings & Specifications 160
91. Section 1: Plans for New and Working Installations 160
92. Section 2: Indian Railway Standard Drawings 170
93. Section 3: Standard Specifications 170
94. Section 4: Books of References 171
95. Section 5: Maintenance of Drawings, Specifications and Book of 172

Reference
96. Section 6: Indian Railway Standard Equipments 173
97. Section 7: Detailed Designs 173
98. Annexure 8-A1: Various Books of Reference and their Distribution 176
among the Staff
99. Annexure 8-A2: Checklist for Engineering Scale Plan (ESP) 178
(iv)
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No. No.
100. Chapter 9: Procedure for Commissioning of Signalling 182

Installations
101. Section 1: General Instructions 182
102. Section 2: Obtaining Sanction for Works on Lines Opened to Traffic 185
103. Section 3: New Lines & Electrification 188
104. Section 4: Introduction of New Types of Locomotives or Rolling Stock 189

for Increasing Speed
105. Annexure 9-A1: Application for CRS Sanction 193
106. Annexure 9-A2: Safety Certificate 195
107. Annexure 9-A3: Station Machinery 197
108. Annexure 9-A4: List of Questions & Answers 198
109. Annexure 9-A5: Safety Certificate for S&T works for Introducing 199
Electrification
110. Annexure 9-A6: Joint Safety Certificate (for New Types of Locomotives 200
or Rolling Stock)
111. Annexure 9-A7: Handing Over/Taking Over of Signalling Assets 201
112. Annexure 9-A8: Application for PCSTE Sanction 205
113. Annexure 9-A9: PCSTE Sanction 206
114. Annexure 9-A10: Check List for PCSTE Application for Sanction for 207
Signalling Works
115. Chapter 10: Contracts for Works 208
116. Section 1: General 208
117. Section 2: Tenders/E-Tenders 209
118. Section 3: Measurements and Measurement Books 212
119. Annexure 10-A1: Instructions for Recording Measurements 218
(v)
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No. No.
120. Chapter 11: Dataloggers & Predictive Maintenance Systems 220
121. Section 1: Dataloggers 220

122. Section 2: Applications of Datalogger 222
123. Section 3: Remote Diagnostic and Predictive Maintenance System 222
124. Annexure 11-A1: Datalogger Fault Logics - An Example 225
125. Chapter 12: Installation, Testing & Maintenance of Mechanical 236

Signalling Equipment
126. Section 1: Installation 236
127. Section 2: Point Rodding and Fittings 238
128. Section 3: Point Operation in Mechanical Signalling 239
129. Section 4: Facing Point locks, Switch & Lock Movements and Spring 239
Point Levers
130. Section 5: Location of Signals in Mechanical Signalling 240
131. Section 6: Signal Wire Run 245
132. Section 7: Painting of Mechanical Signalling 245
133. Section 8: Maintenance of Mechanical Signalling 247
134. Section 9: Maintenance of Lever Frame 248

135. Section 10: Maintenance of Lead outs (Rodding) 249
136. Section 11: Maintenance of point Rodding and Fittings 249
137. Section 12: Maintenance of Cranks, Compensators, Screws, Bolts, 250

Nuts, Pins and Cotters
138. Section 13: Maintenance of Points 250
139. Section 14: Maintenance of Facing Point Locks, Switch & Lock 251
Movements and Spring Point Levers
140. Section 15: Maintenance of Lock bars 252

141. Section 16: Maintenance of Mechanical Detectors 253
142. Section 17: Maintenance of Signal Wire Run (Single Wire) 254
143. Section 18: Maintenance of Pulley Stakes and Pulleys 254
144. Section 19: Maintenance of Electrical Repeaters and Signal Lamps/LEDs 254
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No. No.
145. Section 20 : Maintenance of Double Wire Installations 254
146. Section 21: Maintenance of Signals and Fittings 256
147. Section 22: Maintenance of Point, Trap and Shunting Permitted 258
Indicators
148. Section 23: Maintenance Schedule 258
149. Section 24: Overhauling and Testing of Interlocking Mechanical/ 259

Electromechanical
150. Section 25: Overhauling of Interlocking Frames, Interlocking Key 259

Boxes and Station Master’s Slide Control Frames
151. Section 26: Testing of Interlocking Frames, Interlocking Key Boxes 263
and Station Master’s Slide Control Frames
152. Section 27: Records of Testing and Overhauling 268
153. Section 28: Testing and Overhauling of Electromechanical Installations 269
154. Annexure 12-A1: Essential Requirements before Interlocking of a Point 272
155. Annexure 12-A2: Certificate of Overhauling of Interlocking Frames 273
156. Annexure 12-A3: Certificate of Testing of Locking 274
157. Chapter 13: ATP, ETCS, TPWS, IRATP (TCAS) & TMS 275
158. Section 1: General Requirements 275
159. Section 2: European Train Control Systems (ETCS) & Train Protection 277
and Warning Systems (TPWS)
160. Section 3: IRATP – Train Collision Avoidance System (TCAS) 285
161. Section 4: Traffic Management System (TMS) 288
162. Annexure 13-A1: Breaking Distance Calculations for TCAS 296
163. Chapter 14: LC Gates 300
164. Section 1: LC General 300
165. Section 2: Installation of LC Gates 305
166. Section 3: Maintenance of LC Gates 308
167. Annexure 14-A1: Safety Measures to be Provided at Level Crossings 311
(vii)
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No. No.
168. Chapter 15: Cables 314

170. Section 2: Paying Out, Trenching & Laying of Cables 315
171. Section 3: Cables Laying in RE Area 319
172. Section 4: Insulation Resistance Testing of Signal Cables 320
173. Section 5: Maintenance of Cables 321
174. Chapter 16: Power Supply Systems for Signalling 323
Installations
175. Section 1: Power Supply General 323
176. Section 2: Sources of Power Supply 323
177. Section 3: Distribution of Power Supply 325
178. Section 4: Power Supply Equipment 325
179. Section 5: Installation of Secondary Cells 326
180. Section 6: Installation of Power Supply Equipment 327
181. Section 7: Installation of DG Set 327
182. Section 8: Maintenance of Secondary Cells 328
183. Section 9: Maintenance of Power Supply Equipment 329
184. Section 10: Maintenance of DG Set 329
185. Chapter 17: Train Detection - Track Circuits & Axle Counters 331
186. Section 1: Track Circuits 331

187. Section 2: Installation of DC Track Circuits 332
188. Section 3: Maintenance of DC Track Circuits 336
189. Section 4: Audio Frequency Track Circuits (AFTC) 340
190. Section 5: Precautions for DC Track Circuits & AFTC in RE Area 342
191. Section 6: Axle Counters − General 348
192. Section 7: Installation of Axle Counters 348
193. Section 8: Maintenance of Axle Counters 352
194. Annexure 17-A1: Measurement of Stray Direct Current before Installation 354
of DC Single Rail Track Circuits
(viii)
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No. No.
195. Chapter 18: Block Instruments, BPAC & IBS Working 356
196. Section 1: Block Instruments General Requirements 356
197. Section 2: Special Requirements of Block Working in RE Area 360
198. Section 3: Installation of Block Instruments 362
199. Section 4: Installation of Single Line Token Instruments 364
200. Section 5: Installation of Single Line Tokenless Block Instrument 365
201. Section 6: Installation of Double Line Block Instruments 366
202. Section 7: Maintenance of Token Instruments – General 366
203. Section 8: Maintenance of Block Instruments & their Ancillary Apparatus 368
− General Instructions
204. Section 9: Maintenance of Single Line Block – Instructions 370
205. Section 10: Maintenance of Block Proving by Axle Counter 371
206. Section 11: Maintenance of Embedded type Block working 371
207. Section 12: Intermediate Block Signalling (IBS) 371
208. Annexure 18-A1: Painting Scheme − Block Signalling Equipment 375
209. Annexure 18-A2: Tokens Lost/Tablets Lost 376
210. Annexure 18-A3: Token Balance Book 377
211. Annexure 18-A4: Intermediate Block Signalling (using OFC, MSDAC) 378
212. Chapter 19: Outdoor Signalling - Installation, Testing and 387

Maintenance of Equipment
213. Section 1: General Instructions on Tools 387
214. Section 2: Installation of Signals 388
215. Section 3: Installation of IRS Point Machines 390
216. Section 4: Thick Web Switches (TWS) 394
217. Section 5: Installation of Electrical Point Detector (EPD) 396
218. Section 6: Signalling Relays 396

219. Section 7: Fuses 397
220. Section 8: Testing of Signalling Circuits 397

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No. No.
221. Section 9: Maintenance of Outdoor Signalling 406
222. Section 10: Lightning & Surge Protection for Outdoor Equipment 408
223. Section 11: Earthing for Outdoor Signalling Equipment 409
224. Annexure 19-A1: Signal Sighting Committee Report – For Shifting of 415
Existing Signals/Erection of New Signals
225. Annexure 19-A2: Extract of Schedule of Dimensions (SOD) 418
226. Annexure 18-A3: Method for Finding Out the Resistance of an Earth 419
227. Chapter 20: Automatic Block Signalling 420
228. Section 1: Automatic Signalling – General 420
229. Section 2: Installation of Auto Signalling 423
230. Section 3: Maintenance of Automatic Signalling Section 425
231. Section 4: Modified Semi-Automatic Signalling Working 425
232. Annexure 20-A1: Automatic Signalling Scheme with OFC, MSDAC & OC 427
233. Chapter 21: Relay & Electronic Interlocking 433
234. Section 1: Design Criteria of Signalling Circuits 433
235. Section 2: Installation & Testing of Relays 449
236. Section 3: Installation of Relay Interlocking 452
237. Section 4: Electronic Interlocking (EI) 455
238. Section 5: Installation & Testing of Electronic Interlocking 458
239. Section 6: Maintenance of Interlocking 461
240. Section 7: Lightning and surge protection for Signalling Equipments 462
241. Annexure 21-A1: Relays for Railway Signalling 465
242. Annexure 21-A2: Pre-commissioning Check list 470
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No. No.
243. Chapter 22: Requirements of Signalling in 25 KV AC 474

Electrified Area
245. Section 2: Signal Structures in RE area 475
246. Section 3: Erection of Signals in RE area 477
247. Section 4: Signalling Circuits in RE area 479
248. Section 5: Outdoor Signalling Circuits in RE area 480
249. Section 6: Signal feed Circuitry in RE area 480
250. Section 7: Point Operation & Detection in RE area 481
251. Section 8: Rules for Protection of Staff working on Signal & 483
Telecommunication Installation
Annexure 22-A1: Visibility of Signals in RE Area (Extracts of Para 20.5 of 487

252.
Appendix-1: Manual of AC Traction) Vol. II (Part-II)
253. Annexure 22-A2: Maintenance in Electrified Areas (Extract of part 'J' of 489
Permanent Way Manual PART 'J')
254. Annexure 22-A3: Clearances for Signals for High Rise OHE (For Running 494
Double Stack Container &Three Tier Car)
255. General Annexures 496
256. Annexure G1: Reliability, Availability, Maintainability & Safety (RAMS) 497
257. Annexure G2: Brief of High Speed Rail Signalling in Ahmedabad - 501
Mumbai Route
258. Annexure G3: Communication Based Train Control (CBTC) In Metro 508
Railway Systems
259. Annexure G4: Glossary of Technical Terms for Signal Engineering 514
Manual
Note: Maintenance Schedules are given in Appendix I.

Drawings are given in Appendix II.
(xi)
Chapter 1: Organisation of the Signal & Telecommunication
Department
Section 1: Signal and Telecommunication Department - An Overview
1.1.1 The efficient upkeep of Signal and Telecommunication assets of the Railways
is the responsibility of the Open Line Organisation of the Signal and
Telecommunication Department.
Major construction activities of the Railways may be under the administrative
control of a Chief Signal and Telecommunication Engineer (Construction) reporting
directly to the General Manager of an Open Line or under administrative control of
a General Manager (Construction)/Chief Administrative Officer (Construction).
1.1.2 Structure of Open Line Organisation
(a) The Principal Chief Signal and Telecommunication Engineer (PCSTE) is

the Administrative and Principal Head of the Signal and
Telecommunication Department and is responsible to the General
Manager for the efficient and economical working of the Department.
(b) The Principal Chief Signal and Telecommunication Engineer may be

assisted in his work by one or more heads of the department (HODs).
(c) These HODs are designated as per their area of work such as; Chief Signal
Engineer, Chief Communication Engineer, Chief Signal and
Telecommunication Engineer/Planning etc.
They are incharge of their respective areas of control. Their work is, however,
coordinated by the Principal Chief Signal and Telecommunication Engineer
who is responsible to the General Manager of the Railway.
(d) Heads of the Department (HODs) in turn, may be assisted at the

Headquarters by a team of Officers of the level of Deputy Chief Signal and
Telecommunication Engineers, Senior/Executive Signal and
Telecommunication Engineers and Assistant/Assistant Executive Signal and
Telecommunication Engineers as required. HODs shall provide necessary
direction and control for the efficient discharge of their duties.
(e) The Principal Chief Signal and Telecommunication Engineer will lay down
the duties of each of the Officers of the Headquarters and Divisions.
(f) The expression "Chief Signal and Telecommunication Engineer" wherever

used in this Manual implies HODs as mentioned in Para 1.1.2(c) and Chief
Signal and Telecommunication Engineer (Construction) unless the contrary is
clear from the context.
(g) The Principal Chief Signal and Telecommunication Engineer shall be over
all in charge of staff cadre - Gazetted and non-Gazetted.
Chapter 1: Organisation Of The Signal & Telecommunication Department Page 1 of 530

1.1.3 Construction Organisation/Project Organisation/RE Organisation
(a) The expression “Chief Signal and Telecommunication Engineer

(Construction)” wherever used in this Manual shall also include
CSTE/Projects, CSTE/Works, CSTE/CORE or any other post in Indian
Railways in equivalent or higher grade (SAG/HAG) created for execution of
works. The Chief Signal and Telecommunication Engineer (Construction)
shall provide necessary direction and control for the efficient and cost
effective execution of all works under his charge.
(b) The Chief Signal and Telecommunication Engineer (Construction) may be

assisted at the Headquarters by a team of officers of the level of Deputy Chief
Signal and Telecommunication Engineer/Engineers, Senior Signal and
Telecommunication Engineers, Assistant Signal and Telecommunication
Engineers as required.
(c) The Chief Signal and Telecommunication Engineer (Construction) shall

maintain liaison with the Open Line Organisation and shall follow the
general policies and procedure laid down for the execution of works. In
cases where a different policy or procedure becomes necessary to be
followed, he shall do so after due consultation with the Open Line
Organisation to adopt an accepted policy or procedure.
(d) The Chief Signal and Telecommunication Engineer (Construction) shall

exercise necessary budgetary control within the allotment of funds at his
disposal and shall co-ordinate with Head of Construction Organisation for
compilation of budget at every budgetary stage.
(e) The Chief Signal and Telecommunication Engineer (Construction) shall co-
ordinate with the Principal Chief Signal and Telecommunication Engineer
with regards to the placement of personnel for the various assignments
under his charge keeping in view the overall career development of such
personnel.
(f) In the case of certain major joint projects for Survey, or construction, the
Signal and Telecommunication unit may be constituted as a self-contained
unit under the administrative control of the head of the Project.
(g) In such cases, the Head of the Signal and Telecommunication Unit shall be
responsible for co-ordination with the Principal Chief Signal and
Telecommunication Engineer as mentioned in paragraphs 1.1.3 (c) and
1.1.3 (e).
Note: These instructions for construction organisation with suitable modification will
apply to the other Heads of the department (HODs) in Signal & Telecom departments
when entrusted with specific execution of works.

1.1.4 Divisional Officers
(a) A Signal and Telecommunication Engineer of appropriate grade is

incharge of the Signal and Telecommunication Branch on each Division.
He will be responsible to the Divisional Railway Manager for the
maintenance as well as correct functioning of the installations under his
charge. In case more than one officer in the highest grade are available on
a division, senior most officer may be nominated as Incharge of S&T
Department in the Division.
(b) He is under the technical control of the Principal Chief Signal and
Telecommunication Engineer to whom he is responsible for all technical
matters. He may be assisted by a team of officers of the same grade or in
lower grades. The Principal Chief Signal and Telecommunication Engineer
will lay down the duties of the various officers of the Signal and
Telecommunication Branch on the Division.
The term “Senior Divisional Signal and Telecommunication Engineer" includes

Senior Divisional Signal and Telecommunication Engineer in Junior Administrative
Grade/Selection Grade and Divisional Signal and Telecommunication Engineer
(Senior Scale) holding charge of S&T in a division.
1.1.5 Extra Divisional Organisation:

(a) The following are the extra Divisional Organisations of the Signal and
Telecommunication Department on the Railways:
Signal and Telecommunication Workshops;

Signal and Telecommunication Training School/Centre;
Field Units of Construction Organisation including Project /Works/CORE;
Any other unit designated by the Railway.
(b) Each of these Organisations is under the control of an officer of appropriate

grade who is responsible for its efficient functioning to the Principal Chief Signal
and Telecommunication Engineer/Chief Signal and Telecommunication
Engineers (Construction) directly or through an officer of the Headquarters
Office in the appropriate grade. The controlling officer may be assisted by a
team of officers in various grades as required.
Section 2: Officers
1.2.1 Strength of Officers: Strength of officers in the Headquarters Office of
Principal Chief Signal and Telecommunication Engineer, Chief Signal and
Telecommunication Engineer (Construction), Divisional offices and in extra
divisional organisations shall generally be in accordance with the extant
guidelines of Railway Board.
1.2.2 Officer`s Designation and Abbreviations: The typical designations along

with their abbreviation of various posts of S&T officers and staff are given
below. There may be other designations for S&T officers and staff of
equivalent level depending on their nature of duty/place of posting etc.

Post Designation
(a) Principal Chief Signal and Telecommunication Engineer Zonal

PCSTE
Railway/CORE/Metro
(b) Chief Signal Engineer CSE
(c) Chief Telecommunication Engineer CCE
(d) Chief Signal and Telecommunication Engineer/Construction CSTE/C
(e) Chief Signal and Telecommunication Engineer/projects CSTE/P
(f) Chief Signal and Telecommunication Engineer/Planning CSTE/Plg
(g) Chief Signal and Telecommunication Engineer/Design & Drawing CSTE/D&D
(h) Chief Signal and Telecommunication Engineer/Works CSTE/W
(i) Chief Signal and Telecommunication Engineer/Headquarters CSTE/HQ

(j) Chief Workshop Manager CWM
(k) Deputy Chief Signal and Telecommunication Engineer Dy. CSTE
(l) Senior Divisional Signal and Telecommunication Engineer Sr. DSTE
(m) Divisional/Executive/Senior Signal and Telecommunication DSTE/ESTE/
Engineer SSTE
(n) Assistant Divisional/Assistant Signal and Telecommunication
ADSTE/ASTE
Engineer
Section 3: Technical Staff

1.3.1 Technical Staff: The following are the technical staff of the Signal and
Telecommunication Department for the purpose of this Manual.
(a) Senior Section Engineer (SSE) (Signal), Junior Engineer (JE) (Signal) and
artisan staff under their charge.
(b) Senior Section Engineer/(Design & Drawing) (SSE/D&D), Junior

Engineer/(JE/D&D) and staff; and
(c) Senior Section Engineer (SSE), Junior Engineer (JE) and artisan staff of
Signal and Telecommunication Workshop.

1.3.2 The Signal supervisors, are designated as;
Post Designation
Senior Section Engineer Incharge Signal: SSE/(Signal)/Incharge

Sectional Senior Section Engineer Signal: Sectional SSE(Signal)
Junior Engineer Signal: JE (Signal)
Senior Section Engineer/Junior Engineer-Head quarter SSE/JE (HQ)
Senior Section Engineer/Stores SSE (Stores)
1.3.3 The duties and responsibilities of Senior Section Engineer/Sectional and

Junior Engineer would be same, unless specifically mentioned and is clear
from the context.
(a) The Sectional SSE/JE (Signal) is directly responsible for installation and
maintenance of his section.
(b) The SSE (Signal)/Incharge supervises the work of one or more Sectional
Senior Section Engineers and Junior Engineer (Signals) and are responsible
to the Assistant/Divisional Signal and Telecommunication Engineer in
appropriate grade.
(c) Some Technical Supervisors (i.e. SSEs/JEs) are - headquartered in the Office
of the Principal Chief Signal and Telecommunication Engineer/Chief Signal and
Telecommunication Engineer (Construction), Dy Chief Signal and
Telecommunication/Sr. Divisional Signal and Telecommunication Engineer and
assist in discharging his technical duties.
Note: (i) If the divisional officer is in Selection grade/JA grade, the prefix senior (Sr) is added
to DSTE.
(ii) Dy. Chief Signal and Telecommunication Engineer/Construction may be designated
as Dy. Chief Signal and Telecommunication Engineer/Project/Work/RE as per
executing unit as applicable.
1.3.4 Staff under SSE/JE Signal

(a) Each Sectional SSE/JE (Signal) shall be assisted by one or more Signal
Technicians and maintenance gangs.
(b) Each SSE(Signal)/(Incharge), Sectional SSE/JE(Signal) shall be provided
with one or more special gang/gangs consisting of Signal Technicians,
Artisan staff and Assistants for attending to maintenance requirements
that may be considered normally beyond the scope of maintenance by
Technician of particular station.
(c) Each SSE(Signal)/(Incharge) shall be provided with necessary manpower
assistance for management and security of office and stores. Pick up van,
utility vehicle, Material handling machines, Material trolleys etc. as per
requirement shall be provided at stores. Online network connectivity also
to be provided to Stores.

(d) Each Sectional SSE/JE (Signal) may be provided with trolley/motor
trolley/utility vehicle. Where trolley is provided adequate number of trolley
men/Helpers shall also be provided.
(e) Each Sectional SSE/JE (Signal) shall be assisted by appropriate staff as
provided for a SSE (Signal)/(Incharge).
1.3.5 Strength of staff
(a) The strength of SSE/JE, Signal Technicians, Sectional gangs and office
staff shall be generally in accordance with an approved yard stick of the
Railway Board.
(b) Where such a yard stick is not available, the Principal Chief Signal and
Telecommunication Engineer shall frame a suitable one with due
consideration to the standard of signalling, type of installation, size of
yards, density of train services and general importance of the section.
1.3.6 Drawing Office Organisation
(a) Senior Section Engineer (Design and Drawing): SSE(D&D)
(b) Junior Engineer (Design and Drawing ): JE(D&D)
1.3.7 Responsibility of drawing Office
(a) Drawing and design office of Zonal Railway for open line & Construction
organisation is generally situated at Zonal HQ. This will be handled by
JAG/SG officer who may be assisted by Sr. Scale/Jr. Scale officers &
SSE's/JEs D&D.
(b) This office is primarily responsible for preparation and checking of various
designs and documents such as Signal Interlocking Plan, Control Table,
Panel/VDU Diagram, Wiring Diagrams, Application logic Circuits, Interface
circuits, Installation drawings, Earthing diagrams etc., as per latest policies
and guidelines of Railway Board and Zonal Railway HQ office.
(c) Organisation for Design and Drawing with Division and other field units of
Construction, Project etc. shall be manned by JE/SSE (Signal) who will be
designated as JE/SSE (D&D).
(d) A similar but smaller drawing office may be established in field units viz.,
Sr.DSTE/Dy.CSTE’s for their needs, such as Location drawings, Cable
Layout Plan, Cable Core distribution Plan, Track Circuit Bonding Plans,
Traction Bonding Plan etc.
1.3.8 Other Staff

(a) Signal Technician/Signal Maintainer (SM)/Technician(Signal)
(b) Assistant (S&T) Or Helper

Chapter 2: Duties of Signal and Telecommunication Engineers
Section 1: Duties of Signal and Telecommunication Engineers
inCharge of Maintenance or Construction
2.1.1 Duties of Signal and Telecommunication Engineer in charge of
Maintenance or Construction
The Sr.DSTE/Dy.CSTE(C)/Incharge of Maintenance or Construction is

generally responsible for:
(a) The installation and maintenance of all Signalling and Telecommunication
equipments under his charge in a satisfactory and safe condition.
(b) Observance of the rules and procedures laid down in the General and
Subsidiary Rules, Rules for opening of a Railway, the Signal Engineering
Manual, the Telecommunication Manual, relevant Rule books and Manuals
and Orders and Circulars issued by Railway Board, Guidelines issued by
RDSO and Circulars issued by the Principal Chief Signal and
Telecommunication Engineer from time-to-time and ensuring that all staff
under his charge are acquainted with relevant Rules and working methods
and efficiently perform their allotted duties.
(c) Preparation of plans, drawings, diagrams, estimates and tender schedules
and safe execution of works as per prescribed norms.
(d) Ensuring that all inspection notes of higher authorities receive prompt
action and submit compliance report.
(e) Co-ordination with Engineering, other branches and other organisations like
CORE, PSUs etc. in case of combined works; obtaining sanction of
Commissioner of Railway Safety/PCSTE for new signalling works or
alterations and additions to the existing signalling installations, either
separately for purely signalling works or jointly with other departmental
officers in the case of combined works.
(f) Obtaining all necessary approvals/sanctions from RDSO/any other
competent authority as per requirement.
(g) Co-ordination with concerned departments in case of accidents for speedy
restoration of traffic and for investigation into the causes of accidents.
(h) Co-ordination with officers and staff of other departments in all other matters to
ensure smooth functioning of Signalling and Telecommunication system.
(i) Preparation of Tender schedules for works, Annual Repair Contracts (ARC),
Annual Maintenance Contracts (AMC) of equipments, management of
contracts, Timely payments to the contractor, Timely renewals of ARC/AMC,
ensuring that contractual agencies deploy qualified man power & quality of
works.
(j) Ensuring supply of approved quality materials and tools for the installation
and maintenance of the equipment.
Chapter 2: Duties Of Signal And Telecommunication Engineers Page 7 of 530

(k) Control over expenditure in relation to budget allotments and sanctioned
estimates.
(l) Submission of proposals for Revenue and Works Budget and for periodic
reviews.
(m) Exercise of such powers as may be delegated to him/her in Establishment
and other matters.
(n) Ensuring strict discipline amongst his/her staff within the frame work of the
Rules.
(o) Dealing promptly with appeals and representations from and looking after
the welfare of staff.
(p) Issue of special and specific maintenance schedules for SSE(Signal)/Incharge,
Sectional SSE/JE (Signal) and Technicians as and when necessary.
2.1.2 Transfer of Charge
(a) Instructions on "Transfer of Charge" are contained in Chapter I of Indian
Railway Code for Engineering Department.
(b) Senior Divisional Signal and Telecommunication Engineer/Dy. Chief Signal
and Telecommunication Engineers handing over and taking over charge of
a Division or of a work shall carry out joint inspection of such works or
important sections as necessary.
(c) The "Transfer of Charge" statement shall be prepared in adequate number of
copies, signed by both and one copy sent to the Principal Chief Signal and
Telecommunication Engineer.
2.1.3 Applicability to other Signal and Telecommunication Engineers:

These instructions with suitable modifications will apply to the other Signal and
Telecommunication Engineers such as DSTE/ASTE posted to a Division or
extra Divisional units for executions of works.
Section 2: Additional Duties of Signal and Telecommunication

Engineer Incharge of Maintenance
2.2.1 Sr DSTE is generally responsible for:
(a) Ensuring that no alteration to an installation is made, which is a deviation
from the original approved plan diagram or specification, without the
authority of the Principal Chief Signal and Telecommunication Engineer.
(b) Sr.DSTE shall inspect 20% of Installations or any other percentage/number of
installations in his Jurisdiction as decided by PCSTE of Zonal Railway once in a
year and every section must be covered. He shall also ensure stipulated
Inspections by a monthly report of inspections so made shall be submitted to
the Headquarters Office.
(c) Ensuring of Inspection of Signals within his jurisdiction from footplate of a
locomotive or a driving cab both by day and by night in both Up and Down
direction once in a year, at ASTE/DSTE level preferably jointly with officers of
Mechanical/Electrical/Operating/ Engineering Departments.

(d) Having in his possession the under mentioned drawings and registers as
required when called upon to accompany the inspection of superior officers like
Divisional Railway Manager, Principal Chief Signal and Telecommunication
Engineer, General Manager, Commissioner of Railway Safety or an officer of
the Railway Board etc.
(i) Interlocking plans of the section;
(ii) Foot plate/station inspection details;
(iii) Previous inspection reports of the section by HODs/Principal Chief Signal
and Telecommunication Engineer, General Manager, Commissioner of
Railway Safety etc.
(iv) Any other books/papers/documents as per instructions issued by the
Headquarters office of the Zonal Railway.
(e) Inspection of office and stores of SSE (Signal) (Stores/Incharge once in a year.
During the inspection a 10% check of some of the stores items, particularly
those that are costly shall be made. Suitable measures for Proper storage of
Materials shall be ensured to avoid deterioration/Damage/Pilferage/Fire
accidents.
(f) Ensure inspection of Signal and Telecommunication installations and foot
plate inspections by the DSTE/ASTE/SSE/JE (Signals) under his/her control.
(g) Analysing the Signalling incidences/Data logger exceptional reports,
failures from the reports submitted by the Sectional SSE/JE (Signal) and
taking remedial measures to eliminate recurrence of failures. The reports
shall be examined in a meeting jointly with all SSE (Signal)/Incharge of the
division once in 3 months to improve the standard of maintenance. He shall
ensure Timely renewal of AMC/Service Contracts, where applicable.
Note: Each Sr.Divisional Signal and Telecommunication Engineer must maintain a record
showing the number of failures and number of trains detained every month over the
jurisdiction of each JE/SSE.
(h) Drawing out a programme of System Integrity Test of PI/RRI/EI installations,

overhauling and/or testing of interlocking frames, interlocking key boxes, Station
Master's slide control frames, block instruments, relays, cables, point and signal
machines, etc. as per instructions contained in Para No. 19.8.8.
(i) Reviewing the position with regard to supply of stores on the Division
periodically.
(j) Planning replacements of worn out installations, as per codal life or on
condition basis and additional signalling inputs necessary to improve the
working and submission of proposals for the same.
(k) (i) Reviewing the staff position periodically to ensure that the staff strength
including requirements of Rest Giver, Leave Reserve, Training Reserve
and Night failure rectification gangs is neither in excess nor short.

(ii) Redeploy staff or process for additional maintenance staff (where
required) before new works or additions/alterations to existing
installations involving increased workload are commissioned.
(l) Ensure that staff adopt safe working Practices & Arrange for Periodical
Technical briefings and update them of Latest Procedures/Circulars.
Ensure that all stations have been provided with approved drawings, ensure
maintenance of Registers.
(m) Ensuring sending periodical returns to Headquarters Office as well as

replies to letters from Headquarters within the time specified.
(n) Ensuring provision of tool kit and protection kit to maintenance staff.
2.2.2 The stipulations in Section '2' will also apply to a Dy. Chief Signal and
Telecommunication Engineer (Construction/Project/Works), who is entrusted with
the maintenance of any installation as for the time being.
Section 3: Additional Duties of Dy CSTE Incharge of

Construction/RE/Project/Works
2.3.1 Dy. CSTE Incharge is responsible for
(a) The accuracy, quality and progress of the works entrusted to him and for
ensuring that "each work is efficiently organised and so programmed that it
progresses speedily and is completed within the time specified". If a work is to
be executed through a contractual agency, he shall define Tender Schedules
accurately as per actual requirements at site, without any ambiguity,
incorporate Special conditions where ever required and ensure quality
execution confirming to laid down Quality standards.
(b) Ensuring that all works are carried out strictly in accordance with the approved
plans, Typical drawings issued by PCSTE, standard drawings, specifications
and conforming to the provisions of Manuals. Deviations, if any, shall have the
prior approval of the PCSTE. The Signal and Telecommunication Engineer
incharge of Construction is responsible for:
(c) (i) Ensuring that traffic notices & Programme of Pre-NI and NI are issued in
consultation with other Divisional officers before any existing installation is
altered or any new installation is introduced which affects the safe working
of any Signal, points or interlocking:
(ii) Ensuring issue of temporary working instructions/Rules for working of
traffic/Green Notice, where necessary.
(d) Furnishing relevant information to the operating department to help them in

the preparation of working Rules and temporary working instructions.
(e) Arranging for obtaining the sanction of Commissioner of Railway

Safety/PCSTE where required as per instructions in Chapter 9 of SEM.

(f) Advising Commissioner of Railway Safety & PCSTE by a message after
bringing a new installation or modification to the existing installation into use
and submission of a Safety Certificate as per instructions in Para No. 9.2.5.
(g) Submitting progress reports as per Annexure: 2-A1 to Headquarters every

month.
(h) Periodical verification of the materials at site as per Para No. 6.8.2.
Note: (i) The rules in Section '3’ will also apply to Sr. Divisional Signal and
Telecommunication Engineer normally in charge of maintenance, who is entrusted with
the execution of certain specific works.
(ii) Where ever "His/he" is mentioned in this chapter, it also applies to "Her/She"
Note:- This Chapter has under mentioned Annexures

S.No Annexure No Description
1 2-A1 Engineer’s Progress Report

Para No. 2.3.1(f) Annexure: 2-A1
Form No.S&T.PR/2.1
Engineer’s Progress Report
SIGNAL & TELECOMMUNICATION DEPARTMENT

…………………. RAILWAY
……………….………………….Division/District
Monthly Progress Report for the month ending……………. 20
Total
Estimate No. Reference to Percentage Name of
Date funds Percentage percentage
Name of work and date of commissioner of material Contractor
Cost and allotted of work done of work done
S.No. & sanction Railway received up & Date Remarks
Allocation quoting during the up to the
IRPSM Id quoting Safety/PCSTE to end of work
authority month end of last
authority Sanction the month started
month
Signature ……………………..…..
Name ……………………………….
Designation ……………………..
Mobile No. ………………………

Chapter 3: Duties of Signal Supervisors and Technical Staff
Section 1: Duties of Sectional SSE/JE(Signal)
3.1.1 Duties
The duties of a Sectional SSE/JE(Signal) are detailed in various Chapters of

this Manual, the most important being;
(a) Safe & efficient maintenance of all signalling & interlocking equipment
under his charge in accordance with the provisions of the Manuals, Rules
and regulations in force and instructions issued from time to time. Proper
documentation such as Drawings & Registers at stations shall also be
done. (Recommended List is at Annexure: 3:A5)
(b) Assist the SSE(Signal)/Incharge in execution of works for the maintenance
of equipment under his charge, additions and alterations to existing
installations and new works in accordance with approved Signalling &
Interlocking plans, interlocking tables, Control Tables, Route control charts
and circuit diagrams under Open Line working conditions.
(c) Taking prompt action in response to messages received through Test
Room, Dataloggers, station staff.
(d) Supervision of contractual works, Annual Maintenance Contracts (AMC) (if

any).
(e) Carrying out works in an emergency on his own initiative and responsibility. In
such cases, intimation must be given to his SSE(Signal)/Incharge or Test room
/fault control by a message on control or phone or suitable means of
communication.
3.1.2 Equipment Inspection
(a) The Sectional SSE/JE (Signal) shall report to SSE(Signal)/Incharge for his
work and submit his inspection reports to the Divisional Signal and
Telecommunication Engineer through the SSE(Signal)/Incharge.
(b) The Sectional SSE/JE (Signal) shall carry out inspection and testing of all
the equipments in his/her charge at intervals not exceeding one month in
accordance with the detailed instructions contained in this Manual and
Maintenance Schedule issued by PCSTE. Telecommunication equipments
entrusted to his maintenance shall be inspected in accordance with
instructions contained in the Telecommunication Manual.
(c) While carrying out inspections, the Sectional SSE/JE (Signal) shall take
the Technician (Signal) of the section with him/her whenever possible.
(d) Special attention shall be paid during inspections to the work of each
Technician (Signal) in respect of adjustments, cleaning and lubricating of
moving parts of all points and signal equipment to ensure that they work
smoothly. Any fault detected shall be arranged to be rectified at the
earliest, after taking disconnection from ASM on duty for the defective
gear, where required.
Chapter 3: Duties Of Signal Supervisors And Technical Staff Page 13 of 530

(e) The inspection shall be thorough with reference to the prescribed Schedule
of Maintenance and purposeful to ensure that equipments
function satisfactorily, safely and with minimum liability to failures.
(f) The Interlocking Plan, Cabin Diagrams, Working Rules etc. shall be
inspected to see that they are up-to-date. Any discrepancy noticed shall be
brought to the notice of the SSE(Signal)/Incharge.
(g) A record shall be made in the Signal Failure and Inspection Book at each
station during monthly inspection.
(h) All interlocked points and crossings must be jointly inspected by

SSE(Signal)/Sectional Incharge with SSE(Pway)/Incharge and Sectional
SSE/JE (Signal) with SSE/JE(Pway) alternately and duration between two
joint inspections shall not exceed 3 months.
(i) Signal Staff should attend the failure only after giving disconnection memo
(where required) for gear at fault and duly taking acknowledgement from
operating statf at the station.
Note: Stipulations of Para 3.1.2 is also applicable to all Sectional SSE/JE (Signal)
&Technician (Signal).
3.1.3 Foot-plate Inspections
(a) The SSE(Signal)/Incharge, Sectional SSE/JE(Signal) shall carry out foot-

plate inspection of all signals by day and night in both Up and Down
directions over his entire jurisdiction as given below;
(i) Once in three months for SSE (Signal)/Incharge,
(ii) Once a month for Sectional SSE/JE (Signal).
(b) During the inspection he shall take special notice of the following;
All signals shall have adequate visibility as specified in para No. 7.1.11
preferably from the Loco pilot side of the foot-plate. No fixed light is
interfering with the sighting of the Signals. If the visibility of a signal is
affected by growing tree branches or other structure or other obstructions,
the matter shall be noted for corrective action. Cases requiring special
attention, such as trees in private lands shall be referred to Sr. Divisional
Engineering through Sr. DSTE with full particulars of the topography of the
area for his information, necessary action. In other cases the supervisors
shall arrange to remove the obstructions as early as possible by P-Way
Staff as per IR P-Way Manual.
(c) Anything which may endanger safety or interfere with signalling gears, the
same shall be brought to the notice of the concerned department. If
immediate action is necessary for reasons of safety, information to be
conveyed to the Station Master and control room.
(d) Any abnormality in working of signals shall be brought to the notice of

Station Master concerned.

(e) In Token Block Working Territory, a suitable light is displayed at the token
delivery and pickup area for the Loco Pilot to clearly drop the incoming
token and pick up the outgoing token.
(f) All Warning Boards and other boards maintained by Signal department are
in good condition.
3.1.4 Attending to Failures/Incidences
(a) The Sectional SSE/JE(Signal) shall monitor daily all failures on his section.
During his periodical inspection he shall check up the cause indicated as
well as repairs carried out to ensure that similar faults do not recur. In case
of failures of a serious nature, the investigation shall be carried out
immediately, and the SSE(Signal)/Incharge advised.
(b) Each Sectional SSE/JE(Signal), shall at the end of every month,

summarise the failure reports received from each Technician(Signal) and
submit monthly ‘Cause wise Analysis Of Signal Incidences’ as per
Annexure: 3-A6 with his remarks to the Sr. Divisional Signal and
Telecommunication Engineer in duplicate. Failures pertaining to other
departments shall be promptly brought to the notice of the concerned
departments.
(c) SSE(Signal)/Incharge, Sectional SSE/JE(Signal) shall monitor Datalogger

exception reports on daily basis and take corrective actions. Where
required, he shall take assistance from Data Logger Management Centre
(DLMC) in Divisional headquarters.
3.1.5 Competency in Rules and Technical Work: Sectional SSE/JE (Signal) shall be;
(a) Fully conversant with the rules and regulations, instructions, procedures
and practices of installation, operation and maintenance of all installations
under his charge.
(b) Competent to carry out under open line working conditions

(i) Additions and alterations to existing installations and circuits.
(ii) New installations.
(iii) Installation, adjustment, maintenance and testing of Relay/Electronic
Interlocking equipments, Point Machines, Train Detection devices, LC
gates & carrying out alterations whenever required.
(c) The Sectional SSE/JE(Signal) shall ensure that only competent staff are
permitted to work on or make adjustments to any of the signalling gears
which are connected with the safety of trains. The supervisors shall further
ensure that these instructions are clearly understood by all the staff
concerned. Wherever contractual staff are deployed their technical
competency and awareness on safety matters, shall be checked before
they are allowed to work. Contractual staff shall not be allowed to work in
Relay Room, Point Mechanisms, Cables or any vital circuits independently,
unless unaccompanied by Railway Staff in a working Installation.

(d) The Sectional SSE/JE(Signal) shall ensure proper training to subordinate
staff for trouble shooting of the equipment under the charge.
3.1.6 Reports of Technician(Signal)
(a) The Sectional SSE/JE(Signal) shall ensure that the Technicians are
regular in their maintenance programme and their reports as per
Annexure: 3-A9 are correctly maintained.
(b) Technician (Signal)’s programmes shall be prepared in terms of the days

of the week. The programme shall be so prepared that it is convenient to
the Technician (Signal) and provides for maximum possible time at every
station with due regard to the rostered hours of the duty. Any leftover
maintenance works during a week (on account of failures and other
exigencies) shall be liquidated in the following week.
Section 2: Additional Duties of SSE(Signal)/Incharge

3.2.1 The additional duties of SSE(Signal)/Incharge, assisted by one or more
Sectional SSE/JE (Signal), are detailed in various Chapters, the most
essential being:
(a) Exercising supervision over the work done by the Sectional SSE/JE
(Signal) and maintenance staff in accordance with instructions contained in
this Manual.
(b) Maintenance of Transport vehicles/pickup vans, stores, Ledgers, passing
of stores bills for materials received, disposal of surplus/scrap.
(c) Testing, overhauling and carrying out alterations to the existing signal and
interlocking installations in accordance with approved plans and
instructions.
(d) Testing any telecommunication equipment specifically entrusted to his
maintenance in accordance with instructions in the Telecommunication
Manual or other executive instructions.
(e) Carrying out works in an emergency on his own initiative and responsibility.
In such an emergency, intimation shall be given to his controlling officer by a
message on control or phone.
(f) Monitoring of Annual Maintenance Contracts (if any) of the equipment &
their timely renewal (as needed). Supervision of contractual works, Timely
filling of Measurement Books.
(g) Providing assistance to the Sectional SSE/JE(Signal) to attend to works
which are normally beyond the scope of the maintenance staff under the
Sectional SSE/JE(Signal).
(h) Arrange Training for staff, deputing them for Refresher courses.

(i) The SSE(Signal)/Incharge shall see that the fire-fighting appliances at
various locations under his charge are kept in a condition fit for immediate
use. He shall also see that the staff under him are conversant with the
method of operation. He shall arrange actual trials periodically to test
appliances for fitness and the staff in the knowledge of the working of the
fire-fighting appliances and the method of their operation. The appliances
shall be recharged immediately after they have been used.
(j) In his work, the SSE(Signal)/Incharge shall be responsible to the
Sr. DSTE/DSTE/ASTE.
(k) Each SSE(Signal)/Incharge shall submit an annual return in duplicate of all
equipments in service on his section to the Sr.DSTE in prescribed forms.
3.2.2 Inspections
(a) The SSE(Signal)/Incharge shall carry out all the inspections prescribed in
Para 3.1.2 and 3.1.3 over his entire jurisdiction at intervals not exceeding
three months.
(b) He shall carry out the quarterly foot-plate inspection preferably jointly with
the SSE/Loco, and Traffic Inspector by day and by night.
(c) Joint Certificate of Foot-Plate Inspection at the end of every quarter in
Form No. S&T/FP (Annexure: 3-A2) shall be submitted to the Sr.
DSTE/DSTE/ASTE. A copy of the relevant portion of the joint report of
Foot-Plate Inspection shall be sent to the station concerned for the
reference of inspecting officers and also for necessary action, if any, by the
Station Master.
(d) He shall also check for condition of building and structures in which
equipments are housed; proper lighting/ventilation/Air-conditioning
arrangements (where existing) and take appropriate action.
(e) Exception report for a period from last visit to present day visit shall be
taken from Datalogger and action shall be taken against each item to avoid
recurrence.
(f) He shall be a member of Signal Sighting Committee to ensure proper
visibility of newly erected Signals/shifted Signals.
(g) A record shall be made in the Signal Failure and Inspection Book at each
station during quarterly inspection.
3.2.3 Section Gang and Maintenance Work
(a) Each SSE(Signal)/Incharge shall maintain a register in which all works that
are beyond the capacity of the Technician(Signal) shall be entered.
Execution of such works in the order of their importance shall be entrusted
to the section gang.
(b) The SSE(Signal)/Incharge shall prepare a programme of work for the

section gang. The programme shall be so prepared as to reduce travelling
time to a minimum and allow the gang to return to Headquarters on rest
days.

(c) It is desirable that when the section gang is deputed for a number of days,
a pickup van equipped with all materials and tools for the work is also
provided.
Section 3: Inspection Certificates

3.3.1 Inspection and Testing Certificates
(a) Each SSE(Signal)/Incharge shall submit an Inspection and Testing

Certificate monthly for each station/installation inspected by him during the
month as per Annexure: 3-A3 to the Sr.DSTE indicating the condition of
gear inspected. Brief remarks shall be given in regard to any assistance
required in regard to labour or stores or any other important matter.
(b) The Certificate of Inspection and Testing is an important document and it

forms a record of the nature of inspections carried out and the condition of
the gear reported upon from time-to-time. SSE(Signal)/Incharge, Sectional
SSE/JE(Signal) shall, therefore, make a careful record of all the
inspections and the repairs, special or ordinary required on the section.
The report shall not be used for representing their general difficulties.
(c) The report on each foot-plate inspection must be promptly submitted to the
Sr. DSTE as per Annexure: 3-A2 every month.
(d) At the end of each quarter, the SSE(Signal)/Incharge shall certify as per
Annexure: 3-A1 that all existing signals on his section have proper visibility
and have been jointly inspected by a committee consisting of (i)
SSE(Signal) (ii) SSE(Loco)/ and (iii) Traffic supervisors. They shall also
highlight deficiencies noticed, action proposed to be taken, indicating
assistance required (if any). Such jointly signed certificate shall be kept on
record in the office of the Sr. DSTE.
(e) The inspection, testing (including testing of cables) and overhauling

certificates, shall be filled in progressively at the stations immediately an
inspection or testing or overhauling has been done and not left to be
completed at the Headquarters station.
(f) Each SSE(Signal)/Incharge, Sectional SSE/JE(Signal) shall send a

separate certificate that all the stations under his charge have been
inspected as per para 3.1.2, 3.1.3. If all the stations have not been
inspected, the names of stations left out and the reasons why these could
not be inspected shall be furnished.
(g) Periodicity of inspection of signalling Installations is once in a month

Sectional SSE/JE (Signal) and once in a quarter for SSE (Signal) incharge.

Section 4: Accidents
3.4.1 SSE(Signal)/Incharge, Sectional SSE/JE(Signal) and Technicians(Signal) are
responsible for supervision of labour and shall take all precautions to ensure
safety of staff and equipment, prevent accidents to the staff or damage to
apparatus and see that-
(a) Instructions contained in Zonal/Divisional Disaster Management Plan as
well as those issued from time-to-time are observed.
(b) Use is made of the safety appliances provided such as Helmets, Retro
reflective Jackets, Safety shoes, belts, pulley blocks etc.
(c) That all ropes, lifting tackles and staging used for erection of signals, etc.
are adequate and in good condition.
(d) That staff working on the line are vigilant and where necessary employ
look out men.
(e) All accidents are promptly reported.
3.4.2 The rules for ensuring safety are contained in General Rule 2.11. The
procedures to be followed in regard to accidents are contained in Chapter VI
of General Rules and in the Accident Manual. Each Supervisor shall be well
acquainted with the rules concerned. A few salient points in regard to
SSE/JE(Signal) are listed in Annexure: 3-A4.
Section 5: General Responsibilities and Duties

3.5.1 Tools and Plant
Each SSE(Signal)/Incharge shall be responsible for the issue of proper tools

and other equipments to the Technicians (Signal) and artisans under him and
for ensuring that these are kept by them in proper working order.
Unserviceable and defective tools shall be replaced.
3.5.2 Books of Reference and Acquaintance with Rules
(a) Each SSE(Signal)/Incharge, Sectional SSE/JE (Signal) shall have in his

possession when on duty an latest copy of the following books of reference:
(i) General and Subsidiary Rules.
(ii) Signal Engineering Manuals, along with Appendix I, II.
(iii) Schedule of Standard Dimensions.
(iv) Current Working Time Tables.
(v) Maintenance Manuals for Special equipment under his charge.
(vi) Telecommunication Manual.
(vii) Accident Manual.
(viii) Block Working Manual.

(ix) AC Traction Manual (in RE area).
(x) Station working rules.
(xi) Compendium of Technical Circulars and joint Procedures orders &
Typical Drawings.
(b) Each SSE(Signal)/incharge shall be well acquainted with all the rules
concerned in these publications and circulars issued from time to time
which concern his work and duties. These books shall always be kept
updated with all the addenda and corrigenda slips issued from time to time.
He shall ensure that all staff under his charge are well acquainted with
these rules and regulations to the extent applicable to them.
3.5.3 Accompanying Important Inspections
(a) Each SSE(Signal) while accompanying an inspection such as that of

General Manager or Commissioner of Railway Safety or Divisional
Railway Manager or the Principal Chief Signal and Telecommunication
Engineer or any other Signal and Telecommunication Engineer or any
officer of the Railway Board, shall in addition to the books of reference
mentioned in para 3.5.2(a), have the following in his possession;
(i) Signaling Interlocking Plans, yard diagrams, interlocking tables and

Control tables, Traction Bonding Diagram, Track circuit bonding plan,
Cable Route Plans, Cable Core Plans.
(ii) Interface Circuits, Application Logic Circuits, Bit allocation Charts,
track circuit bonding plan, Video Display Unit Diagram/Panel Diagram.
(iii) Location box details, wiring diagram.
(iv) Track circuit history card.
(v) OEM check lists of Signalling equipments such as Electronic
Interlocking, Axle Counters, IPS, UFSBI etc.
(vi) Various registers at station – Asset Register, battery checking, cable
insulation testing, Signal Incidences, joint Inspection register etc.
(vii) Plans of proposed and sanctioned works.
(b) Point test gauges, Multi-meter, Train shunt resistance, insulation test
equipment, Earth resistance measuring test equipment, Track circuit test
equipment, Cable Fault Locator, Cable Route Locators, a portable
telephone or any other equipment required to test the signalling gears in
the section under inspection.
(c) Other tools such as True RMS meter, Clamp meter, measuring tape, foot
rule, sealing plier etc.
(d) Any other items specified by Sr. Divisional Signal and Telecommunication
Engineer/ Principal Chief Signal and Telecommunication Engineer.

3.5.4 Establishment matters
The SSE(Signal)/Incharge shall ensure that the Rules laid down in

Establishment Code, Acts and Regulations and Local circulars issued from
time-to-time regarding general service conditions, conduct, discipline, passes,
leave, service Records, medical examinations, etc. are strictly complied with,
records maintained and returns submitted as laid down. Certain salient points
in regard to Payment of Wages Act, Workmen's Compensation Act and Hours
of Employment Regulations are listed in Annexure: 3-A13. These only list the
broad features and a reference to the Act and Rules should be made while
deciding cases.
3.5.5 Muster Sheets

(a) The SSE(Signal)/Incharge shall arrange to have the blank muster sheets
of staff top-initialed by the Signal and Telecommunication Engineer under
whom he works and issue them to the staff in time. At the end of each
wage period, the muster sheet shall be collected and fresh ones issued.
(b) Each SSE(Signal)/Incharge shall inspect and initial the muster sheets of
staff whenever he is in their section. The presence or absence of staff shall
be noted on the spot. The time of inspection and the number of staff
present should be recorded in the muster sheet in ink.
3.5.6 Correspondence and Records
The SSE(Signal)/Incharge shall keep his correspondence up to date. He is
responsible to see that his office records, registers, stores ledgers and
accounts are maintained correctly and stores ledgers (physical and/or
Electronic) are posted up to date. Periodical returns shall be submitted within
the dates as per the standing instructions.
3.5.7 Relinquishment of charge
(a) When relinquishing charge of a section, the SSE(Signal)/Incharge or
section SSE/JE(Signal) shall prepare a handing over charge statement in
duplicate, which shall briefly contain the following:
(i) The section particulars with staff, their service and leave records.
(ii) Details of sanctioned and proposed works and their progress.
(iii) General Notes regarding painting, renewals and replacements, etc.
(iv) Overhauling and testing of interlocking frames, block instruments,
point machines, signal machines, relays, etc.
(v) Notes regarding materials, stores, important notes and documents.
(vi) Position of stock sheets, Accounts notes, Audit and Accounts
Inspection Reports, Completion reports.
(vii) The detailed status of the Scheduled Inspections, officers Inspections
and compliance, other Organisations work's status and compliance of
deficiencies.
(viii) Any other important matters.

(b) The SSE(Signal)/Incharge taking over and handing over shall inspect all
important works in progress, check the staff and their tools and plants and
materials-at-site.
(c) The relieving SSE(Signal)/Incharge shall examine all Office records and
ledgers and initial them with date.
(d) Handing over charge statement shall be jointly signed by the supervisors
taking over and handing over and a copy submitted to the Sr. Divisional
Signal and Telecommunication Engineer. Errors and discrepancies noted
during handing over and taking over, shall be recorded on the statement
for the information of the Sr. Divisional Signal and Telecommunication
Engineer.
Section 6: Additional Instructions for SSE (Signal)/Incharge of

Construction
3.6.1 Code Rules: The rules for the execution of works are contained in Chapter 9
of SEM and Chapter XI of the Indian Railway Code for the Engineering
Department.
3.6.2 Applicability of Rules: The instructions for SSE(Signal)/Incharge of

construction will also apply to SSE(Signal)/Incharge of maintenance when
executing works. Similarly the instructions for SSE(Signal)/Incharge of
maintenance will apply to SSE(Signal)/Incharge of Construction when
maintaining equipments at a station.
3.6.3 Commencement/Execution of Works

(a) The instructions contained in Para No. 9.1.4 shall be observed.
(b) When the estimate for a new work is sanctioned, the SSE
(Signal)/Incharge shall submit requisitions for the materials without delay
and ensure that all the required materials are made available. No work
shall be physically commenced until it is authorised by the concerned
officer.
(c) No work affecting an existing signalling and interlocking system shall be
commenced, unless all prior/pre non-interlocking works have been
completed, so that the duration of non-interlocking/disconnection will be as
short as possible.
(d) Location of signals (new or proposed for shifting) shall be jointly surveyed
by a Signal Sighting Committee consisting of (i) SSE(Signal)/Incharge, (ii)
SSE(Loco)/ and (iii) Traffic supervisors, keeping in view extant instructions
and schedule of dimensions. Signal Sighting Committee reports shall be
submitted as per Annexure:19-A1 to the Dy.CSTE (Construction)/
Sr.Divisional Signal and Telecommunication Engineer.
(e) Introduction of a new signal or alteration to an existing signal shall be
taken on hand only after publication of the Traffic Notice.

3.6.4 Progress Report of Works:
The SSE(Signal)/Incharge of works shall submit a Progress Report, every
month of all the works in his charge to the Dy.CSTE (Construction) as per
Annexure: 3-A7 which shall include;
(a) The progress of work and probable date of completion;
(b) Reference to requisitions or work orders against which supply has not
been made; also details of items which are particularly required and on
account of which works are being delayed;
(c) Delays arising from other causes.
3.6.5 Opening of works
(a) The SSE(Signal)/Incharge of works shall advise the Sr. DSTE/Dy.CSTE
(Construction), when a work will be ready for opening, in order that the
latter may arrange for fixing of a date and for the issue of the necessary
notices.
(b) When a new work or alteration to an existing work is about to be brought
into service, the SSE(Signal)/Incharge shall ensure that approved plans,
Control Table, circuit diagrams,CRS/PCSTE sanctions, required approvals,
OEM test certificates of equipments, FAT/SAT Testing reports etc. are
available before commissioning /opening (Refer Annexure: 21-A2). If there
are minor alterations, the existing diagrams may be corrected and
endorsement made by the SSE(Signal)/Incharge duly advising HQ for
updating their records.
3.6.6 Completion Certificate and Completion Report
(a) The SSE(Signal)/Incharge shall submit a Completion Certificate to the

Sr.DSTE/Dy.CSTE (Construction) as per Annexure:3-A8 immediately, after
a new work/alteration to an existing installation has been brought into
service.
(b) The SSE(Signal)/Incharge of the works shall, immediately after the

completion of a work submit a Completion Report to the officer Incharge
which shall contain the following:
(i) List of all materials received from the stores and other sources with all
particulars.
(ii) List of all materials used for the work.
(iii) List of materials released and returned to stores with particulars.
(iv) List of excess materials returned to stores with particulars.
(v) Details of contractor(s), who executed the works.
(vi) Special problems or difficulties experienced during the execution of the
work (if any) and
(vii) Transfer unutilised materials from 'Works Registers' of that work to
other works to get the credit for that work.

Section 7: Datalogger Management Centre (DLMC)
3.7.1 At Divn HQ
(a) Data Logger Management Centre generally situated at Divisional
Headquarters shall be extensively used for monitoring of signalling system
in the entire division. SSE/JE(Signal)(HQ) shall continuously or regularly
monitor Data Logger exception reports and inform concerned
SSE(Signal)/Incharge, Sectional SSE/JE(Signal) for necessary action.
(b) When a new station is commissioned or alterations are carried out in
existing station, SSE(Signal)/Incharge shall ensure that all specified relays
and gears are monitored by Datalogger at the station ensure its proper
validation.
(c) SSE(Signal)/Incharge/DLMC shall ensure that SMS alerts are generated
for Safety related faults & Maintenance related faults.
(d) SSE/JE(Signal)/DLMC shall ensure monitoring of Relay Room door
opening, fire alarm, Power supply/Battery voltages, ELD and other
specified gears through SMS alert generated by Data logger.
(e) SSE/JE(Signal)/DLMC at divisional HQ shall ensure data availability and
network connectivity continuously to zonal HQ/Railway Board.
(f) SSE/JE(Signal)/DLMC at divisional HQ shall ensure Prompt and regular
validation of Datalogger inputs in coordination with SSE(Signal)/Incharge
of the Station/IB/LC.
Section 8: Duties of Technician(Signal)

3.8.1 Duties of Technician (Signal)
The duties of Technician(Signal) are detailed in various Chapters in this
Manual, the most essential being:
(a) Efficient maintenance and testing of all equipments under his charge such
as Mechanical Signalling equipments, Electrical and Electronic Signalling
equipments, Telecommunication equipments etc. so as to keep them
properly maintained and in good working condition, in accordance with
instructions contained in this Manual and such Circulars or Instructions, as
may be issued from time to time.
Note: The term Electrical/Electronic Signalling equipments includes all types of
Block Instruments.
(b) Carrying out works and alterations to the existing installations under the
instructions of the SSE/JE (Signal) or S&T officers.
(c) Responding promptly to messages received through Datalogger or Test
Room or Station staff.
(d) Bringing to the notice of the SSE/JE (Signal) any emergency and situation
that may be beyond his competence or control by a message on control or
phone or other means of communication.

(e) Ensuring that the safety appliances like safety belts, lifting tackles and
staging etc. are in good condition in order to ensure his safety and that of
staff working with him.
(f) Deploying men for look out duties as and when necessary.
(g) Before starting maintenance at station, exception report from last visit to
present visit shall be taken from Datalogger (where PC or printer is
available) to focus on preventive maintenance.
3.8.2 Attending to Signal Incidences
(a) The Technician (Signal) shall not disconnect or alter any connection in the
interlocking circuits except with the approval of, and in the presence of his
SSE/JE (Signal). Any action, which will vitiate safety, shall be done only after
disconnection notice has been issued and accepted by operating staff.
(b) A Technician (Signal) shall, however, attend to the signalling failures promptly
to permit safe passage of trains till the arrival of the SSE/JE (Signal). If any
unsafe failure/gear is noticed, he shall suspend signals/signaling gear/signaling
as required and informed to SM concerned.
(c) A Technician(Signal) shall also ensure that, once the signals have been
suspended as per para 3.8.2(b) normal working shall not be restored until the
failure/faulty gear has been attended to, tested and certified by the SSE/JE
(Signal) and the Relay Room, Block Instrument have been closed, pad locked
and sealed.
3.8.3 Maintenance Programs
(a) Each Technician(Signal), as far as possible, adhere to the programme laid

down for him by his SSE/JE (Signal) and shall maintain a record of his
visits as per Annexure: 3-A9.
(b) Technician(Signal) shall not normally leave any gear in disconnected

condition and in unavoidable eventuality; a specific advice to ASM, duly
acknowledged by him shall be obtained.
(c) Each Technician(Signal) shall maintain and test all the equipments under
his charge,as per maintenance schedule specified for various gears.
(d) Each Technician(Signal) shall submit a fortnightly report of his maintenance
activities to his Sectional SSE/JE (Signal) as per Annexure:3-A9.
(e) Technician (Signal) before leaving his Headquartered Station, shall take
permission from his sectional SSE/JE (Signal).
3.8.4 Disconnection of Equipment: Each Technician(Signal) shall have in his
possession a book of Disconnection Notices as per Annexure:3-A10.
(a) A Technician (Signal) who is in possession of a Competency Certificate
cum Training History book (Annexure: 3-A12) only shall independently
undertake works necessitating issues of Disconnection Notices.

(b) Disconnection Notices need not be issued in situations as listed in
Annexure: 3-A11 provided suitable precautions are taken. In other
situations, when it is necessary to disconnect any equipment in his charge
for repairs, replacement or adjustment, the Technician(Signal) shall advise
the Station Master on duty in writing as per Annexure:3-A10 and obtain the
latter's signature before work is started and after it has been completed.
(c) When it is necessary to disconnect point equipment switches or signals for
repairs, replacement or alteration, Warner/Distant and Stop Signals
governing the lines in question shall be kept in the 'ON' position and made
in-operative until the work is completed.
(d) The Technician (Signal) must seal the equipment opened by him under his
competence.
(e) A Technician (Signal) shall possess valid Competency Certificate for
handling Signalling equipments like Block instruments, EI, MSDAC etc.
The Competency Certificates are issued to Technician (Signal)s by
Training Centres after successful completion of the training.
3.8.5 Attending to Failures/Incidences/Accidents:
(a) A Technician (Signal) shall attend to all failures in his section promptly
proceeding by the first feasible means on receipt of information. Before taking
up work, he shall first obtain failure report/message from SM/ASM in writing in
accordance with provision of G.R.3.68 for each failure recorded in the signal
failure register and then issue disconnection notice as per para 3.8.2, 3.8.4. He
shall make every endeavour to rectify the failures expeditiously and take all
possible steps to prevent recurrence ensuring proper rectification method. If a
gear has failed on the unsafe side and the SM/ASM has been unable to put the
relevant signal to 'ON', the Technician(Signal) shall take steps to
disconnect/disable the relevant signal and bring it to 'ON'.
(b) All failures which are beyond his competence or control must be brought to
the notice of the sectional SSE/JE (Signal) section by a message on
control or phone or other means of communication.
(c) Record of the date and time of rectification and the nature of the fault
removed must be recorded in the Signal Incidence and Inspection Register
provided at each interlocked station and same will be informed to
SSE/JE(Signal) and signal control also.
(d) On receipt of advice about any accident in his jurisdiction, the Technician
shall proceed to the site of accident by first available means. He shall not
interfere with any equipment on his own but shall act upon the orders given
by the senior most officials at the site of accident.
3.8.6 Miscellaneous Duties of Technicians (Signal):
(a) A Technician (Signal) shall be conversant with rules, regulations and

instructions concerning his work contained in the following books of
reference as well as other instructions issued from time to time.
(i) General and Subsidiary Rules;
(ii) Signal Engineering Manual;
(iii) Block Working Manual.
(b) A copy of those portions of each of the books mentioned in Para 3.5.2(a)
as also all circulars and instructions concerning his work, shall be
maintained by him for his reference and information. He shall keep them
up to date in respect of Correction Slips issued from time to times.
(c) A Technician (Signal) shall not permit any Helper or artisan staff to do any
adjustment to the gear in use except under his personal supervision and
he shall ensure that the staff under him clearly understand this rule.
(d) Maintenance of Muster Sheets etc.: A Technician (Signal), when posted
at station where his seniors are not posted/not available, then, he shall
mark his own attendance and that of his staff on the muster sheets
received from the SSE/JE (Signal) before starting his work. Erasing and
over-writing is not permitted. Loss of muster sheet shall be brought to the
notice of the SSE/JE (Signal) at the earliest.
(e) A Technician (Signal) shall work to the duty rosters provided and see that
the staff under him also works according to the roster.
(f) Materials and Tools and Plant: A Technician (Signal) shall, where necessary,
get his requirements of materials for maintenance and repair work from the
SSE/JE (Signal), giving full particulars of station, location and the gears to be
replaced. Released materials shall be returned to the SSE/JE(Signal)
immediately. There shall absolutely be no wastage of any material.
A Technician (Signal) shall always take his tools with him when on duty. All
tools shall be kept in a condition fit for immediate use.
(g) Co-operation between Technicians: Technician (Signal) shall co-operate
in testing of all the signals. Technician (Signal) shall extend full co-
operation to each other in their day-to-day work.
Section 9: Duties of Helpers/Assistants

3.9.1 Duty list of Helpers/Assistants:-
(a) The general duties of Helpers/Assistants are as follows :
(i) Cleaning of Glued Joints/Block joints.
(ii) Cleaning of all S&T gears and their up keeping.
(iii) Painting of all S&T gears and their up keeping.
(iv) Cleaning of garbage/vegetation under Point rodding and surrounding
of all signaling gears/locations.
(v) Cleaning of chair plates and maintaining their lubrication.
(vi) Reporting of any infringement of signal/Ladder etc.
(vii) Upkeep of Relay room, Power room, Battery room, Maintenance
room, Store room etc.
(viii) Maintaining minimum essential tools with him for day to day works as
per instructions of Technician/SSE/JE(Signal).

(ix) Loading/unloading/Handling of T&P items and all materials as per
instructions of Supervisor.
(x) Manning and protection of installations/S&T gears on need basis as
guided by Supervisor.
(xi) Reporting of rubbing of stretcher bar with Stock Rail bottom (if any).
(xii) Assisting Supervisor/Technician during testing/Maintenance/Inspections,
Carrying Tools & Plants for Maintenance/Failures.
(xiii) Handling/topping-up of Distilled water, Electrolyte, HSD oil and applying
Petroleum Jelly, Lubricants etc. as per instructions of Technician/SSE/JE.
(xiv) Assisting Supervisor in documentation works.
(xv) Accompanying/Assisting Technician/SSE/JE and Higher officials in
their day to day works.
(b) Technical duties of Helper are as under
(i) Removal of obstruction to points.
(ii) Removal of excess bars formation at insulation joints.
(iii) Be aware of working in RE area.
(iv) Check RE bonds, their intactness.
(v) Check water logging in track circuited areas.
(vi) Any other duty assigned by SSE/JE(Signal) or Technician
Note: This Chapter has under mentioned Annexures

1 3-A1 Signal Visibility Certificate for Existing Signals
2 3-A2 Foot Plate Inspection of Signals
3 3-A3 Inspection and Testing Certificate
4 3-A4 Action in case of Accidents
5 3-A5 List of Drawings & Registers at a Station
6 3-A6 Cause Wise Analysis of Signal Incidences
7 3-A7 SSE/JE’s (Signal) Progress Report
8 3-A8 SSE/JE’s(Signal) Completion Certificate
9 3-A9 Technician’s (Signal) Report
10 3-A10 Disconnection/Reconnection Notice
11 3-A11 Where Disconnection notice is not required
12 3-A12 Competency Certificate cum Training History book
13 3-A13 Hours of Employment Regulations, Workmen’s Compensation
Act, Payment of Wages Act. (Extracts of Manuals)

Para No. 3.3.1 (d) Annexure: 3-A1
Form No.S&T./SC 3.3.1
Signal Visibility Certificate for Existing Signals
………………….RAILWAY
Name of the station: …………………….., Section: ………………………..………. Division: ..………………………………... Signalling Plan No: ………………………
Note: Minimum visibility in MACLS territory: Distant signal: 400 meters, Inner Distant/Stop signal: 200 meters.
We, the undersigned members of the Signal Sighting Committee having met at ……………………….…….. and sighted the visibility of the Signals noted,
below, made following observations along with action proposed to be taken.
Complaints /SPAD at
If on RH side, Reason
Is Visibility Adequate
Height of the normal
meters of the Signal
meters of the Signal
be taken to improve
marked in Red Paint
m of Live Conductor
aspect of the Signal
Obstruction by Tree
SOD, is the distance
existing Signal from

provided if within 2
loco pilot’s point of
Action proposed to
from the adjacent
from the adjacent

Interference from
If infringing with
Arrow provided
visibility (if any)

LH side/RH side
Implantation in
If on RH side, Is
Right side track
implantation in
/Caution Board
above rail level
Visibility of the
Left side track
Screen/Mesh
for the same
Fixed Lights
Signal No &
Description
this signal
History of
Branches
(Yes/No)
view
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15)
Signature …………………….. Signature …………………….. Signature ……………………..
Name & Designation ………………….. Name & Designation ………………….. Name & Designation …………………..
Date ………………………….. Date ………………………….. Date …………………………..

Para No. 3.3.1(c), 3.2.2(c) Annexure: 3-A2
Foot Plate Inspection of Signals

…………………RAILWAY
Name of Official conducting inspection

Designation
Division & Section
S.No Item Details/Observations

1 General items
(a) Date
(b) Division, Section
(c) Train No, Load
(d) Engine No, Parent Shed/Depot
(e) Loco pilot Name
(f) Asst. Loco Pilot Name
(g) Guard’s Name
(h) Availability of Detonators/Flags/Flasher
(i) Long/Short Hood Leading
(j) Speedometer/Pressure Gauges
(k) Portable Telephone/Walkie Talkie
working
(l) Mobile Phone Switched Off during
running
(m) Weather : Clear/Cloudy/Foggy
(n) ALP/LP calling out signals
(o) Vigilance Control Device/TCAS/TPWS/
DMI working
(p) Loco Pilot Equipment (Spectacles)
(q) First Aid Box
(r) Headlight, Adequacy of lights in Loco
cabins
(s) Competency and medical certificate of
Loco Pilot/Asst. Loco Pilot/Guard
(t) Availability of Caution orders
(u) Loco trouble shooting guide
(v) Fire extinguishers
(w) Sanders working
2 Signalling items
(a) Visibility of Signals : Good/Fair/Poor
Fill up annexure for station wise Details
S.No Item Details/Observations
(b) Visibility of the Signal Number and

Aspect, & Markers
(c) Presence Boards - Speed Boards, Stop
Boards, SLB, BSLB etc.
(d) Observance of the any hanging
parts/Accessories of Signal post
(e) Out of Plumb signals (if any)
(f) Visibility of the Signals in curves
(g) Any background light dominating the
Signal aspects
(h) Signals out of use – Provided with two
cross bars as per dimension 1 metre X
10 cms
(i) Loose packing at point zones
(j) Observance of any signal is dropping or
improperly taken off
(k) Working of Aspect sequence
(l) Loco TCAS/TPWS/DMI
(m) Right Hand signal (if any), whether
having arrow pointing towards the
relevant line
(n) Loco pilot feedback (if any) on signals in
the section
3 Train Running items
(a) Exchange of signals with station, LC Gate
staff, p way patrol man, Crossing Trains etc.
(b) Alertness of Gate Man, Station Staff,
cabin staff etc.
(c) Delayed clearance of signal
(d) Whistling while approaching Level
Crossing Gate
(e) Train passed via Loop line though Main
line is free.
(f) Observance of Speed Restrictions and
Caution Orders
(g) Looking back at the formation in curves
(h) Any signal in this section, is appearing in
complaints in last 3 months from ‘CREW
BOOKING SYSTEM’, if so, your observation
today
4 Any other Remarks

Annexure: 3-A2 (contd)
Station wise signal visibility Details (Encl to Foot plate Inspection Report).
Signals Station 1 Station 2 Station 3

D ID H S AS IB GS D ID H S AS IB GS D ID H S AS IB GS
Y
Signal G
Lamp
Y
R
Good
Adequate
Visibility
Insufficient
Reason
(Code)
Excellent
Very Good
LED
brightness Good
Out of
focus
Interference from
fixed light/Tree
branches /other
structures
*Code B-Background, O-Obstruction, T-Tree, L-Light.
Important item of observation on

Signalling and action proposed to
be taken for rectification within
own competency & Time frame
there of
Assistance required (if any) and by
whom and purpose.
Signature & Date
Name, Mobile Number

Para No. 3.3.1(a) Annexure: 3-A3
Form No.S.&T./IC.3.3
Inspection and Testing Certificate
Month……………….…………20
To,
The Sr DSTE,…………………………………
Through………………………………………………….
This is to certify that I have personally inspected and tested all the Signals and
Telecommunication gears at the following stations/section on my jurisdiction. The details of
inspection carried out are shown below-
Gear Repairs
Nature of
Station/ done
Inspection Repairs
Date Location during Remarks
and Time Type Condition required
Visited the
Spent
month
Signature ………………………………...
Designation…..…....……………………..
Date…………………….…………………

Para No. 3.4.2 Annexure: 3-A4
Action in case of Accidents
1. Proceeding to Site of Accident:
1.1. On receipt of information of the occurrence of an accident, the SSE/JE/Signal shall

proceed by the Quickest-available means to the scene of the accident, with staff and tools
and portable control telephones and establish immediate communication with control.
1.2. He shall make a special note of the exact time of the accident, besides other important
details. The SE/JE/Signal shall check his watch, if available with Guard's time, station time
and control time, as the exact time of an accident is often an important clue in determining
the cause of the accident.
2. Action at Site. If the Signal Supervisor is not the senior-most official present at the site of
the accident he shall report to the senior-most official and render all possible assistance to
him in taking action detailed in Paras 2.1 to 2.8 below. If however he is the senior-most
official on the spot he shall himself initiate such action.
2.1. Check that the obstructed line including adjacent lines on a multiple line section is
protected as per rules.
2.2. Arrange for medical aid to the injured taking the help of medical practitioners, if
available.
2.3. After a rapid survey of the position, send brief particulars to the nearest SM to enable
him to issue the all concerned message.
2.4. Record the statements of staff and take whatever steps may be necessary to record or
preserve the evidence which subsequently may not be available. This shall be done by an
officer or SSE/JE/Signal present at the site of the accident even if he is off duty. Evidence
shall be collected and recorded with due care and attention and later submitted to the
Enquiry committee.
2.5. Preserve all clues and record the character and relative position of markings to enable
reconstruction of the scene of the accident. Where immediate repairs are necessary to pass
trains, only such parts of the interlocking gear shall be disconnected as are necessary to
carry out the repairs to the Track.
2.6. Scrutinise and initial jointly with the concerned officials noting time and date the Train
Register Books or Train Message Books, Private Number Books, Caution Orders, S. & T./MR,
S. & T./DN forms concerned and any other relevant records. Secure and seal immediately
the records directly connected with the cause of the accident.
2.7. Devote special care and attention in the collection and recording of evidence as
prescribed and in submitting the evidence with all details to the Enquiry Committee.
Note: The object of recording all available data at site and presenting the evidence at the
enquiry is to ascertain the cause of the accident with a view to prevent its recurrence and,
where the cause is due to negligence, to fix responsibility.
2.8. Report the position at site of the accident to the Control Office and to the Sr. DSTE by
the quickest possible means.
3. Special action by SSE/JE/Signal - The SSE/JE(Signal) shall pay special attention to the
following:
3.1. He shall record the following details which shall be attested by officials of other
Departments concerned who are present at the site of the accident:
Datalogger Off Line simulations Reports & Video format file of Offline play back to be sent to
Sr.DSTE immediately.
Position of Points, Signs any activity of outside interference, Digging, position of

levers/Knobs, VDU display, SM control slides, indication of various points, track circuits, Axle
Counters, routes, slot indicators, etc. position of block instrument handles and indications, if
any, aspects of the concerned signals, reading of the counters where provided and
conditions of seals of appliances which are normally kept sealed and any other detail
relevant to the accident . some of which are given in Para 4.0 below. He shall record
video/Photo evidences at site.
3.2. The Signal Supervisor shall along with the other officials at site seal up affected
interlocking gear such as lever frames, cabins, relay rooms, signal location boxes etc.
immediately after an accident has occured so that these equipments are not interfered with,
until necessary tests have been carried out. The seals shall not be removed until authorised
by senior-most official present at site after conducting necessary tests and recording all
necessary facts.
3.3. Furnish a full report to Sr. DSTE by the quickest possible means.
3.4. After getting permission to restore signalling, every effort shall be made to complete the
restoration as expeditiously as possible.
4.0 Few Guidelines on site related measurements are given below.
However latest information /Data shall be verified from concerned Manuals/Instructions.
Classification Of Accidents
(Ref: Railway Board letter No: 2000/ Safety (A&R)/19/20 dated 13.12.2000).
Sl.
Category Class Type
No.
Class A (A1 – A4) All types of collisions
Class B (B1 – B6) Cases of fire and blasts
Train Class C (C1 – C8) LC gate accidents
I
accidents Class D (D1 – D5) All types of derailments
Collision on obstruction or passing
Class E (E1 – E2)
over obstruction but safe
Class A5 All above related cases with
Yard
II Class B7 concerned classes in yard, but Train
accidents
Class C9 is not involved
Classification Of Accidents
(Ref: Railway Board letter No: 2000/ Safety (A&R)/19/20 dated 13.12.2000).
Sl.
Category Class Type
No.
Class D6
Class F (F1 – F4) Averted collisions cases
Indicative
III Class G (G1 – G4) Cases of breach of block rules
accidents
Class H (H1 – H2) Signal passing at danger (SPAD cases)
Class J (J1 – J10) C&W, Loco failures
Equipment Class K (K1 – K7) Engg. department failures
IV
failures Class L (L1– L4) Electric department failures
Class M (M1– M7) S&T department failures
Intentionally damages to Rail, train,
Class N (N1– N3)
stations
Class P (P1 – P3) Human run over cases
Abnormal Natural human death, murder,
V
incidents Class Q (Q1 – Q6) suicide, theft, fire, blasts in railway
area
Cattle run over cases,
Class R (R1– R5)
Other natural incidents
Rail Wear and Tear
Sl.
VERTICAL WEAR LATERAL WEAR
No.
1 8 mm for 60 Kg 8 mm for 60 Kg
2 5 mm for 52 Kg & 90 R 6 mm for 52 Kg & 90 R
C
ANGULAR WEAR : 25º MEASURED AT
PROFILE OF 18 mm BELOW RAIL HEAD
NEW RAIL
LATERAL WEAR : TO BE MEASURED
AT THE CENTRE OF THE
L
RAIL SECTION
WORN PROFILE
A
VERTICAL WEAR : TO BE MEASURED
AT THE CENTRE OF THE
D RAIL SECTION
B
STOCK RAIL WEAR
Fig No: 4F1

Rail Section A B C D L
52 KG’s 156 136 67 15.5 38.82
60 KG’s 172 150 74.3 16.5 37.5
90 R 112.83 136.5 66.68 13.89 32.53
4.1 A Tongue Rail Is Classified As Worn Out When
(a) Chipped/cracked over small lengths totaling to 200 mm within 1000 mm from the toe.
Chipped length is the portion where tongue rail has worn out for a depth of more than
10mm over a continuous length of 10 mm.
(b) Developed a knife edged tip — thickness of tip less than 2 mm over a length of more
than 100mm anywhere up to a distance of 1000 mm from its toe.
(c) Badly twisted, does not house properly and cause a gap of more than 5 mm at the toe.
(d) Vertical wear which is measured at a point where tongue and stock rails are at the same
level. Vertical wear allowed is 8mm for 60 kg. Lateral wear is 8 mm for 60 kg.
(e) Burred stock rail to be replaced.
(f) Tongue rails should bear evenly on all the slide chairs.
(g) All sleepers should be packed properly.
(h) When the tongue rail is in closed position, it must bear evenly against distance studs or
blocks.
(i) Wear on switches can be reduced by lubrication of the gauge face of the tongue rail.
(j) On wooden sleeper layout assembly, the slide chairs should be fixed to the timbers by
plate screws. Round spikes not to be used for this purpose.
4.2 Measurement And Reading – Track And Vehicle
(i) Track Readings At Accident Site. Gauge should be checked at the following locations in
case of points and crossings.
 305 mm (1 foot) in advance of nose of tongue rail.
 152 mm inside nose of tongue rail for straight and turn out.
 At middle of tongue rail for straight & turnout.
 At heel of tongue rail for straight & turnout.
Note: Gauge should be correct at all locations except at toe. At toe, for PSC layouts up to
3 mm tight gauge is allowed.
(ii) Gauge at Crossings

 610 (2 feet) in advance of nose of crossing on straight & T/Out
 152 mm behind the nose of crossing on straight & T/Out
 76 mm behind the nose of crossing on straight & T/Out.
The gauge should be correct.
(iii) Check rail (Wing Rail) Clearance on Crossings:
 BG 44 to 48 mm
 MG 41 to 44 mm
Ensure checkrail clearance should be between the values mentioned above.
(iv) Measure vertical wear of stock and tongue rails.
Maximum permissible vertical wear on wing rails or nose of crossings: 10 mm

Rail Section BG MG
S/Rail 60Kg 13 mm
---
(wing rail also)
52 Kg 8 mm ---
90 R 5 mm 6 mm
T/Rail 1 60 Kg. 8 mm ---
2 52 Kg/90R 5 mm ---
(v) Measure Lateral Wear of stock and Tongue Rail
S/Rail 8 mm/10 mm max for A, B/Other routes in
straight line
6 mm/8 mm max for A, B/Other route in
curve
T/Rail 60Kg - 8 mm max -----
52Kg/90R - 6 mm max -----
Measure both wears on T/rail at a point with 13 mm head width and at the
point where T/Rail and S/Rail are at the same level
(vi) Check for angular wear of Stock Rail

(vii) Check for clipping of T/Rail within 100 mm (1 Metre ) from toe
(viii)Check for knife-edge of T/Rail within 1 m from toe. If the thickness of the T/Rail
in less than 2 mm continuous for 100 mm (10 Cms) anywhere within 1 meter
from ATS then it is knife edged.
(ix) Measure track readings (Gauge, Cross level, Versine etc) jointly.
STN. STN. STN. STN. STN. STN. STN. STN. STN. STN.
+ 15 +3 +2 +1 '0' -1 -2 -3 - 15 - 30
POD
POM DIRECTION OF
45 Mts. 45 Mts. TRAFFIC
90 Mts.
Fig No : 4F2
 Identify and mark Point of Drop (POD)/Point of Mount (POM) as Station ‘O’. In case
both POD/POM are available then take whichever is first to come (moving in the
direction of the train) as Station. ‘O’
 Mark 15 Stations 3 m apart in rear of POM/POD up to 45 Metres. Station ahead are
marked +1, +2 etc, and rear are marked –1, -2, etc.
(Note: In case of any doubt of POM/POD, mark another 15 stations in rear from the
suspected POD/POM at 3 Metres up to 90 Metres . i.e. total 30 stations in rear because
clues for the cause of the accident are available mostly in rear portion.)
 Take the reading at every sleeper up to 3 stations (i.e. up to 9 Mts.) on both sides of
POD/POM.
 Measure the gauge, cross-level and versine jointly
 The versine difference between the standard value and the recorded value at every
point shall not be more than + 4 mm.
 The difference between any two recorded values shall not be more than + 3 mm

 If the versine difference is not within the limits of + 4 mm between std value and
any recorded value and/or within + 3 mm between any two reading then the track
curvature is defective.
Note: A crossover point is a track in curvature, but without any super elevation. Hence all
the parameters need to be maintained correctly.
4.3 Track Twist: It is an important parameter having crucial impact on safety. The rate of
change of cross-levels is called ‘twist’. Cross-level means difference of level of rails. Cross-
levels are measured on left rail as seen in the direction of train involved in derailment.
LEFT
RIGHT
A B
Fig No: 4F3
Track Twist = Algebraic difference of Cross Level at A & B in

Distance between A & B
Example: Cross level at ‘A’ = +5 mm (Left rail is higher than right rail by 5 mm)
Cross level at ‘B’ = -7 mm (Left rail is lower than right rail by 7 mm)
If the distance between A & B is 3 meters,

Then Track Twist = (+5) – (-7) = 12/3 = 4 mm / Mts.
3
4.4 Permitted Cross Level Difference (Twist):
For a new track, cross level difference permitted is 1 in 720. A vehicle with defective spring
gear travelling on a track with twist can cause derailment. In cases of improper loading, the
chances are further increased.
4.5 Draw a Sketch of the Accident Site and note
(a) Make the exact position where engine & vehicles came to rest.
(b) Prepare a diagram of the Engine and all the vehicles with reference to track indicating
the position of derailed vehicles etc.
(c) Exact position where loose components of vehicles and track are found.
(d) Whether Engg. staff were on work
(e) POM/POD, damage to sleepers, rails and other track fastenings.
(f) Position of wheels in relation to displaced rails in normal alignment.
(g) Condition of track at least ½ a mile in rear.
(h) The condition of signals, points, L/Bars, Levers/Knobs and their relevant indications,
SM slides, position of Block Instrument etc.
(i) Whether any S & T Staff working
(j) Check the records, register, PN books etc. Seize the order books, if required.
(k) In case of shunting operation whether proper locking & clamping of points done or not.
4.6 CARRIAGE AND WAGON Related Items:
(a) Variation in wheel diameter within the wheels of same axle shall not be more than 0.5
mm for both goods and coaching stocks.
 Difference of wheel diameter between wheels of same axle - within 0.5 mm.
 Difference of wheel diameter between wheels of two adjacent axles of the same
trolley: Goods: within 13 mm Coaching: within 5 mm.
 Difference of wheel diameter between wheels of different trolleys of a bogie: Goods:
within 25 mm Coaching: within 13 mm.
(Note: Due to difference in wheel diameter, there will be angular motion of the wheels.
Wheel with lesser diameter may have tendency to mount over rails and derail whereas wheel
with higher diameter will cause increased wear and tear)
(a) Sharp Flange
 Flange of the wheel sometimes wears to form a knife edge which becomes unsafe when
radius of the flange at the tip is less than 5mm.
 A wheel with sharp flange has biting action particularly while negotiating curves.
 Sharp flange may split open a slightly gaping point.
 While travelling in facing direction it may even mount the tongue rail.
 Rejection limit for flange tip radius is less than 5 mm for BG/MG
(c ) Thin Flange
 Flange becomes thin by wear and tear of the tyre and flange and is considered unsafe
when it becomes less than 16 mm.
 This increases clearance between wheel flange and rail, which in turn increases the
derailment proneness.
 Oscillations increase due to greater play between wheel set and track resulting in
greater instability of the vehicles
 Rejection limit is 16 mm BG/MG measured at 13 mm from the flange tip.
 It also damages tongue rails due to more play.
(d) Flat Tyre /Skidded wheel
 It may occur due to continuous brake binding, skidding, brake block tilting and
jamming against the tyre.
 Flat tyres cause passenger discomfort and may become unsafe.
 Flat tyre causes greater hammering action on the rail and rail fractures may take place.
(e) Deep Flange
 Deep Flange may hit track fittings like fishplate joints, lock bars, point and distance
blocks.
 A deep flange tends to ride on fishplate and distance or check blocks and damage the
track, particularly if there is vertical wear on railhead.
 Rejection limit in depth of flange greater than 35 mm (BG), 32 mm (MG) measured at
63.5 for BG and 57 mm for MG away from back of wheel.
(f) False Flange/Hollow Tyre.
 Excessively worn-out tyre on tread is a hollow tyre. Hollow tyres develop a false
flange. The false flange formed may force open the switches when the vehicle runs
in the trailing direction on points and crossing.
 False flange can be dangerous at the wings of crossing as it may ride over the wing
rail, lifting the wheels and creating conditions favourable to derailment.
 If the hollowness is more then it results in difference in wheel diameter and the
wheel may ride over the rails.

Para no: 3.1.1 Annexure: 3-A5
List of Drawings & Registers at a Station

Name of the station: ………………………….….., Section: …………………..………. Division: ..………………...
S.No Drawings to be Maintained at a Station - Table 1 Yes/No/NA

1 Signal Interlocking plan of station (SIP)
2 Table of Controls (TOC)/Selection Table/Route Control Charts
Approved Relay/E.I Room Wiring Circuits (with Contact Analysis
3
updated)
4 Approved EI Logic circuits
5 Approved E I Interface circuits
6 Relay Racks layout & Relay Disposition Plan
7 Cable Termination details in Relay Room
8 Power Supply Distribution/Wiring Diagram
9 Power Equipment Layout
10 Track Circuit bonding diagram
11 Traction Bonding Diagram
12 Cable Route plan
13 Cable core/distribution plan
14 Location Termination particulars
15 Signal Sighting committee Reports
16 Station Working Rules (SWR) & SWOD
17 Safety Certificate
18 EI Checksum certificate
19 Any other as per requirements
S.No Registers to be Maintained at a Station - Table 2 Yes/No/NA

1 Signal Failure Register
2 Control Panel/Control Terminal Maintenance Register
3 Emergency Route/Sub route Cancellation Register
4 Emergency Point Operation/Crank Handle Extraction Register
5 Axle Counter/MSDAC Reset Registers
6 Cabin/Relay Room Key Register
7 Disconnection/Reconnection Register
8 Signal maintenance Register
9 Signal Equipment History book
10 Station Signalling Asset Register

S.No Registers to be Maintained at a Station - Table 2 Yes/No/NA
11 Integrated Power supply System Maintenance Register
12 Solar panel Maintenance Register (if any)
13 Diesel generator Maintenance Record (if any)
14 IPS/Battery Set/Battery Charger Maintenance Register-24VDC
15 Cable Meggering (Insulation Testing) Register
16 Earth Testing Register
Electronic Interlocking Systems Maintenance Record (including
17
System changeover)
18 Datalogger Register
19 UAC Axle Counter/MSDAC maintenance Register
20 SSDAC/HASSDAC Maintenance log sheet
21 MSDAC Maintenance log sheet
22 Block proving axle counter maintenance Record
23 Electronic Junction Box/Axle Detector maintenance Register
24 Track circuit maintenance Register
25 Joint Inspection of Track circuit Register
26 Block instrument maintenance Register
27 UFSBI maintenance Register
28 Intermediate Block Signal Maintenance Register
29 LC gate lifting barrier Maintenance Register(EOLB & MOLB)
30 Point Machine Maintenance Register
31 Joint Inspection of Points & Crossings Register
32 Joint Inspection of OHE bonding Register
33 AMC Registers of equipments
34 Fire alarm system maintenance Register
35 System Integrity Test (SIT) Register
36 Officer`s Inspection Register
37 Signal Visibility certificate Registers
38 Any other as per requirements
Signature: Signature: Signature:
Name: Name: Name:
SSE/JE(Signal) SSE(Signal)/Incharge ASTE/DSTE
Date: Date: Date:
Note: The above list is not exhaustive. Zonal Railways may add/delete/Update as per individual
requirements

Para No. 3.1.4(b) Annexure: 3-A6
Cause Wise Analysis of Signal Incidences

Cum. up Cum. up to
Position of Same
Position of to the the same
S.No Causes current month last
last month current period last
month year
month year
1 S&T Account (A)
1a Equipment Failure
1a.1 Signal Transformer
HKT, E Type lock, Crank
1a.2
Handle
1a.3 Lever frame
1a.4 Magneto Telehone
1a.5 Annunciator
1a.6 SM Slide
1b Lamp fusing
1b.1 Filament lamp
1b.2 LED, HMU/CR
1c Cable
Indoor wiring & Dry
1c.1
Soldering
1c.2 Outdoor Cabling
1c.3 Cable Termination
1d Relay Failure
1d.1 Metal to Carbon
1d.2 Metal to Metal
1d.3 Group Relay
1e Point M/c
1e.1 Point M/c
1e.2 ED
1f Fuse blown off
1f.1 Fuse Blown off
1f.2 Power Equipment
1f.3 IPS/UPS
1f.4 Battery Charger
1f.5 DG set
1f.6 AMF Panel of DG Set
1f.7 Battery
1f.8 Invertor
1f.9 DC to DC Convertor
1h Bad Maintenance
1h.1 Out of adjustment
1h.2 Loose connection
1h.3 Jamming

Cum. up Cum. up to
Position of Same
month year
month year
1h.4 Breakage of part
Degradation of Electric
1h.5
Power
1h.6 Staff working
1i Track Circuit Failure
1i.1 UAC/SSDAC/MSDAC/TC
1i.2 Impedance Bond
1i.3 AFTC
1i.4 Track feed resistance
Track device/UAC/
1i.5
SSAC/MSDAC
1i.6 EJB/UAC
Reset/UAC/SSAC/MSACT
1i.7
C
1j Block Instrument Failure
1j.1 Block Panel
1.j.2 UFSBI
1.j.3 BPAC-MUX
1.j.4 SGE
1.j.5 TLI
1.j.6 Token Instrument
1.j.7 UAC/SSDAC/BPAC
1.j.8 Reset/UAC/SSAC/BPAC
1k Interlocking
1k.1 Electro Mechanical
1k.2 Relay
1k.3 Electronic Interlocking
1l Lifting Barrier
1l.1 Mechanical
1l.2 ELB
1m Miscellaneous
1m.1 Right during testing
1m.2 Route held up
1m.3 FPL/LB
1m.4 Mechanical Detector
Rod/Wire/Compensator/
1m.5
Reverser/Signal Machine
TCAS (Train Collision
1n
Avoidance System)
1n.1 Line side
1n.2 Radio

Cum. up Cum. up to
Position of Same
month year
month year
1n.3 On board
Total (A)
Non- Chargeable ( B)
2 OPERATING
TFOK (Tested and found
2.1
ON).
NINA (None informed
2.2
none attended)
2.3 Wrong operation
2.4 Obstruction in point
Others(Sanction Block &
2.5
NI Wkg.)
Total
3 ENGINEERING
3.1 Staff working
3.2 IBJ defect
3.3 GJ defect
3.4 Poor drainage
3.5 Point defect
3.6 Others
3.7 Engg. Construction
Total
4 DOT
4.1 Line faults
Total
5 ELECTRICAL
5.1 Supply failure
5.2 Others
Total
6 MECHANICAL
6.1 Damage by hanging part
6.2 Token lost
6.3 Others
Total
7 Miscreants
8 Miscellaneous
9 Bad weather
10 RE/Construction
Total (B)
Grand Total (A+B)

Form No.S.&T./PR/3.6.4
SSE/JE (Signal) Progress Report
……………….…………Division
Monthly Progress Report of.……… JE/SSE’s (Signal)…………….. for the month ending………… 20
Total
Reference to Percentage
percentage
Date of work
Name of of work
S.No. work done Remarks
work Sanctioned started during the done upto
Authority the end of
estimate month
last month
Signature …………………….……………...
Designation…..……………………………..

SSE/JE (Signal) Completion Certificate
No……………….
To,
The Sr. DSTE,…………………………………
1. This is to certify that work at ……………………………………………….……….. in connection with

…………………………….……… …………………………….…………………………………………………………………….. has been
carried out correctly in accordance with-
(a) Approved plans as under-

i) Interlocking and Yard Plan No……..……………………………. dated…………………
ii) Interlocking Table No .............……..………………………... dated…………………
iii) Interlocking Chart No …..………..…..…………………..……... dated…………………
iv) Wiring Diagram No ………………..…………………………….…. dated…………………
(b) Instructions contained in the Signal Engineering Manual and Schedule of Standard Dimensions
except deviations as sanctioned. Vide your letter No……………………. dated..……………….
2. The work was brought into use on….………………………….. 20…….………….
Dated…………………..20 ..………….…..(Supervisor).
..………….…..(Supervisor).

Para No. 3.1.6(a), 3.8.3(a), 3.8.3(d) Annexure: 3-A9
FORM NO. S&T/MR
Technician’s (Signal) Report
Day/Night Duty for Week/Fortnight/Month ending....................
Name of Technician (Signal)................................... Hqrs. of Technician

Signal..................
Section................................
Date of Visit Name of Train No. and Train No. and Maintenance
Station/Cabin time arrived time departed Work Done
1 2 3 4 5
Signature of Technician(Signal)
Date................................

Para No. 3.8.4 (b), 12.25.4(e), 12.25.7(b), 12.25.8(c) Annexure: 3-A10
Disconnection/Reconnection Notice

Where Disconnection Notice is not Required
Situations in which disconnection notice need not be issued provided suitable precautions
are taken are as under;
1. Cleaning and/or Lubricating/Graphiting without affecting any Physical Electrical

Disconnection
(a) Lever frame basement.

(b) Relay Room & Battery Room.
(c) Apparatus case/battery boxes/Goomty.
(d) Lifting barrier mechanism including winch.
(e) Lever lock and circuit controller without opening cover.
(f) Inspection and cleaning of inside equipment by opening the covers of point machines,
signal motors, reversers, apparatus cases and detectors.
(g) Point, facing point lock and lock bar.
(h) Cranks, compensators, pullies, wheels, roller stands, counterweights & levers.
(i) Power supply equipment.
(j) Insulation joints.
(k) Lens/roundels of signal, point indicator, trap indicator & shunt permitting indicator provided
phantom indication to driver of an incoming train is prevented by covering lenses.
2. Testing of
(a) Track locking, approach locking, back locking, indication locking, route release.
(b) Checking various parameters of axle counter without disconnecting the equipment.
(c) Power supply equipment.
(d) Lever frame, SM's control frame, signal operation, point operation, level crossing gate & slot
circuits.
(e) Point by obstruction test for lock only.
(f) Checking and testing of track circuit parameters when the track is unoccupied.
(g) Focussing of colour light signal provided phantom indication to Loco pilot of an
incoming train is prevented by covering lenses.
3. Adjustment of
(a) Wire transmission except double wire operated point transmission, where existing.
(b) Tightening of terminals using insulated tools without causing any shorts on adjacent
terminals.

4. Replacement of
(a) Electric signal lamp provided phantom indication to driver of an incoming train is
prevented by covering lenses.
(b) Bond wire, one at a time.
(c) Plug-in relay in case traffic condition permits.
(d) Indicator lamps.
(e) Push button/switch/key of panel.
(f) Lock bar clips/bar stop, one at a time.
(g) G. D. tubes.
(h) Fuse, one at a time.
(i) Pulley, bottom roller/top roller in wire and rod transmission one at a time and split pins.
(j) Batteries/cells without affecting disconnection of supply to main equipment.

Competency Certificate cum Training History Book

.................................Railway
SIGNAL AND TELECOMMUNICATION DEPARTMENT
Photograph
(Attested by
Gazetted
Certificate number.................. Officer)
This is to certify that

Shri
S/o Shri
Designation
Staff No.
Station
Division
who has undergone training in....................................has been examined in the relevant

rules and instructions pertaining to his duties stipulated in the Signal Engineering Manual
& General and subsidiary rules and he is competent to undertake independently such
work which may necessitate disconnection of signalling and interlocking gear in service
under open line conditions.
This certificate is valid upto............................................
He is also qualified to work on the following block instruments and is competent to

disconnect and restore working (Tick the appropriate)
1 Double line block instrument

2 Single line token block instrument
3 Single line push button block instrument
4 Single line handle type block instrument
5 UFSBI
6 SSBPAC (D)
Date:................ Place: ........................
Principal
S& T Training centre
..................Railway

Renewals of Competency Certificate
Block Instruments
Date Renewed upto Signature
Added Deleted
Refresher Course
Last attended
S.No Course No. Next Due Signature
From To
Equipment and Other Course Attended
S.No. Date Name of Course From To Signature

Para No. 3.5.4 (a) Annexure: 3-A13
Hours of Employment Regulations
1. Application. Hours of Employment Regulations will apply to all (non-gazetted) railway

servants including casual labour and substitutes except those governed under the Factories
Act, the Mines Act, Minimum Wages Act and the Merchant Shipping Act.
2. Classification. Railway servants governed under Hours of Employment Regulations are classified
as under—
(a) Intensive;
(b) Essentially intermittent;
(c) Excluded; and
(d) Continuous.
2.1. Intensive. Die employment of a railway servant is said to be Intensive when it has been
declared to be so by the prescribed authority on the ground that it is of a strenuous nature
involving continued concentration or hard manual labour with little or no period of relaxation.
The work of a railway servant shall be held to be intensive if it is so declared by the Head of the
Railway on the ground that it involves sustained and strenuous attention or physical exertion—
Such that periods of rest, inaction or relaxation do not aggregate to 6 hours or more in a
cycle of 24 hours, and
Such that, in any shift of 8 hours he does not get periods of inaction, rest or relaxation of at
least one hour in the aggregate.
2.2. Essentially Intermittent. The employment of a railway servant is said to be Essentially

Intermittent when it has been declared to bo so by the prescribed authority on the ground
that the daily hours of duty of the railway servant normally include periods of inaction
aggregating 6 hours or more (including at least one such period of not less than one hour or
two such periods of not less than half an hour each) during which the railway servant may be
on duty but is not called upon to display either physical activity or sustained attention.
2.3. Excluded. The employment of a railway servant is said to be 'excluded' if he belongs to

one of the following categories namely:
(a) Staff employed in a confidential capacity;

(b) Armed guards or other personnel subject to discipline similar to that of the armed
police forces;
(c) Staff of Railway Schools imparting technical training or academic education;
(d) Staff classified as supervisory; and
(e) Such categories of staff of Health and Medical Department as may be specified by
the prescribed authority.

Main provisions as regards Hours of Employment are as follows:
The staff governed by Hours of Employment Regulations will be employed as per the
rostered hours of duty which will in no way exceed the statutory limit of hours of
employment. The statutory limit of hours of employment and the rostered hours of duty will
be as under:
2.4 Statutory Limit of Hours of Employment
(a) A railway servant whose employment is Intensive shall not be employed for more than
45 hours a week and he shall be granted each week commencing an Sunday, a periodical
rest of not less than 30 consecutive hours.
(b) A Railway servant whose employment is Essentially Intermittent shall not be employed
for more than 75 hours in any week and he shall be granted each week, commencing on
Sunday, a periodical rest of not less than 24 consecutive hours including a full night.
(c) A railway servant whose employment is continuous shall not be employed for more than
54 hours a week and he shall be granted each week commencing on Sunday, a periodical
rest of not less than 30 consecutive hours.
(d) The staff treated as excluded shall have no limitation of hours of employment and there
is no statutory provision for their periodic rest.
2.5 Rostered Hours of Duty
(a) The hours of work shall consist of standard hours of duty as under-
(i) 42 hours a week in case of Intensive workers.
(ii) 48 hours a week in case of Continuous Workers.
(iii) In case of E. I. Workers 48 hours a week plus additional hours of work per week
which will be subject to the prescribed maximum.
(b) In addition to working hours for the three classifications of workers as in (i) above, the
time required for Preparatory and/or Complementary work which includes the work, if
any, of handing and/or taking over charge and has necessarily to be carried on outside
the standard duty hours vide (i) above.
(c) Office staff are rostered for 8 hours a day including half-an-hour's break, i.e., 7-1/2 hours
a day. They enjoy weekly rest on Saturdays and Sundays and holidays as declared by the
administration.

Para No. 3.5.4 Annexure: 3-A13 - contd.
3. Preparation of Duty Rosters:
(a) Hours of duty will be exhibited in the duty rosters. (Duties may be shown as running at a
stretch or these may be covered in split shifts). (No duty roster should offend the
principle of hours of work prescribed for concerned workers or should offend the rules
against' long ons' and ' short offs'). Every roster must provide periodic rest as per rules
to be enjoyed within the week commencing from Sunday midnight and ending with
Saturday midnight. Weekly rest must nor be spread over two weeks. Duty rosters for
Continuous workers, covered by the principle of averaging, should be prepared on the
basis of 48 hours a week on the average in two weeks plus time for comp/prep. work, if
any. Rosters for those Continuous workers who are not covered by the principles of
averaging should be framed in such a way that their maximum daily statutory hours are
not exceeded. Duty Rosters for Intensive and E. I. workers should also be framed in the
same way in conformity with the two-weekly/weekly average number of hours as
prescribed. As fas as possible, duty rosters should be framed avoiding overtime work as
a regular feature. Duty Rosters of Rest Givers should also be framed in the same way.
(b) Short off. A ‘Short off’ means a short period of rest between the end of one rostered
duty and the beginning of the following rostered duty. It is a period of rest where it is
less than 12 hours in a roster of 6 hours' duty and less than 14 hours in a roster mixed of
6 and 8 hours' duty in the case of Intensive workers, less than 10 hours in the case of
Continuous workers and less than 8 hours in the case of E. I. workers (No railway servant
should normally be called on duty unless he has enjoyed rest as above).
(c) Long on. A ‘long o' is a period of duty (exclusive of the period or periods of breaks) for
long hours and spread over 8 hours in the case of Intensive workers, over 10 hours in
the case of Continuous workers and over 12 hours if the ease of E. I. workers.
(d) Split Shifts. Split shift means a shift which is punctuated in the daily tour of duty by
breaks during which the employee is free to leave his place of work. It is a shift which is
split up into two or more parts by intervals (not periods of inaction).
(e) Night Duty. Night duty means employment during any part of the night from 10.00 p. m.
to 6.00 a. m. Full night means the period between 10.00 p. m. and 6.00 a. m.
Employment of railway servants on continuous night duty should be avoided.
(f) Work beyond Ceiling Limits. All Railway workers governed by Hours of Employment
Regulations can be called upon to render duty beyond statutory limits applicable to
them by an order of temporary exemption made under Section 71-C of the Indian
Railway Act.

Annexure: 3-A13 - contd.
Workmen’s Compensation Act
1. Application:
1.1. The Workmen's Compensation Act applies to all railway servants as also labourers
employed by contractors for the purpose of carrying out railway work but excluding those
employed in an Administrative, District or Sub-Divisional Office and those mentioned in
Schedule II of the Act whose monthly wages exceed Rs. 500.
1.2. The Workmen's Compensation Act does not apply to staff employed hi foreign
territories and no compensation under the Act is, therefore, legally admissible in respect of
accidents occurring in those foreign territories.
2. Liability for compensation. Compensation under Workmen's Compensation Act is payable

only when a personal injury is caused to a workman by accident arising out of and in the
course of his employment. The Administration shall not, however, be liable to pay any
compensation.
(a) In respect of any injury which does not result in the total or partial disablement of the
workman for a period exceeding three days.
(b) In respect of any injury not resulting in death caused by an accident which is directly
attributable to-
(i) The workman having been at the time thereof under the influence of drink or drugs, or
(ii) The wilful disobedience of the workman to an order expressly given or to a rule
expressly framed, for the purpose of securing the safety of a workman, or
(iii) The wilful removal or disregard by the workman of any safety guard or other device
which he knew to have been provided for the purpose of securing the safety of
workmen.
3. Notice to the Commissioner-
(a) In the case of accidents, which result in the death of railway servants or Contractor's
servants doing work for the railway, employed otherwise than in clerical capacity, within
railway premises, the Divisional Officer concerned shall, within seven days of the date of
death, send a report to the Commissioner in the prescribed form. In the case of staff
governed by the Factories Act, etc, the forms laid down in those Acts for this purpose
shall be used for reporting the fact to the Commissioner.
(b) This notice shall always be sent irrespective of whether the deceased workman, was or
was not on duty at the time-In the latter case the Commissioner's attention shall be
drawn to it specifically.
(c) Copies of such reports shall be sent to the General Manager and the Head of the
Department.
Para No. 3.5.4 (a) Annexure: 3-A13 - contd.
Payment of Wages Act

1. Application. The Payment of Wages Act applies to the payment of wages to persons
employed in any factory and to persons employed (other than in a factory) upon any railway
by a Railway Administration or, either directly or through a subcontractor, by a person
fulfilling a contract with a Railway Administration and employing or having employed twenty
or more persons on any day of the preceding twelve months.
2. Wages. Means all remuneration (whether by way of salary allowance or otherwise)

expressed in terms of money or capable of being so expressed which would, if the terms of
employment, express or implied, were fulfilled, be payable to a person employed in respect
of his employment or of work done in such employment.
3. Main Provisions of the Act—
(a) Responsibility far Payment of Wages.—Every employer shall be responsible for the
payment to persons employed by him of all wages to be paid under this Act. In factories,
the person named as the Manager of the factory will be responsible for the payment.
(b) Fixation of wage periods.—Every person responsible for the payment of wages to
persons employed by him shall fix periods in respect of which such wages shall be
payable and no wage period shall exceed one month.
(c) Time of payment of wages.—Wages shall be paid on a working day within 7 days of the
last day of the wage period in an establishment where less than 1000 men are employed
and in other establishments before the expiry of the tenth day.
When the employment of any person is terminated by or on behalf of the employer, the
wages earned by him shall be paid before the expiry of the second working day from the day
on which his employment is terminated.
(d) Deductions which may be made from wages.- The wages of an employed person shall be
paid to him without deductions of any kind except those authorised by or under this Act.
(e) Deductions for absence from duty.—Deductions may be made only on account of the
absence of an employed person from the place or places where he is required to work, such
absence being for the whole or any part of the period during which he is so required to work.
(f) Deductions for damage or loss.—A deduction for damage to or loss of goods not exceeding
the amount of the damage or loss caused to the employer by neglect or default of the
employed person. Deductions under this clause shall not be made unless it is established—
(i) That the money or goods lost or damaged was expressly entrusted to the custody of
the employees concerned, and
(ii) That the cause of such loss or damage is directly attributable to his neglect or default.
(g) Display of notices.—The person responsible for the payment of wages to men employed
in a factory shall cause so be displayed in such a factory a notice containing such
abstract of this act and of the rules made thereunder in English and in the language of
the majority of persons in the factory as may be. prescribed by the Government.
Chapter 4: Budget Estimates, Expenditure, Budget Control
and Completion Reports
Section 1: Introduction - Budget Terms
4.1.1 Budget Estimates: Every Railway Administration has to prepare estimates of
expenditure expected to be incurred by it in a year and submit them on
prescribed dates well in advance of the beginning of that year to the Railway
Board for obtaining the sanction of the Parliament or the President. Such
estimates are called "Budget Estimates".
4.1.2 Demand for Grants: On the basis of the Budget Estimates received from the
various Railway Administrations and other spending units, the Railway Board
prepare their "Demand for Grants" and present them to the Parliament or the
President, as the case may be, for sanction.
4.1.3 Grants and Appropriations: The 'Demands for Grants' as finally approved by
the Parliament are called the Budget 'Grants' and those sanctioned by the
President without reference to the Parliament are called 'Appropriations'.
4.1.4 Budget Orders and Allotments
(a) Railway Grants and Appropriations for a year are distributed by the Railway
Board to the various Railway Administrations and other spending units directly
under the Railway Board, through what are known as 'Budget Orders'. The
Budget Orders are accompanied by the Budget Documents.
(b) Grants and Appropriations distributed to the various Divisions and spending
units are called Budget Allotments.
4.1.5 Budget Documents: The complete Budget, is printed in the form of books as
under:
(a) Demands for Grants.
(b) Explanatory Memorandum showing the financial results of the year.
(c) Works, Machinery and Rolling Stock Programme of Railways.
4.1.6 Re-appropriation: The transfer of funds originally assigned for expenditure on

a specific object to supplement the funds sanctioned for another object is called
"Re-appropriation". The powers of the Railway Board and Railway Administration
in respect of re-appropriation are detailed in Chapter III of the Indian Railway
Financial Code Volume I (extracts at Annexure: 4-A1).
4.1.7 Review of Expenditure: The sufficiency or otherwise of the sanctioned budget

allotments shall be reviewed periodically by each Railway Administration on the
basis of expenditure actually incurred upto the time of review and the anticipated
expenditure during the remaining portion of the financial year. The detailed
procedure in regard to review of Expenditure is contained in Chapter III of the
Indian Railway Financial Code, Volume I (extracts at Annexure: 4-A2).
Chapter 4: Budget Estimates, Expenditure, Budget Control and Completion Reports Page 59 of 530
4.1.8 Major, Minor, Sub, Detailed Heads: All revenue working expenses of the
Railway are classified under 13 sub major heads with separate abstract for each
sub major head. The sub major heads are divided into minor, sub and detailed
heads as detailed in Volume II of the Indian Railway Financial Code (Minor, sub
and detailed heads, relevant to Signaling and Telecommunication are at
Annexure: 4-A3).
4.1.9 Revenue and Works Budgets: Budget estimates of the Signal and
Telecommunication Department comprise mainly of the following:
(a) Estimates of Working Expenses: These are based on the Working

Expenses for the repairs and maintenance of Signaling, interlocking and
Telecommunication Services and comprise estimates of expenditure against
Demand Nos. 3,7 and 8 referred to in Para 4.1.8.
(b) Works Budget: Open Line Works Budget otherwise known as 'Annual
Works Programme' comprises estimates of requirements for Works against
Demand No. 16.
(c) Plant and Machinery Programme comprises estimates of requirements for

Machinery and Plant against Demand No. 16.
4.1.10 Compilation: The Revenue Budget or Estimate of Working Expenses is

compiled in the prescribed forms in the Headquarters Office on the basis of
proposals submitted by the Divisions/Extra Divisional Units in accordance with
instructions contained in Chapter III of the Indian Railway Financial Code.
Volume I (extract at Annexure: 4-A4).
4.1.11 Detailed Instructions for Administering the Budget are contained in Chapter
III of the Indian Railway Financial Code (extract at Annexure: 4-A7).
Section 2: Works, Machinery and Rolling Stock Budget

4.2.1 Detailed Instructions for Preparation and Submission
Detailed instructions for preparation and submission of Works, Machinery and

Rolling Stock Budget are contained in Chapter III of Indian Railway Financial
Code, Volume I (extracts at Annexure: 4-A5).
The classification of expenditure by primary units of expenditure are contained in
Volume II of the Financial Code (Heads relevant to Signal and Telecommunication
Department at Annexure: 4-A6).
4.2.2 Compilation of Plant and Machinery Programme
(a) The detailed instructions for the preparation and submission of the Plant and
Machinery Programme are contained in Chapter XV of the Indian Railway
Code for the Mechanical Department (Workshops).
(b) The requirements of machinery in Signaling and Telecommunication

Workshops shall be collected and shown in Plant and Machinery Programme.
The description of machinery, number, allocation, cost etc. shall be shown
on the prescribed forms and submitted along with the programme. This
programme should be as per the schedule of Works Programme.
Section 3: Maintenance of Accounts
4.3.1 Code Rules: Rules in regard to the maintenance of Open Line accounts are
contained in Chapter XIV of the Indian Railway Code for the Engineering
Department.
4.3.2 Accounting
(a) The expenditure incurred is brought to account through various vouchers.

Subject to such powers as may be delegated to him, the Divisional Signal
and Telecommunication Engineer/Divisional Signal and Telecommunication
Engineer incharge may incur expenditure on all ordinary maintenance works
and establishments upto the limits of the provision in the Revenue Budget
Estimates, sanctioned for his unit for the year.
(b) All vouchers, such as debit notes for stores supplied, freight bills shall be
carefully scrutinised before acceptance as to the reasonableness and
propriety of the debits raised. Wherever necessary, such debits shall be
correlated and checked with the initial records in the office, such as indents
and work orders on Workshops and necessary endorsements made
thereon.
4.3.3 Departmental Registers on Extra-Divisional Units
(a) Revenue Allocation Register: The Deputy Signal and Telecommunication

Engineer/ Divisional Signal and Telecommunication Engineer incharge of an
Extra-Divisional Unit shall maintain a Register of Revenue expenditure, if
any, incurred by him under the relevant grants in order to keep himself
acquainted with the progress of expenditure in his unit as compared with the
sanction in the Authorization Rolls. The detailed instructions in regard to the
maintenance of Revenue Allocation Register are contained in Para 1469 of
Engineering Code (Annexure: 4-A8).
(b) Register of Works: The object of maintaining the Register of Works and
Instructions in regard to maintenance of the same are contained in Paras
1472, 1473, 1474 and 1475 of Engineering Code (Annexure: 4-A9).
(c) Reconciliation of Registers: The registers of the Extra-Divisional Office

shall be sent monthly to the Accounts Office with a clerk on such dates as
mutually agreed upon in order that the entries made therein may be
reconciled with similar registers maintained in the Accounts Office.
4.3.4 Departmental Registers on Divisions: On Divisions where the initial accounts

are maintained by the Accounts Department, neither Allocation Register nor
Register of Works need be maintained by the Departmental Officers. There will
be only one set of registers and these will be maintained by the Accounts
Officer both for his own use and for that of the other Departmental Officers, who
will continue to be responsible for the efficient control of expenditure against
estimates and allotments.
Section 4: Control over Expenditure
4.4.1 The manner in which the budgetary and expenditure control is to be exercised
by the various units is indicated in Chapter V of the Indian Railway Financial
Code (relevant extract at Annexure: 4-A10).
4.4.2 Indents and Work Orders
When passing requisitions for materials and tools, for works or maintenance, Sr.
Divisional Signal and Telecommunication Engineer/Deputy Signal and
Telecommunication Engineer/Divisional Signal and Telecommunication Engineer
incharge shall ensure that the amounts involved are within the allotments and
also within provision in the sanctioned estimates.
Before execution of agreements and work orders with contractors the Sr.
Divisional Signal and Telecommunication Engineer/Deputy Signal and
Telecommunication Engineer/Divisional Signal and Telecommunication Engineer
incharge shall ensure that these have been carefully checked in every respect.
Rates allowed in bills received from firms shall be carefully scrutinized before
they are passed for payments.
Section 5: Completion Reports

4.5.1 Code Rules: Rules in regard to the preparation and submission of Completion
Reports are contained in Chapter XVII of the Indian Railway Code for the
Engineering Department (relevant extracts at Annexure: 4-A11).

S.No Annexure No. Description
1 4-A1 Powers of the Railway Board
2 4-A2 Review of Expenditure
3 4-A3 Revenue Expenditure
4 4-A4 Preparation of the Budget
5 4-A5 Works Machinery and Rolling Stock Budget
6 4-A6 Classification of Capital and other Works Expenditure
7 4-A7 Distribution of Funds by the Railway Board
8 4-A8 Revenue Allocation Registers
9 4-A9 Register of Works is a Collective Record of Expenditure Designed
10 4-A10 Revenue and Works Expenditure
11 4-A11 Completion Report
Powers of the Railway Board
(Extract of Chapter III of Indian Railways Financial Code, Volume I)
(1) Powers of the Railway Board: Within the amount of a grant as voted by the Parliament,
the Railway Board have full power of transferring the provision from one sub-head to
another by a formal order of re-appropriation but re-appropriations, from one grant to
another are not permissible. Under Grant No. 16 no re-appropriation of funds is
permissible between Capital, Railway Funds and Revenue even though re-appropriation
is permissible between the various sub-heads of grant viz., the various plan heads. As
regards "Charged" expenditure there are no restrictions on the powers of the Railway
Board to transfer provision from one sub-head to another by a formal order of re-
appropriation but no re-appropriation is permissible from one grant to another from
"Charged" heads to "Voted" heads or Vice Versa. (Para 376)
(2) Powers of Railway Administrations: No re-appropriation is permissible between "Voted"
and "Charged" allotments or between the allotments made under one grant and another.
In the case of Grant No. 16 no re-appropriation is permissible between the Capital Railway
funds and revenue. The re-appropriations. (Para 377)
(a) to and from the provision for the following plan heads under Grant No. 16:
(i) New Lines (Construction);
(ii) Gauge Conversion;
(iii) Electrification Projects;
(iv) Track renewals;
(v) Staff quarters } Staff Welfare Works.
(vi) Amenities for staff } Staff Welfare Works.
(vii) Passenger Amenities and other Railway Users' amenities.
(b) to and from the provision for "Payments to other Railways" in Grant No. 9, and;
(c) to and from the provision for "Suspense" in Grant No, 12 require the prior approval of
the Railway Board.
(3) The amount allotted to the Railway administrations under the Civil Grant for "Interest on
debt and other obligations and reduction or avoidance of debt" is distributed under the
following units of re-appropriations, viz.,
(a) State Provident Funds;
(b) Railway Staff Benefit Fund;
(c) Eastern Group Sleeper Control Provident Fund;
(d) Indian Railways Conference Association Employee's Provident Fund;
(e) Depreciation Reserve Fund, Railways;
(f) Revenue Reserve Fund;
(g) Railway Development Fund;
(h) Accident Compensation, Safety and Passenger Amenities Fund, and
(i) Pension Fund.
No re-appropriation is permissible from one unit to another.
(4) Other re-appropriations may be sanctioned by the Railway Administrations but no re-
appropriations are permissible after the close of the financial year i. e., 31st March. The
re-appropriations by Railway administrations should not be made haphazardly on the
basis of individual items of expenditure where the original provision is exceeded, nor
should they be postponed to be made only towards the end of the year. The Railway
administration should review the position as a whole at intervals and carry out the
necessary re-appropriations. When funds have to be provided for new expenditure under
one of the sub-heads and the administrations are definitely in a position to transfer the
grant from another sub-head for this purpose, the appropriations should be made
promptly. The whole object is to ensure that, as far as possible, funds which are not
required are withdrawn from disbursing officers as soon as it is definitely known that
they are not required, and incidentally to provide that any really unavoidable
expenditure is met from such savings as far as possible. (Para 379)
(5) All proposals far re-appropriation of funds which are beyond the General Manager's
powers shall be submitted to the Railway Board sufficiently early to admit of action being
taken before the close of the financial year. (Para 380)
Form No. F. 383
Review of Expenditure
(1) Review of Expenditure: Railway Administrations should review their expenditure in August to see whether any modifications are necessary in
the allotments placed at their disposal. The review in respect of each grant should be submitted to the Railway Board in Form No. F-383 so as
to reach them not later than 1st September each year. (Para 383)
Statement showing …………………………….. necessary in the allotments under Grant No. ……….…. during ………….
(in thousands of rupees)

Variations between
Actuals last year Latest Estimate, Current Year
Amount Columns (10 and 7) Brief
Total
Detailed Actuals Approxi advanced from reasons
Total for Budget Columns 8
heads First Four Full first mates Full the Contingency Excess Savings for large
first four Current and 9
months year three for year Fund (+) (-) variation
month year
month month
1 2 3 4 5 6 7 8 9 10 11 12 13
Detailed
heads of
the Grant
Total…
(2) The Administrations should review the position in as much detail as possible at the time, and if there is any new expenditure which was
definitely not anticipated in the budget and which cannot be postponed without serious detriment to safety or efficiency, they should examine
whether such expenditure can be met by saving in expenditure provided for in the budget, when such savings can be foreseen or can be
achieved without serious damage. The review should show whether such examination discloses the necessity of additional grants or the
possibilities of net savings, in order to enable the Board to set off savings on one railway against excesses on another and to arrive at one
estimate of the net additional grant required if any. (Para 384)
(3) Final Modification Statement: The Railway Board should be furnished, for each grant separately, so as to reach them not later than the 21st
February each year, with statements showing the additional allotments required (both voted and charged) or surrenders to be made, during
the cur rent financial year under each head of appropriation, as prescribed in the budget orders, and requiring the sanction of the President.
The variations between the Final modified allotment required and the revised estimates as fixed by the Board should in all cases be supported
by adequate explanations of the reasons for the demand or surrender. (Para 315)
(4) The railways should, however, continue to review the budgetary position further on submission of the Final Modification statements and any
modification that may be considered necessary as a result of new factors visualized and the further review of budgetary position should be
advised telegraphically to the Board so as to reach them on the 1st of March or any other date in March which would be advised to the Railways
by the Board. (Para 386)
(5) Any important changes subsequently found necessary, should be intimated before the 20th March of the year, to enable President to accord
sanction to them where possible, so that the Railway Administration may sanction in time, before the 31st March of the year, any re-
appropriations to cover the anticipated excess over allotments. (Para 388)
Note: Latest Proforma of above table shall followed.
Revenue Expenditure
(Extract of Indian Railways Financial Code, Volume II)
S. Demand Main Heads Sub-Heads

Abstract Name of Demand
No No. No. Name No. Name
1 3 ‘A’ General 800 Signal and 810 Administration.
Superintendance Telecommunicati 820 Signalling.
and Services. on Management
830 Telecommunication
840 Workshop, Drawing
and Estimating.
870 Miscellaneous
Expenses.
890 Credits and
Recoveries.
2 7 ‘E’ Repairs and 100 Establishment in 110 Officers and Office

Maintenance offices Establishment (S&T)
Plant and
120 Supervisory Staff and
Equipment
their Office Staff/S&T.
130 Contingent
Expenses/S&T.
500 Plant and 510 Mechanical Signalling

Equipment 520 Electrical Block
(Signalling) Signalling
530 Electrical Power
Signalling
540 Other Repairs and
Maintenance.
550 Miscellaneous
Expenses.
600 Plant and 610 Microwave

Equipment Multichannel Radio
(Tele- Relay System and
communication) Wireless System.
620 Railway Telephone
Exchange.
630 Line Communication
System.
640 Other Expenses.
Chapter 4 Budget Estimates, Expenditure, Budget Control and Completion Reports Page 67 of 530
S. Demand Main Heads Sub-Heads
Abstract Name of Demand
No No. No. Name No. Name
700 Rental to BSNL for 710 Circuits of Signalling
Signalling and System.
Telecommunicati 720 Line Wire.
on Circuits.
730 Administrative
Telephone.
700 Signalling and 740 V.F.T. Channel.

Telecommunicati 730 Other Operating
on. Expenses
3 8 ‘F’ Operating 500 Cost of Training 510 Other than Hindi,

Expenses, Rolling Staff. Medical Health and
Stock and Welfare.
Equipment.
4 12 ‘K’ Miscellaneous 100 Appropriation to 160 Signal and

Working Depreciation Telecommunication
Expenses. Reserve Fund. Department.
5 14 ‘M’ Appropriation to 500 Appropriation to 510 Appropriation to

Funds. Accident Accident
Compensation, Compensation, Safety
Safety and and Passenger
Passenger Amenity Fund.
Amenity Fund.
Note: Sub heads are further divided into Detailed Heads. The expenditure is classified into
primary Units (objects) of Expenditure. For further details, Revised Classification of accounts
of expenditure and earnings may be referred to.
Preparation of the Budget
(1) For the preparation of the Budget by the Railway Board, the Railway Administrations and
other authorities empowered to incur expenditure are required to submit to the Railway
Board their revised estimates for the current year and budget estimates for the following
year on the dates prescribed below: (Para 307)
Revenue Demands 2 to 15 .. .. .. .. 1st December.
Works Demand 16 .. .. .. .. .. .. .. .. 23rd December.
The revised estimates are required in respect of the current year and Budget Estimates
for the following year.
(2) Responsibility for framing the Estimates: Preparation of the Revised and Budget Estimates
should commence at the 'grass root level' i. e., Division, Workshop, Stores Depot, etc., as
the case maybe. The entire responsibility for framing the estimates devolves upon the
spending/earning authorities concerned, though the actual work of compilation and
scrutiny would rest with the Financial Adviser and Chief Accounts Officer who would also
draw the attention of the General Manager to matters of purely financial impart. (Para
309)
(3) The estimates should be as accurate as possible and, to achieve this object, care should be
taken to see that the data on which the forecast is based is adequate and reliable and that
the conclusions arrived at from the data can be sustained by past experience and future
expectations of likely events. (Para 310)
(4) No stereotyped method of estimating will be helpful in forecasting accurately, unless the
data on which the forecast is based is selected with due care and all the useful
knowledge is brought to bear on the conclusion to be derived from the data. The manner
in which the data required for the preparation of the estimate should be collected is,
therefore, left to the General Managers, but the general principles on the basis of which
the various estimates should be framed are described, wherever necessary, in the
following paragraphs. (Para 311)
(5) The Revised and Budget Estimates should be framed by the various concerned authorities
separately for
(i) Ordinary Working Expenses and (Para 312).
(ii) Works Expenditure.
(6) The estimates of expenditure in respect of each demand should be prepared in duplicate,
the figure being given in thousands of rupees. In preparing their estimates the Railway
Administrations should ensure that the figures of actual expenditure for the preceding
year shown in the estimate agree with those reported to the Railway Board. The figures
of actual expenditure for the current year should represent the latest data. (Para 325)
(7) Explanation of variations: A brief narrative explanation should be given of the causes
(with amounts involved in each case) of substantial differences between the figures
adopted for the revised estimates of the current year and (i) the actual of the previous
year, and (ii) budget allotment for the current year. Similar explanation should be given
for differences between the figures of the budget estimate of the ensuing year and the
revised estimate of the current year. Large variations which compensate each other
should also be indicated. (Para 326)
(8) The revised estimate for the current and the budget estimate for the next year should be
fixed after taking into account the expenditure of the previous year and comparing the
expenditure during the first seven months of the year with the corresponding period of
the previous year. A full explanation of special features and any exceptional and
abnormal adjustments (with amounts involved) included in each period of the pervious
and current year as also in the next year, should be given in the explanatory note
accompanying the estimates. The financial effect of variations on account of specific
reasons should be clearly brought out under each Demand. (Para 327)
(9) When the expenditure anticipated in the last five months of the year is disproportionate
as compared with (i) the first seven months of the year or (ii) the corresponding period
of the previous year, reasons for the disproportionate expenditure should be given in the
revised estimate. Special and non-recurring items of expenditure in a year should show a
corresponding saving in the following year. Likewise, when transfers are made from one
demand to another due to changes in classification, the saving shown under one demand
should agree with the excess shown under the other demand.
Works Machinery and Rolling Stock Budget
(1) Works Machinery and Rolling Stock Budget: The revised and budget estimates for
expenditure on construction acquisition, and replacement of assets (briefly known as the
Works Budget) are prepared in the form of the Works Machinery and Rolling Stock
Programmes. The Works Programme is required to be prepared in accordance with the
instructions embodied in Chapter VI of the Indian Railway Code for the Engineering
Department. (Para 5.12 may be referred to) (Para 346).
(2) There is one single Demand for Grant for Works Budget viz., Demand No. 16 − Assets
Acquisition, Construction and Replacement; and expenditure whether met out of loan
obtained from the general exchequer or internal resources of Railways viz, 'Revenue', the
'Depreciation Fund', the 'Development Fund' and 'Accident Compensation', Safety and
Passenger Amenities Fund in the case of last named fund, expenditure on safety works
and passenger amenities works only, is included in this Demand. Works Demand provides
for booking of expenditure by − various plan heads; the list of Plan Heads is as follows:
Code No. of
Description of Plan Heads
Plan Head
11 New Lines (construction)
12 Purchase of new Lines
.. .. ..
14 Gauge conversion
15 Doubling
16 Traffic facilities – Yard remodeling and others
29 Road Safety Works
33 Signalling and Telecommunication Works
34 Taking over of line wires from BSNL Departments
35 Electrification projects
.. .. ..
41 Machinery and plant
42 Workshops including production units
.. .. ..
64 Other specified Works (OSW)
65 Training/HRD
Classification of Capital and other Works Expenditure
(Extract of Indian Railways Financial Code, Volume II)
The sources of financing will be indicated in the beginning by the following alphabets:
P – Capital.
Q – DRF.
S – DF
RRSK
V – SF…
U – Revenue.
The next 4 digits will represent the Main, Sub and Detailed Heads of Classification, as
illustrated below:
Classification of Capital and other Works Expenditure
Sl. Name of Main Heads Sub-Heads

Demand Abstract
No. Demand No. Name No. Name
1. .. .. Assets, 1100 New lines (Construction). 1170 Equipment Plant

Acquisition, and machinery*.
construction 1180 General Charges
and other Establishment. ++
Works
Expenditure 1400 Gauge Conversation. Same sub and

detailed
1500 Doubling. classification as
1600 Traffic facilities Yard under no. 1100
Remodelling and others. with codified
digits for the
relevant plan
Head.
3300 Signalling and Do.

Telecommunication
works.
3400 Taking over of line wires Do.

from P. & T. Department.
3500 Electrification projects. Do.
*(Detailed Heads No.1173, 1177 for S&T and 1179 for Motor Vehicles).
++ (Detailed Head 1187 for S&T).
Distribution of Funds by the Railway Board
(1) Distribution of Funds by the Railway Board: The Grants as voted by the Parliament and
the appropriations for the charged expenditure as sanctioned by the President, are
distributed by the Railway Board among the Railway Administrations and other
authorities subordinate to them, as soon as possible, after the Budget is sanctioned. The
sums so distributed are called "Allotments" and the orders by means of which the
allotments are made are called "Budget Orders". The allotments made out of funds
voted by the Parliament are shown as "Voted" and those fixed by President are shown as
"Charged". (Para 361)
(2) The Budget Orders are accompanied by the final issues of "Demands for Grants" and
"Works, Machinery and Rolling Stock Programmes" containing the detailed distribution of
the Budget allotment made to The Railway administrations for working expenses and
Capital, Depreciation Reserve Fund, Development Fund, Open Line Works (Revenue) and
Accident Compensation, Safety and Passenger Amenities Fund expenditure. The Budget
allotment made to a Railway administration is intended to cover all charges, including the
liabilities for past years to be paid during the year or to be adjusted in the accounts for it. It
shall be operative until the close of the financial year. Under the “doctrine of lapse" any
unspent balance shall lapse and shall not be available for utilization in the following year.
(Para 362)
(3) In the event of the Budget Orders of the Railway Board not being received before the
commencement of the financial year, the Railway administrations are empowered to
incur expenditure, pending the receipt of the Budget Order, on works which were in
progress at the end of the previous financial year. All expenditure incurred under this
rule must be treated as a charge, against the allotment eventually made for such works.
(Para 363)
(4) Distribution of Funds by General Managers to Lower Authorities: Subject to the other
provisions of this Chapter or of any general or specific orders issued by the Railway
Board, a General Manager is expected to take steps immediately to distribute the funds,
placed at his disposal, to authorities subordinate to him in such manner as he may
consider most suitable, provided that the total of the sums so allocated does not exceed
that total of the grant placed at his disposal. In making this initial distribution, he may, at
his discretion, keep a sum unallotted as a reserve for emergencies that may arise in
future. He may also vary the initial distribution as necessity arises during the course of
the year. In regard to "Carry over" works, the latest information as to the necessity and
extent of funds required for such works should be obtained from the authorities
concerned and taken into consideration in making the initial distribution. (Para 365)
(5) No expenditure shall be incurred by an authority without the allotment of necessary

funds. The authorities to whom the funds are allotted, shall be responsible to report at
once to the next higher authority the probability of any lapses or excesses over the sums
placed at their disposal. ln exceptional cases, where expenditure is authorized in
anticipation of the allotment of funds, or in excess of the existing provision, the
authorizatio should be followed, as soon as possible, by a formal allotment of funds to
the extent required. (Para 367)
(6) The expenditure on each work shall be limited to the sum allotted for it. If for exceptional
reasons, expenditure in excess of Budget allotment has to be incurred and if the
authority incurring the expenditure is either not in a position to find funds by re-
appropriation or is not empowered to sanction a re-appropriation thereof, application
for additional funds shall be made to the next higher authority slating how the
expenditure is proposed to be met. In doing so, it should invariably be explained why the
need for the expenditure was not foreseen in time for inclusion in the Budget and why
the outlay cannot be postponed to the next financial year. In each case a copy of the
order making the allotment or sanctioning a re-appropriation shall be sent to the
Accounts Officer concerned by the authority issuing the order or sanctioning the re-
appropriation. (Para 368)
(7) Responsibility of Railway Administrations in case of Excesses of Lapses: The Railway

administrations shall be responsible to ensure that no expenditure is incurred in excess
of the Budget allotments made to them. Should it become apparent at any time that the
grant for the year is likely to be exceeded from any cause whatsoever, the General
Manager should report the position to the Railway Board and apply for additional funds.
No liability may be incurred in one year against anticipated grants of a succeeding year
except that advance commitments for procurement of stores for works may be made as
provided in para 812-S to the extent authorised by the Railway Board from time-to-time.
(Para 371)
(8) It shall also be the duty of the administrations to see that the allotments made to them
are fully expended, in so far as in consistent with economy and the prevention of large
expenditure in the last months of the year for the sole purpose of avoiding lapses. They
shall be responsible for ensuring that money which is not likely to be needed during the
year is promptly surrendered so as to allow of its appropriation for other purposes. (Para
372)
(9) Powers of Railway Administrations in regard to emergent and inevitable expenditure:

Notwithstanding the provisions of paragraph 7 above, the commencement of works
urgently necessary to safeguard life or property or to repair damage to the line caused
by flood, accident, earthquake or other unforeseen contingency, so as to restore or
maintain through communication may be authorised by the Executive Engineer, but he
should at once submit a report through the usual channel to the authority competent to
give administrative approval to the work and to allot the required funds. (Para 373)
(10) Expenditure to meet a sudden increase in traffic or for ensuring the safe operation of
traffic may be incurred with the personal sanction of the General Manager in
anticipation of the allotment of necessary funds by the Railway Board provided that the
Financial Adviser and Chief Accounts Officer concurs. This power cannot be delegated
and can be exercised by the General Manager only where the expenditure is within his
power of sanction. In all cases where this requires an allotment of additional funds, a
report showing the expenditure involved and the additional funds required should be
submitted to the Railway Board, as soon as possible. (Para 374)
Revenue Allocation Registers
(Extract of Indian Railways Engineering Code)
The entries in the Revenue Allocation Registers maintained in the Accounts Office shall be
sub-divided as under:
Cash,
Transfers,
Stores.
and sufficient space should be left after each head for the entries which normally come
under it. Alternatively, separate registers may be maintained to record the expenditure in
these three divisions, in which case a separate summary will have to be prepared to arrive at
the total expenditure under the various heads of revenue classification. The sanctions by
heads of accounts as given in the Authorization Rolls or the Distribution Statement of Budget
allotment should be entered in red ink at the head of the several Abstracts so as to form a
ready means of comparison and check with the outlay and to admit of this being done the
grand total expenditure for each month will be deducted at the foot of the abstract form
(Form E. 1469), the sanctioned amount and the balance thus arrived at will be carried
forward in red ink from month to month. At the end of the month when the Registers have
been totalled, the 'Cash' totals will be agreed with the debits to 'Demands Payable' in the
Monthly Classified Abstract of Cash transactions and a journal slip will be prepared crediting
'Demands Payable' and debiting the various abstracts of the Revenue Accounts. (Para 1469)
ALLOCATION REGISTER
(Abstract ‘A’ to ‘H’ and ‘J’ to ‘N’)
For the month of ………………………………. 20…………. Allotment for the year. 20
Detailed Heads of
Particulars Voucher
Sl. Accounts as per Grand Sl.
of Total* Remarks
No. No. Date Revenue Classifications Total No.
Transactions
and Demand Heads
Rs. P. Rs. P. Rs. P. Rs. P. Rs. P.
Total for the month ………………………………………….

Add total to end of previous month …………………………
Total to end of the month ……………………………………
__________________________________________________________________________
* In Column (5) under Total should be posted “Wages and Materials’’ or “Ordinary and
special’’ According to the requirements of the rules.
Note: The expenditure (Other than on surveys) under the major head 345-A/B Policy formulation
direction, research and other Miscellaneous Organisations should be recorded in a separate
register in accordance with the prescribed classification.
Register of Works is a Collective Record of Expenditure Designed
(Extract of Indian Railways Engineering Code)
(1) Register of works is a collective record of expenditure designed:
(i) for effecting control of expenditure on works with reference to estimates, by

facilitating comparison between the expenditure incurred on each work and the
detailed provision made in the estimate for work; (Para 1472)
(ii) for effecting budgetary control, by facilitating a comparison between the budget
allotment for the work and the actual expenditure to the end of the month; and
(iii) to enable any material modification occurring being spotted.
(2) Single set of works registers: Detailed Register of Works in form E-1473 given below
should be kept for all sanctioned works including those chargeable to Revenue, 'New
minor works', showing the amounts of estimates sanctioned. This register shall be
maintained in the Accounts Office both for open line and construction organisation.
(Para 1473)
………………….. RAILWAY Form E-1473

WORKS REGISTER
Name of work……………………………………………………………………………
Authority…………………………………………………………………………………
Capital………………………………………...Rs. Cash ……………………………..Rs.
Depreciation Fund…………………….............Rs. Stores ……………………………Rs.
Development Fund……………………………Rs. Total ……………………………..Rs.
Accident compensation Passenger
Amenities Fund……………………………………………………………………………
Open Line Works-revenue…………………………………………………………….….
Revenue…………………………………………………………………………………Rs
Date of commencement…………………………………………………………………...
Date of completion……………………………………………………………………….
Budget Allotment for the year…………………………………………………..............Rs
Original estimate No………………………………………………………………………
Revised Estimate No………………………………………………………………………
Annexure: 4-A9 (Contd.)
Items of Estimate Heads of Accounts Value of Total charges

Advance
material
payments
No of Material received in
Amount
Amount
Amount
Amount
Date Particulars Development for supply at site advance of
Vouchers Capital DRF Revenue Cash Store total
Fund of
payment of
materials
contractor
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
(3) This register should show the amount of estimate sanctioned, the budget allotment and details of expenditure on each work by heads of
accounts and in addition under sub-heads of estimates in case of track renewal works estimated to cost Rs. 3 lakhs and over and Rs. 1 Lakh
over and in the case of other works. In this register sub-heads of estimate estimated, to cost less than Rs. 10,000 need not be separately
detailed, but may be grouped together as may be found convenient. The Register may be arranged by detailed heads of classification (for
works falling under the demand relating to creation and replacement of assets) separate folios being set apart for each work. At the close of
every month the register of works should be totalled up and the monthly, yearly and 'up-to-date' totals for each work struck. The register of
works should be preserved for a period of 10 years. (Para 1474)
(4) In posting the Register of works in the case of works, the accounts of which are kept by sub-heads, the last column relating to each work
will always show the 'total charges', the last column but one will show 'value of materials received in advance of payment to contractors',
the last column but two will show the value of the 'materials-at-site' and the last column but three will show 'advance payment for supply
of materials'. In case of works, the accounts of which are not kept by sub-heads, the value of 'materials-at-site' need not be separately
shown but the value of materials received in advance of payment to contractor and advance payment for supply of materials, if any, should
be shown in all cases. (Para 1475)
Revenue and Works Expenditure
(Extract of Chapter V of Indian Railways Financial Code)
(1) Revenue and Works Expenditure: As all Railway expenditure, other than that 'charged'
on the Consolidated Fund of India, is voted in the form of the Demands for Grants, the
budgetary control is intended to ensure that expenditure is incurred for the purposes,
and within the limits, as voted by Parliament. (Para 504)
(2) The exercise of authority for incurrence of expenditure carries with it also the
responsibility for control of expenditure within the authorised limits. Further, these
powers are subject to provisions contained in the various Codes, rules and regulations
and also observance of the standards of financial propriety. (Para 505)
(3) Standards of financial propriety: In the exercise of their financial powers, the sanctioning
authorities must pay due regard to the following principles: (Para 116)
(i) The expenditure should not prima facie be more than the occasion demands, and that
every Government servant should exercise the same vigilance in respect of expenditure
incurred from public moneys as a person of ordinary prudence would exercise in
respect of the expenditure of his own money.
(ii) No authority should exercise its powers of sanctioning expenditure to pass an order
which will be directly or indirectly to its own advantage.
(iii) Public moneys should not be utilised for the benefit of a particular person or section
of the community unless
(a) the amount of expenditure involved is insignificant; or
(b) a claim for the amount could be enforced in a court of law; or
(c) the expenditure is in pursuance of a recognised policy or custom.
(iv) The amount of allowances, such as travelling allowances, granted to meet expenditure
of a particular type, should be so regulated that the allowances are not on the whole
sources of profit to the recipients.
(4) Revenue Expenditure: The revised and budget estimates of ordinary working expenses
submitted by the General Manager to the Railway Board are based on detailed
estimates of revenue expenditure obtained by him from the various heads of
departments of the railway. On receipt of the allotment from the Railway Board, these
detailed estimates may require modification consistent with the allotment sanctioned by
the Railway Board or as may be deemed necessary by the General Manager. (Para 506)
(5) Within the amounts of the allotments fixed by General Manager for the various spending
authorities in charge of divisions and departments, such authorities have full power to
sanction expenditure on revenue account during the year, subject to the condition that
the specific sanction of the competent authority must be obtained separately to all
items of expenditure on establishment and experimental or special temporary works
where under rules or orders such sanction is necessary; in a case in which the General
Manager has prescribed that detailed estimates should be prepared and administrative
approval and technical sanction obtained before the incurrence of expenditure, the
procedure laid down by the General Manager must be followed. (Para 508)
(6) Revenue Allocation Registers: All revenue expenditure is to be recorded in registers,
which are known as Revenue Allocation Registers, by the various heads of accounts. The
object of these registers is to keep the heads of divisions, and departments informed of
the progress of expenditure against the allotments placed at their disposal by the
General Manager, which should be entered in red ink in the appropriate columns
provided for in these registers, so as to form a ready means of comparsion and check
with the outlay. (Para 512)
(7) Monthly Financial Reviews: The monthly reviews show the expenditure to the end of the
previous month, against the allotments placed at the disposal of the controlling
authorities under each sub-head of the grant for which they are responsible. The review
should be prepared in Form No. 513 and submitted to the controlling authorities every
month, by such date as may be fixed in consultation with them.
Form No.F.51
Proportionate Expenditure upto June

Sub-heads Budget Actual Actual 2021 more (+) or less (%)
Budget
of grant Allotment expenditure expenditure
allotment to
and heads for to end of to end of As compared As compared
end of June
of account 2021-22 June 2021 June 2020 with column with column
2021 (3) (5)
1 2 3 4 5 6 7
Note: The periods have been shown in the Pro forma for the purpose of illustration only.
(8) Expenditure on, acquisition construction and replacement of Railway assets: Separate
allotments are placed at the disposal of Railway Administrations under each Grant for
expenditure on works chargeable to Capital, Depreciation Reserve Fund, Development
Fund, Accident Compensation, Safety and Passenger Amenities Fund, or Open Line
Works Revenue. These allotments are made in lump sums and their distribution over the
various sub-heads and over the works for which they are intended are spelt out in the
"Works, Machinery and Rolling Stock Programmes" which are furnished to the Railways
also with the Budget Orders sanctioning the allotments. These 'Programmes also show,
in the case of works costing over Rs.50,005 each, the total estimated cost of each work,
and the railway administrations are required to exercise a control over expenditure not
only against the allotment sanctioned for the year for each works but also against its
total estimated cost as shown in the Programmes'. In regard to works costing not more
than Rs.30,000 each, a lumpsum is allotted to each Railway administration in the
'Programme', before any expenditure is incurred against the lumpsum allotment; the
estimates of such works should be sanctioned by the General Manager or any lower
authority empowered by him in this behalf. Thus the control of expenditure on railways
is exercised through.
(i) the preparation, in advance, of estimates of the expenditure to be incurred;
(ii) the allotment of funds through Budget Grants for the year, on the basis of these
estimates; and
(iii) the continuous and concurrent review of the expenditure as incurred against the
details of the estimates and against the sanctioned grants, so that revisions of
estimates or re-appropriation of funds are arranged for at the earliest possible point
of time.
The procedure to be followed in Controlling expenditure against estimates is detailed in

Chapter XIV and XII of the Indian Railway Code for the Engineering and Mechanical
Departments, respectively. (Para 517)
(9) Watch over Progress of Expenditures: From the moment expenditure or liability is
incurred on works, a check a regular and frequent intervals should be made on its
progress, both against estimates and against funds. The check should originate in the
lowest executive unit, Viz., a division. (Para 520)
Note: Estimates are prepared for New Minor Works costing over Rs. 5,000 each which are
chargeable to "Open Line Works-Revenue". The provisions in paragraph (10) apply
equally to such works.
(10) The Works Registers (Form No. E. 1474) maintained in each division enable a running
comparison to be made between (Para 521)
(a) the expenditure incurred on each work and the detailed provision made in the
estimate for the work, and
(b) the budget allotment for the work and the actual expenditure to the end of the month.
The executive officer should examine the works registers monthly or at more frequent
intervals, and watch the progress of expenditure on each work, so that any tendency
towards excess over sanctioned estimates may be investigated and curbed or fresh
administrative and technical sanctions obtained in time to cover the anticipated excess.
(11) Review of Expenditure: The Accounts Officer should prepare every month two reviews,
one by sub-heads/Plan heads of the Grant and the other by individual works, and present
them to the authorities concerned by such dates as may be fixed in consultation with
them. (Para 524)
(12) The review of expenditure chargeable to Capital, Depreciation Reserve Fund, Development
Fund, Accident Compensation, Safety and Passenger Amenities Fund Open Line Works
− Revenue by sub-heads/Plan Heads of the Grant should be prepared monthly by the
Accounts Officer in Form No. F. 525. (Para 525)
Form No.F.525
Review showing Progress of Expenditure chargeable to Capital, Depreciation Reserve Fund,

Accident Compensation, Safety and passenger Amenities Fund and Open Line Works-
Revenue to end of ………………
Department……………………………….. Office……………………………………
(Figures in thousands of rupees)

Reasons for
Percentage of variations
Percentage
Sub- expenditure between 1
Total of
head/ Budget to allotment Col.10 & 1
Estimates Appropriate Expenditure to end expenditure of the and brief to
Plan Allotment of June 2020 to allotment
sanctioned corresponding remarks as
head for the (Col.9/Col.2
during the period of last the rate of
Grant year x 100)
year year progress of
No.16
expenditure
Capital DRF DF DF RRSK Total
1 2 3 4 5 6 7 8 9 10 11 12
Date…………………… Signature: ……………………………………...

Designation: ……………………….............
The quarterly reviews for period ending June, September and December may be sent to the
Board by 25th of the second following month to which the figures relate. The review for the
period ending March, will be sent to the Board by 6th August, each year.
Reasons for variations and brief remarks as to the rate of progress of expenditure to be
indicated in Col. 12 of the Form, should be meaningful and should be recorded in consultation
with the spending authorities.
Completion Report
(Extract of Chapter XVII of Indian Railways Engineering Code)
(1) Completion Estimates: In the case of Railway Projects costing over rupees one crore, the
Construction or Abstract Estimate should be closed at the end of one of the first three
financial half years after the date of "opening" (as defined in para 2) as maybe
convenient and a "completion estimate" prepared. The completion estimate is a "stock
taking estimate" and all works not started on that date are excluded from the scope of
the project and are to be dealt with separately. (Para 1701)
(2) In the case of open line projects the date of "opening" should be held to be the date on
which the projects fulfills he purpose for which it was sanctioned. (Para 1702)
(3) Closing the Accounts of a Project: Those items of work which were in progress at the
time of closing of Construction or Abstract should be got completed and the accounts of
the project should be closed as soon as possible. Executive Engineers in-charge of
project should therefore take prompt action to bring to account all charges and credits
pertaining to the projects. They should before closing the accounts of a project, take
steps to liquidate all outstanding liabilities, clear suspense balances, pay up all
outstanding contractor's claims and dispose of all surplus stores and tools and plant
returned from works. After all charges and credits relating to the project have been
booked in the accounts of the project a Completion Report of the project should be
prepared. (Para 1704)
(4) Form of Completion Report: The Completion Report should be prepared in the following
form and brief explanations should be furnished for
(i) excess of not less than 10 per cent or Rs. 25,000 whichever is less over the estimated
provision under each sub-work;
(ii) saving of not less than 20 per cent or Rs. 1 lakh whichever is less, occurring under any
sub-work. (Para 1706)
Note: The Divisional Railway Manager/Deputy Chief Engineer concerned may be empowered
by the General Manager to approve the completion reports of works within the General
Manager's competence in the Works Registers if variations are within 5 per cent of the
sanctioned estimate.
Form No.E.1706
Completion Report for the work ........
Particulars Amount of
Difference
(Heads of Estimate
Actual Remarks and
Account and (with reference
Expenditure Explanations
Description to authority for Excess Saving
of works) sanction)
(5) Completion of Works: In common with works costing over Rupees one crore, a work or
scheme costing less than this amount should be considered as completed when it fulfills
the purpose for which it, when sanctioned, was intended, and when there has been no
expenditure thereon for three months thereafter. All outstanding debits and credits
pertaining to a completed work should as a rule be adjusted in the account of the work
within three months of the date of completion. The accounts of a completed work
should be closed six months after the date of completion and a completion report of the
work drawn. (Para 1708)
(6) A completion report for works costing Rupees one crore and less should subject to the
detailed instructions issued by the Railway Administration, be prepared in the same
form as that for works costing over Rupees one crore. It should compare the actual
expenditure incurred with the sanctioned amount and should give under each sub work
brief explanations of all excesses and savings of over 5 per cent or Rs. 10,000 whichever
is less. The authority sanctioning the estimate may prescribe any additional information
to be submitted along with the completion report. (Para 1709)
(7) A certificate to the effect that necessary addenda or corrigenda to the list of Buildings
have been issued should be recorded on all completion reports for staff quarters and
other buildings. A certificate to the effect that the necessary entries have been made in
the siding registers and the register of deposit works should be recorded on all
completion reports relating to assisted sidings and deposit works. (Para 1710)
(8) A completion report duly verified by the Accounts Officer should ordinarily be submitted
to the authority who accorded the administrative approval to the work for information
or regularisation. In respect of structural and track renewal works costing over Rupees
ten lakhs included in the sanctioned budget with the prior approval of the Railway
Board, and works sanctioned out of turn with the administrative approval of The Railway
Board being beyond the General Manager's power of sanction, the completion reports
may be finally dealt with by General Managers except (a) when they involve an excess
beyond the General Manager's powers of sanction or (b) when a material modification is
involved. For works costing rupees one crore and less the completion report should be
submitted within six months of the completion of work. In the case of works on which
no expenditure is recorded for three consequtive months, the Accounts Officer should
call for the completion reports. If the works are incomplete the executive officer should
advise the Accounts Officer of the probable dates of completion and submission of the
completion reports. Abnormal delay in the submission of reports by the executive
officers should be brought to the notice of the Head of the Railway Administration by
the Accounts Officer. (Para 1711)
(9) Completion Reports of Unfinished Works: If for any reason a work on which expenditure
has been incurred is stopped and if there is no reasonable prospect of completing it in
near future, the account of the work should as in the case of a completed work, be
closed and a completion report drawn and submitted to the authority which accorded
the administrative approval to the work, for information. In the case of structural works,
other than Track Renewal works, costing more than Rupees one crore each for which
administrative approval of the Railway Board is obtained by the submission of separate
Abstract Estimates notwithstanding their specific inclusion in the sanctioned budget, the
completion reports in such cases should be submitted to the Railway Board, duly verified
by the Financial Adviser and Chief Accounts Officer. (Para 1713)
(10) Completion Statements: As a general rule, a completion report should be submitted in
respect of each completed work. Neverthless, in the case of works, the expenditure on
which is within the competence of the head of the railway to sanction, a formal
completion report on the prescribed from need not be prepared. In such cases all the
information required in the Completion Report form, the certificate of the Accounts,
Officer and the sanction of the competent executive authority may be recorded in the
register of works under the relevant accounts Completion Statements showing the
following information being prepared and recorded under the orders of the competent
executive authority, after verification by the Accounts Officer: (Para 1714)
(i) Reference to estimate.
(ii) Amount of sanctioned estimate.
(iii) Actual expenditure as fina
lly booked.
(iv) Brief explanation of excess or saving.
Note: The provisions of this paragraph do not apply to works, for which detailed estimates
are not required to be prepared.
(11) Expeditious closing of Accounts of Works: The account of a work costing rupees one
crore and less should not be kept open beyond three months of the date of its
completion. Efforts should be made to bring to account all liabilities and credits
pertaining to the work by liquidating the former and realising the latter within that
period. If a contractor's claim could not be finally settled within that period whatever
the railway considers as legitimately due to the contractors should be adjusted by debit
to the work and credit to "Deposit" and the account of the work finally closed. If the
disposal of released materials is likely to delay the closing of the account of a work,
credit should be afforded to the work on the basis of estimates by the Stores
Department in consultation with the Engineer. (Para 1715)
(12) Entry in the Register of Works: When a work is completed and its accounts closed, a
double red ink line should be rated below the last entry in the Register of Works and a
note made as under— (Para 1716)
Works completed.
Completion report submitted on ............................................
Chapter 5: Planning, Estimating & Survey
Section 1: Planning
5.1.1 Planning General
The process of programming Works, Survey as well as Rolling Stock, Machinery

and Plant in advance, deciding their relative priorities, preparing necessary
justification and estimates, making available funds for their execution within the
ceilings prescribed, and including them in the "Works, Machinery and Rolling
Stock Programme" is termed Planning.
5.1.2 Initiation of Works Programme: Detailed instructions for preparation and

submission of Works Programme are contained in Chapter VI of the Indian
Railway Code for Engineering Department (relevant extracts at Annexure: 5-A1).
(a) Programme of Signalling and Telecommunication Works may be initiated as

a result of proposals made by the Signal, Operating or other Departments
for periodic replacement of worn out assets with or without improvements or
for meeting operating requirements or for improving the safety of train
operation or for provision of amenities to passengers.
(b) Works may be initiated either on a Division or at the Railway Headquarters

or by Railway Board. Works initiated on the Division shall be first examined
by the Divisional Officers. Where there is sufficient justification, the proposal
after approval by the Divisional Railway Manager shall be forwarded to the
Headquarters Office along with the remarks of the Accounts Branch for
scrutiny and examination by the Heads of Departments concerned. If the
work is approved by them and concurred in by PFA, it is noted for inclusion
in the Works Programme of the ensuing year.
(c) Works initiated by the Headquarters Office shall be sent to the Principal
Financial Adviser for obtaining concurrence and thereafter included in the
Works Programme. In case it is, however, desired to obtain the estimate
from the Division, the Division may be asked to process the work in which
case the procedure as in Para 5.1.2(b) shall be followed.
(d) A work should be considered as remunerative only if it satisfies the test of

remunerativeness as contained in Para 204 of the Indian Railway Financial
Code (Annexure: 5-A2).
Chapter 5: Planning, Estimating & Survey Page 85 of 530

Section 2: Estimates
5.2.1 Code Rules: Instructions regarding the different kinds of estimates and their
preparation are contained in Chapter VII of the Indian Railway Code for the
Engineering Department. (Relevant extracts at Annexure: 5-A3)
5.2.2 General Instructions Applicable to Estimates
(a) While preparing the Abstract Estimate in accordance with the Code Rules,
the expenditure for Stores may be grouped under Indoor Signallling Equipment,
Point mechanism, Colour Light Signals, Cables, Train Detection, Block working,
ATP, CTC, Mobile Train Radio Communication, Control Communication etc.
besides Labour, Tools and Plant, Establishment Charges, Freight and
Contingencies, Works to be done by other Departments, e.g. construction of
S&T buildings, construction of staff quarters, provision of sleepers, power
supply arrangements, etc. are to be included where necessary.
(b) While preparing the detailed estimates in accordance with, the Code Rules,
the following guidelines shall be observed:
(i) Details of cost of S&T Building, staff quarters and other buildings and
electric power connections shall be included, by obtaining them from the
Departments concerned and shall be provided for under separate sub
works.
(ii) Establishment and Supervision charges, where necessary, shall be

included. Additional weightage for works to be done under traffic
conditions should be provided.
(iii) Provision shall be made for additional quarters required for additional
maintenance staff to be posted as a result of the scheme. Provision shall
also be made for additional Stores/Office accommodation where
necessary.
(c) For preparing estimate for Line Capacity Work, the Traffic Department will
advise the Signal and Telecommunication Department of the detailed traffic
projections/requirements. Necessary feasible technical solution will be
submitted by Signal & Telecommunication department including justification.
If the proposed scheme is agreed to by Traffic department. The estimates
shall be prepared on the basis of requirements furnished by the Traffic
Department. The justification for the proposed work will be furnished by the
Traffic Department together with the anticipated financial implications. A
similar procedure shall be followed for works to be executed for other
departments, e.g. Electrical, Civil Engineering etc.
(d) In regard to grouping of Works, instructions contained in Para 750 of the

Indian Railway Code for Engineering Department and instructions contained
in Para 776 of the Indian Railway Code for finance Department in regard to
allocation of charges, shall be observed (relevant extracts at Annexure: 5-A4).

(e) Where works are customarily executed through the agency of contractors,
each Divisional Office shall maintain the Schedule of Rates, issued under
the authority of the Principal Chief Signal and Telecommunication Engineer/
Chief Signal and Telecommunication Engineer (Construction). The Schedule
of Rates may be reviewed and revised by the Principal Chief Signal and
Telecommunication Engineer/Chief Signal and Telecommunication Engineer
(Construction) every five years or at shorter intervals as considered necessary.
No variation in the Schedule of Rates is permissible without the specific
authority of the Principal Chief Signal and Telecommunication Engineer/
Chief Signal and Telecommunication Engineer (Construction).
(f) Each Divisional Office shall maintain the Price Lists of Stores as issued by
the Stores Department.
(g) The Sr Divisional Signal and Telecommunication Engineer/Deputy Chief Signal

and Telecommunication Engineer/Divisional Signal and Telecommunication
Engineer incharge shall be in possession of copies of authorized Scheduled
of Rates and Price Lists of Stores and amendments advised to him from
time-to-time.
5.2.3 Reports Accompanying Estimates: The reports shall generally include the
following:
(a) A clear description of the work to be carried out and the object to be gained
by its execution together with such information as will enable the sanctioning
authority to appreciate the necessity for the work.
(b) Reasons for the adoption of the proposed lay out or design with special
reference to any variations from usual practice and its special feature, if any.
(c) When the Project is of a nature involving scientific points or other considerations
of special character such as a new Signaling or Telecommunication System
not tried out before, the reports shall contain a complete account of the basis
on which every part of it has been framed, the various considerations in
regard to Signaling and Telecommunication details, economy of construction,
utility of the practical working of the Project when carried out and the method
by which it is proposed to execute any portion of the work involving unusual
difficulties of construction, if any.
(d) In case of works of important nature like, Centralized Traffic Control, Automatic
Signaling, ATP and other Modern Technology, a complete account of the
various considerations in regard to engineering details, economy of construction
and utility of the Project shall be given. Any local considerations which may
affect the Project shall also be fully detailed.
Section 3: Surveys
5.3.1 Code Rules: General instructions for conducting surveys for Railway Projects
are contained in Chapter II of the Indian Railway Code for the Engineering
Department.

5.3.2 General Instructions Applicable to Surveys
(a) The System of Signalling to be provided shall be as in Chapter 7 of SEM.
(b) Surveys for new lines, line capacity works, electrification etc. - Engineering-
cum-Traffic Surveys shall be carried out for New lines, Conversions, Doublings
and other Line Capacity Works costing more than Rs 2.5 Crores before the
inclusion of such works in the Works Programme.
(c) Survey for Signalling & Telecommunication Works. Field surveys shall be
carried out for the following categories of Signal and Telecommunication works
costing more than rupees 2.5 crores each before inclusion in the Works
Programme:
(i) Electronic/Relay Interlocking of Major yards.
(ii) Modern Signalling Works including CTC, ATP etc.
(iii) Communication Works including LTE/MTRC/UHF/OFC/QUAD etc.
(iv) IP Networks/Data Security/Web based Applications.
(v) IoT and AI based systems.
5.3.3 Alternative Proposals: Where alternative proposals of importance have been

examined and rejected, particulars shall be suitably indicated in the Plans or in
the report and the reasons for rejecting the alternative shall be explained in the
report.
5.3.4 Notes to be made in the Field: During the survey, careful notes with data shall
be made at site, from personal enquiry and observation, regarding any
information likely to be useful in working out the details of the Projects, and in
determining the prospects of the proposals. The following points shall receive
special attention:
(a) Availability of Space for S&T building including Office/Depot/Residential

quarter etc. as per requirement.
(b) Availability of required concrete sleepers.
(c) Availability of power supply at site or sites.
(d) Whether climatic condition will suit the type of equipment to be installed.
(e) Special problem like rocky soil, existence of wide rivers which may have to be
traversed by cables or overhead lines etc.
(f) Gradients on the section particularly if the Project is for provision of Automatic
Signalling.
(g) Detention to trains that can be saved; additional services that can be introduced.
(h) Availability of road approach.
(i) Any other specific requirement/consideration for the project like impact and
precautions due to nearby industrial conditions, line of sight etc.

5.3.5 Expenditure on Surveys
(a) Railway Administrations have no powers to undertake Surveys on their own.

After a survey is included in the sanctioned Budget, the General Managers
can sanction Survey Estimates as per the powers delegated in SOP.
(b) If it is decided to undertake a Survey in connection with any proposal/

modification in Signalling or Telecommunication System, an estimate of the
cost of the proposed Survey shall be prepared, and the information collected
in the course of the preliminary investigation, if any, shall be embodied in the
report accompanying the Estimate of the Survey.
(c) The proposal for Surveys shall be submitted to the Railway Board well in
advance to enable necessary provision being made in the Budget.
(d) The Budget allotment for preliminary Survey of a work shall be charged under
Demand No.2 and when final estimate for that particular work is sanctioned,
the amount charged under Demand No.2 shall be transferred to the sanctioned
Estimate of the Project.
5.3.6 Imprest Amount: The official incharge of Survey shall be provided with an
adequate Imprest. He shall be responsible for maintaining all accounts with
necessary vouchers. The Imprest shall be recouped on need basis, within the
validity of the period of Survey.
5.3.7 Survey Teams
(a) A Signalling/Telecommunication team shall be provided in Survey Estimates

for Projects like Doublings, Remodeling, Conversions, New Lines, Railway
Electrification including Techno-economic Surveys, Feasibility Studies, etc.
to carefully study the needs of the Traffic and to make provision for Signaling
equipment accordingly duly taking into account the age and condition of
existing equipment, if any.
(b) The period for which the Signalling/Telecommunication team is to be catered

for in the Survey Estimates shall be commensurate with the workload in each
case and shall be decided by the Principal Chief Signal and Telecommunication
Engineer in consultation with the Principal Financial Adviser of the Railway
concerned while finalizing the Survey Estimate.
(c) The requirements of the Signal & Telecommunication Department shall be

obtained from the Principal Chief Signal and Telecommunication Engineer
by the Principal Chief Engineer while preparing the Survey Estimates for
such Projects.
(d) Similarly in Survey Estimates for Signal and Telecommunication Projects,

suitable provision shall be made for other Departments, viz., Traffic,
Engineering, Accounts, Electrical, etc. as found necessary.

5.3.8 Administrative Control on Survey Team: The Signaling/Telecommunication
Survey team shall work under the Administrative and Technical Control of the
Principal Chief Signal and Telecommunication Engineer or Chief Signal and
Telecommunication Engineer (Construction), as the case may be, both for
Surveys for Signaling & Telecommunication works and for Signaling portion of
the Surveys for Projects mentioned in Para 5.3.7.
5.3.9 Progress Reports on Surveys: The Official incharge shall submit periodical
reports of progress in prescribed forms as may be directed by the Principal
Chief Signal and Telecommunication Engineer.
5.3.10 Report: At the conclusion of the Survey, a report should be formulated by the
Officer incharge of the Survey. The details of the information collected, calculations
and diagrams, shall be embodied in Tables as Annexure to the Report. Inference
out of the Survey on the feasibility of the work with clear decision whether to take
up the work or drop it shall be brought out at the conclusion of the survey.
5.3.11 Covering Note: The Survey Report and Annexures shall be submitted to the
Railway Board under a covering note, which shall have the authority of the
Railway Administration submitting the Report. It should provide a summing up
and should contain clear recommendation together with the views of the
Principal Financial Adviser (PFA).

S.No. Annexure No. Description
1 5-A1 Preparation of the Preliminary Works Programme
2 5-A2 Test of Remunerativeness
3 5-A3 Code Rules for Estimates
4 5-A4 Grouping of Works

Preparation of the Preliminary Works Programme

(Extract of Chapter VI of Indian Railways Code for the Engineering Department)
609. The Chief Engineer of the Railway will be primarily responsible for ensuring that the
proposals prepared by the various departments are complete in all respects and are
correctly prepared. The overall priorities within the ceiling given by the Board will also be
fixed by him in consultation with the General Manager and other Heads of Departments. He
will be responsible for the preparation and timely submission of the Preliminary and the
Final Works Programme.
610. In or about June/July each year the Railway Board should convey to each Railway, in
respect of each Plan Head, the total outlay within which the Works Programme should be
framed by the Railway. A list of the Plan Heads is given in Annexure I. On receipt of this
financial ceiling the Railway Administrations should take stock of the schemes already
formulated and those under consideration and select for inclusion in the Works Programme
within the financial ceiling such works as are expected to yield the maximum benefit to the
Railway, preference being given to works in progress. Further necessary changes in the
investments schedule may be made in order to work within the financial ceiling for the year
such modifications being taken note of in framing the Preliminary Works Programme and
revising the financial implications, if necessary.
611. The Preliminary Works Programme for the following year should be submitted by the
Railways to the Railway Board by 1st week of September or such earlier date as may be laid
down by the Board. Proper financial appraisal of each work should be given in the
Preliminary Works Programme together with the comments of the Financial Adviser and
Accounts Officer.
612. The project cost should be based on firm data both as to quantity and rates at current
price levels, and should any increase occur in prices during the period intervening between
the initial preparation of the project estimate and its inclusion in the Works Programme, the
estimate should be updated taking into account any significant changes in the wages and
material prices as well as increase in freights and fares. No other increase such as on account
of change in scope of the project should be allowed without prior reasons being adduced for
acceptance by the Railway Board. A sketch showing the proposal should accompany each
proposal.
613. Each investment proposal should be accompanied by a detailed plan showing the
scheduling of the project to match the traffic requirements and the financial outlay
proposed for the year should be in accordance with this project schedule to enable the
Railway Board to arrange for a realistic funds allocation for implementation of the
programme.
614. In deciding the outlays for the various works Railway Administrations must endeavour
to progress all works in progress speedily and bring them into use at the earliest possible
date. A work which has been sanctioned and for which funds have been allotted whether in
the original or supplementary budget of a year should be treated as a "Work in progress" for
the next year and provided for as such in the programme. Such works should be grouped as
indicated in para-619.

615. The Railway Administrations should make realistic assessment of the amount required
for each work in progress and necessary provision should be made for it in the Works
Programme. In estimating the provision for works during the budget year a generous
allowance should be made for those delays in execution which though unforeseen are
known from experience to be so liable to arise particularly prior to inception and during the
initial stages of large projects. The provision made should take into account adjustment of
charges on surveys connected with a project.
616. In exhibiting the outlay for the current year against individual works in the works
programme, the outlay should be as per Pink Book, and in exceptional cases where the
Railways propose any substantial increase in the outlay with corresponding reductions
against other works, such revised outlay may be shown separately in brackets below the
outlay as furnished in the Pink Book duly explaining the reasons for doing so in foot notes at
the appropriate places. As far as possible only the last sanctioned cost should be exhibited.
Wherever it is visualised that the cost would involve an excess over the last sanctioned cost,
effective steps should be taken well in time to have the revised estimates prepared and
sanctioned by the competent authority before the Works Programme is sent to the Board. In
case where the revised estimates are sanctioned subsequent to the despatch of the final
Works Programme but before the end of January of the following year, the same should be
promptly advised to the Board to enable the latest sanctioned cost being exhibited in the
Pink Book to be circulated along with the Budget. In all cases of revised costs sanctioned by
the Board, reference to the letter of sanction should invariably be indicated.
617. Works once introduced through a Works Programme (including Track Renewal
Programme) and taken up after the estimates have been sanctioned by the competent
authority should continue to be included every year till they are finally completed, except in
cases where the works have reached the completion stage and where funds required if
meager, could be found by reappropriation.
618. The Works Programs is compiled in the following format:
Work Programme
Demand No. …………………………………………………. (Figures in thousand of rupees)
Item Particulars Expenditure to Outlay for Balance

Authority Cost
No. of works end of 3/21 2021-22 2022-23
1 2 3 4 5 6 7 8
Note: Years have been shown in the form for the purpose of illustration.
In respect of "Works in Progress" reference to item No. of the current year's Pink Book and
also the authority under which the work was first started should be indicated. The works
should be arranged as per the Plan Heads.

619. The items in the Works Program should grouped under the following categories while
compiling the works Programs:
(i) New Works.
(ii) Works in Progress.
(iii) Works approved in earlier years, which have not been actually commenced and on
which no expenditure has been incurred till 30th June of the year previous to the
Programme year.
(iv) Works approved in the earlier years but estimates for which have not been
sanctioned by 30th June of the year previous to the Program year.
620. The works are further made into sub-groups of (i) Works costing more than Rupees Five
Lakhs each, and (ii) works costing upto Rupees Five lakhs each. Under (iii) Works costing
upto Rupees two lakhs each in the case of Track Renewal works and for works costing upto
Rupees one lakh each in the case of other works, only lumpsum provision should be shown
without detailing individual works. Within each sub-group, the works are presented under
each Plan Head.

Para No. 5.1.2(d) Annexure: 5-A2
Test of Remunerativeness
(Extract of Indian Railways Financial Code, Volume I)
204. Test of Remunerativeness: The net financial gain expected to accrue from a project
may be either by way of savings in expenditure or increase in the net earnings (i. e., gross
earnings less working expenses), or a combination of both. Except in the case of residential
buildings, assisted sidings and rolling stock to which special rules are applicable no proposal
for fresh investment will be considered as financially justified unless it can be shown that the
net gain expected to be realised as a result of the proposed outlay would, after meeting the
working expenses (see Para 217), yield a return of not less than 10 per cent on the initial
estimated cost.
Note: (1) Interest during construction should be added to the cost (excluding that chargeable
to Revenue) of the projects, the construction of which is likely to last for more than
one year.
(2) Depreciation should be calculated on the total cost of the scheme and not only on
the portion chargeable to Capital, unless the contrary procedure can be justified in
any particular case. However, depreciation as an element of working expense is to
be ignored for assessing annual cash flows under the B. C. F. method (See Para 228).
(3) In the case of construction of bridges, maintenance charges should include, besides
the maintenance charges on the bridges proper, the maintenance charges of the
training works also.

Code Rules for Estimates
(Extract of Chapter VII of Indian Railways Code for the Engineering Department)
Ref. Advance Correction Slip (ACS)-53
701. Kinds of Estimates: All proposals for
(a) the construction or purchase of new works or assets;
(b) the renewals and replacements of existing works or assets chargeable to Depreciation
Fund/Development Fund or Open line Works - Revenue when estimated to cost
more than Rs. 50,000/- or if chargeable to Revenue when estimated to cost more
than Rs. 2 Lakh.
(c) the scrapping, dismantlement or abandonment of existing works or assests;
(d) the reconditioning of the existing works or assets, if estimated to cost more than Rs.
1 lakh, any repair work chargeable to revenue costing more than 5 lakh and that of
a single housing unit, if estimated to cost more than Rs. 20,000/-.
(e) temporary and experimental works;
(f) renewals and replacements on worked lines; and
(g) renewals of ballast.
Should, subject to the provisions of paragraph 1103 regarding urgent works, be scrutinized
by the authority competent to sanction them before any expenditure or liability is incurred
thereon. For the purpose of this scrutiny, all such proposals should be presented in the form
of one or other of the following estimates, according to the- circumstances mentioned in
paragraphs 702 to 713.
(a) Abstract Estimates.
(b) Detailed Estimates.
(c) Supplementary Estimates.
(d) Revised Estimates.
(e) Project Abstract Estimates.
(f) Construction Estimates.
(g) Completion Estimates.
Note: For "New Minor Works" costing Rs. 50,000/- and/less, for renewals and replacement
works chargeable to Revenue costing Rs. 2 lakh and less and for "Reconditioning
Works" costing Rs. 1 lakh and less detailed estimates need not be prepared for formal
sanction. Rough estimates should, nevertheless, be prepared and kept on record by the
Executive Engineer. (Authority: Railway Board Letter No. 2001/CE 1/CT/17 (Part) dt.
24.03.2003).

702. The Abstract Estimate: An abstract estimate is prepared in order to enable the authority
competent to give administrative approval to the expenditure of the nature and the
magnitude contemplated, to form a reasonably accurate idea of the Probable expenditure and
such other data sufficient to enable that authority to gauge adequately the financial prospects
of the proposal. Abstract estimates avoid the expense and delay of preparing estimates for
works in detail at a stage when the necessity or the general desirability of the works proposed
has not been decided upon by competent authority. An abstract estimate should contain a
brief report and justification for the work, specifications and should mention whether funds
are required in the current year and to what extent. It should also show the cost sub-divided
under main heads and sub-heads or specific items, the purpose being to present a correct idea
of the work and to indicate the nature of the expenditure involved. The allocation if each item
as between Capital, Development Fund, Open Line Works-Revenue, Depreciation Reserve
Fund and Revenue should be indicated.
Note: Administrative approval to a work or scheme should be accorded by the authority
competent to do so (vide paragraph 748), after a through examination of its necessity,
utility and financial propspects. See also rules in Chapter II of Indian Railway Financial
Code.
………… RAILWAY Form E.702
Abstract Estimate
Department ………………. Division…………………………. Station ……………………………..

Estimate No. ……………………………
Framed By ………………………………. Division……………………………
Description of work ……………………………………………………………………………
Plan No. ……………………………………………………………………………………………...
Reference …………………………………………..
Ordy. Misc.
Capitals DF DRF RRSK Deposit Total
Rev advances
Cost
(1) (2) (3) (4) (5) (6) (7) (8)
Existing sanctioned
estimate (if any)
Present Estimate ... ..
Total ...
Cost of stores………………. To be purchased ..Rs……………………Rs…………………..

Funds ... .. .. To stock…………….Rs…………………………………………
Report and Justification--- Specification.
Enclosed: * Details of cost with allocation (Form E.704). Sub estimate
Has Accounts Officer agreed to the pro. allocation ?
Station: ………………………. Signature: ……………………………………...
Date: ……………………………………… Designation: …………………………................
*Required in case of any existing sanctioned estimate.
703. Detailed Estimates: On receipt of administrative approval to a project or scheme other
than that for which construction estimate in Form E. 553 is prepared and, conveyed through
the sanction to the abstract estimate relating thereto detailed estimates for various works
should be prepared and submitted for technical sanction of the competent authority. It
should be prepared in sufficient detail to enable the competent authority to make sure that
the abstract estimate sanctioned by a higher authority is not likely to be exceeded. No work
included in an abstract estimate should be commenced till a detailed estimate for the same
is prepared and sanctioned and adequate funds are allotted by the competent authority. The
detailed estimate of an open line work will comprise (i) statements showing details of
estimated cost and (ii) an outer sheet giving the abstract of cost of work, the report, the
financial justification and the allocation.
Note: (1) Technical Sanction - The sanction of the competent authority to the detailed estimate
of a work is called the "technical sanction". The authority according technical
sanction should satisfy itself that (i) the details of the scheme as worked out are
satisfactory, (ii) the methods proposed for the execution of the work are adequate;
and (iii) the cost has been estimated from reliable data and is likely to be reasonably
accurate.
(2) In the case of works within his power of sanction, the General Manager may, in lieu
of the procedure of preparing Abstract Estimates for administrative approval,
prescribe that both the administrative approval and the technical sanction should
be accorded on the detailed estimates.
707. A supplementary estimate should be prepared for any item of work, which ought to
have been included in the first instance in an estimate already sanctioned but has not been
so included, or which it is found later, should be considered as being a part or a phase of an
estimate already prepared and sanctioned, if it cannot be met out of contingencies (see
paragraph 727). Such, a supplementary estimate should be prepared in the same form and
the same degree of detail as the main estimate and for all purposes be treated as a part of
the main estimate.
708. Revised Estimate: As soon as it becomes apparent that the expenditure on a work or
project is likely to exceed the amount provided therefore in the detailed estimate or
construction estimate a revised estimate should (subject to provision of paragraph 1336) be
prepared and submitted for the sanction of the competent authority. It should, unless
otherwise ordered by the sanctioning authority, be prepared in the same form and the same
degree of detail as the original estimate and should be accompanied by a comparative
statement showing the excess or saving under each sub-head of account against the latest
sanction. In cases where a supplementary estimate; or a previous revised estimate has been
sanctioned by the Railway Board, it should be made clear how the original sanction has been
modified by such further sanctions.

709. The Project Abstract Estimate: The abstract estimate of a Construction Project should
be submitted for the approval of the Railway Board on Form E. 554 "Abstract cost of
Railway" accompanied by (i) an abstract estimate of junction arrangements, (ii) a narrative
report explaining the salient features and major items of expenditure (iii) detailed estimates
on Form E. 553 prescribed for a construction estimate under the following heads:
Capital −
1120 − Land Structural Engineering Works.
1132 − Tunnels,
1151 and 1152 − Major Bridges,
1153 and 1154 Minor Bridges,
1140 − Ballast and Permanent-Way (Detailed estimate for one kilometre).
1180 and 1190 − General Charges−Establishment and General Charges−Other than
Establishment
2000 − Rolling Stock.
Note: Head shown above are for Plan Head 'New Lines' as an example.
Those detailed estimates should be prepared from an engineering survey report.
Note: The abstract estimate for an unremunerative project chargeable to Development fund
will be prepared in the same detail as the abstract estimate for a construction project
chargeable to Capital.
710. The Construction Estimate: When it is decided to undertake the execution of a new line
gauge conversion, or doubling of lines a final location survey should be made ; and based on
the information collected in that survey detailed estimates of all the works included in the
project as a whole should be prepared (of paragraph 540). These detailed estimates are
collectively called the "Construction Estimate" of the Project. It should be prepared after a
careful examination of the various details of construction involved in the Project. It should
be in such detail as to render it possible to dispense with working estimates or any other
further estimating after the Construction Estimate has been sanctioned (except when
supplementary or revised estimates are necessary). It should provide for the buildings and
equipment of the Railway upto a standard that will be sufficient for working such traffic as
may be expected during the first year or two after opening of the line. It is the basis on
which technical sanction to the various works included in the construction of a Project is
accorded.
713. Completion Estimate: A Completion Estimate is prepared in super session of a
construction estimate as provided in paragraph 1701. It should show in a tabular form (E.
713) the following particulars in respect of all the works included in the construction
estimate:
(i) amount of sanctioned estimate;
(ii) actual expenditure on all works up to the date of construction estimate;
(iii) commitments on that date;
(iv) anticipated further outlay;
(v) total estimated cost; and
(vi) difference between the sanctioned estimate and the estimated cost.
An abstract of the completion estimate showing the above particulars against the various
heads of capital classification should be submitted for information or sanction, vide
paragraph 1703 to the Railway Board together with brief explanations for excesses of not
less than Rs. 10,000 or 10 per cent over the provision under sub-heads of account and for
savings of 20 per cent or one lakh, whichever is less, occurring under any main head of
account. Provision for further outlay should be made in completion estimate only for those
works which are in progress or completed on the date of closing of the construction
estimate. All works not started on that date should be dealt with separately as open line
works both as regards estimate and expenditure. In forwarding, therefore, estimates for
sanction for works in connection with new lines opened, it should be clearly indicated
whether the cost of the work is chargeable to Capital Construction or Open Line Capital.
Note: The completion estimate of an unremunerative construction project chargeable to

Development Fund will be prepared in the same detail as the original construction
estimate using the various heads of capital classification for the purpose.
714. Estimates for Railway Project: Scope − A Construction Estimate (Form E. 553) should
be prepared in such detail as to reduce to a minimum the probability of omission of any item
of expense which is capable of being foreseen. It should be remembered particularly that the
provision for contingencies allowed in the estimate is not intended to meet items of expense
which can be foreseen and which are reasonably likely to occur. With good estimating it
should seldom be necessary to encroach, to any appreciable extent, on the provision for
contingencies.
727. Provision for contingencies: Provision for unforeseen contingencies should be made in
all estimates at 3 per cent of the total estimated cost. All incidental expenditure which can
be foreseen such as works establishment, sheds for workmen and stores should be
separately estimated and provided for in the estimates. The provision for contingencies
should not be diverted to any new work or repair which is not provided for the estimate, and
of which the cost exceeds Rs. 1,000 without the sanction of the authority who sanctioned
the estimate.
729. Schedule of Rates: To facilitate the preparation of estimates, a schedule of rates of

each kind of work commonly executed should be maintained in each open line division, and
it will be the duty of the Chief Engineer when inspecting the divisional offices, to see that
correct schedules of the rates at which work is actually being carried out, are invariably
recorded in a complete and satisfactory manner. The regulations for the due record of rates
in a clear and systematic manner and for their periodical revision to bring them on line with
the rates prevailing in the market and those paid by other government departments will be
laid down by the General Manager.

Estimates of Deposit Works
732. A Railway Administration is occasionally required to execute works for and at the cost
of other Government departments, local bodies, private persons, etc. Such works are
referred to in this Code as "Deposit Works" (see also paragraph 1843 for a definition of this
term). To meet the cost of plans and estimates of such works as also those to be carried out
for other Departments out of Railway funds, which are subsequently not carried out, charges
at the following sliding scale shall be levied on the total of the estimate inclusive of
departmental charges:
Rs. Rs. Percent

For works costing over 1,00,000 2
For works costing over 60,000 but not more than 1,00,000 2½
For works costing over 30,000 but not more than 60,000 3
For works costing over 20,000 but not more than 30,000 3½
For works costing over 10,000 but not more than 20,000 4
For works costing over 1,000 but not more than 10,000 4½
For works costing over 1,000 and below 5 percent subject to a minimum of Rs.25
The acceptance of the government departments or the payment in cash by the local bodies
or private individuals concerned should be obtained to the above percentage charges before
the work of preparation of plans and estimates is taken in hand In cases where the proposed
works are subsequently carried out, these percentage charges should be adjusted against
departmental charges.
The levy of the above percentage charge may, at the discretion of the General Manager, be
waived in particular case subject to the conditions laid down in paragraph 1138.
Note: The scale of charges prescribed in this rule does not apply to assisted sidings, recovery
of preliminary expense in respect of which has been separately provided for under
paragraph 1825.
733. In preparing estimates of works for other departments, local bodies, private individuals
& etc. particular care should be taken to see that.
(i) Railway freight and carriage charges of materials proposed to be used in the works are
provided for at the rates applicable to the public and not at the concessional rates
applicable to railway material; (Works of Branch Line Companies are not governed by
this rule, but by the relevant contracts).
(ii) departmental charges at the prescribed rates (paragraph 1137) are provided for.
734. All estimates of deposit works should be got accepted by the parties ordering the works
before submission to the competent railway authority for sanction. In the case of works,
which under the rules (see paragraph 1851) are required to be maintained after completion
by the Railway department at the cost of the department, local body, private firms or
individuals ordering the work, the acceptance of the party concerned should also be obtained
for the recurring expenditure that is likely to be incurred on repairs, maintenance, etc.

735. No work asked for by another government department should be commenced till a
detailed estimate for the same has been accepted by the department concerned and
sanctioned by the competent railway authority. No work asked for by local bodies, private
individuals, and c, should be commenced till a detailed estimate for the same has been
sanctioned the competent Railway authority and the estimated cost thereof deposited with
the Railway. The amounts so deposited should be credited to the head "Deposits−
Miscellaneous". Competency of Sanction
748. The previous sanction of an authority higher than the General Managers of Indian
Railways is necessary:
(i) To expenditure on new lines or rolling stock or surveys not provided in the
sanctioned budget for the year or carried forward from the sanctioned budget of
the previous year;
(ii) To expenditure on other works not provided in the sanctioned budget or carried
forward from the sanctioned budget of any previous year except:
(a) (i) Track renewal works − costing not more than Rupees two lakhs;
(ii) Other works − costing not more than Rupees one lakhs;
(iii) Machinery and Plant − costing not more than Rupees Fifty thousands.
Provided that the total lump-sum provision made in the budget for such works
is not exceeded.
(b) (i) On line capacity works costing above Rupees one lakh but not more than
Rupees ten lakhs each;
(ii) On track renewal works costing above Rupees two lakhs but not more than
Rupees five lakhs each;
(iii) On other than line capacity and track renewal works costing above Rupees
one lakh but not more than Rupees five lakhs each;
Subject to ceiling of Rupees one crore in all in a financial year provided that the
sanctioned budget (other than lump-sum) for works in these categories is not
exceeded.
Note: (1) The works thrown forward from previous years may be taken up only if the
funds required for them can be found by reappropriation within the
sanctioned allotment.
(2) The savings in the lumpsum provision made in the sanctioned budget shall not
be utilized for the category of works in (b) above without the prior approval of
the Railway Board.
(3) The General Manager may sanction expenditure on new works out of turn in
respect of users' amenities including goods shed and booking office not
exceeding Rupees one lakh in each case provided the funds required for such
works as provided in the sanctioned budget for works in these categories is
not exceeded; and expenditure upto Rupees fifty thousand in each case, in
respect of existing Railway schools, institutes, hospitals and dispensaries
provided the lumpsum provision in the sanctioned budget is not exceeded.

(iii) To expenditure on works provided in the sanctioned budget for the year or carried
forward the sanctioned budget of any previous year as follows:
(a) Works sanctioned under the lumpsum provision − To an excess over the total
lumpsum provision in the sanctioned budget for such works;
(b) Works outside the lumpsum provision − Rolling Stock, Track renewals and other
works − to an excess over the estimated cost as entered in the sanctioned
budget or sanctioned separately, as follows:
(i) of more than 25 per cent over the original estimated cost;
(ii) of more than 15 per cent over the first revised cost;
(iii) of more than 10 per cent over the second and further revised estimated cost.
Provided further that all codal provisions regarding sanctions for material
modification are strictly followed.
(c) Surveys: To an excess over 10 per cent on original estimate sanctioned by higher
authority (General Manager can sanction survey estimates costing upto Rupees
one lakh each provided the surveys are included in the sanctioned budget)
Note: (1) The works thrown forward from previous years may be taken up only if the
funds required for them can be found by reappropriation within sanctioned
allotment.
(2) The amount first given in the Budget or sanctioned separately by higher
authority shall be the original estimated cost and the revised amount given in
subsequent Budgets or sanctioned separately by higher authority, the second,
third, etc. revised estimated cost.
(3) The powers of sanction to excess over estimated costs allowed in item (b) above
shall not make the cost of such works exceed Rupees one crore in any case.
(4) The powers for sanctioning the excess over the estimated costs of works
outside the lumpsum provision as in item (b) above shall not be redelegated to
lower authority in respect of works, the original estimated cost of which is over
Rupees fifty lakhs.
(iv) To the scale of

(a) a portion of a Railway line;
(b) in item of the authorised Rolling Stock; or
(c) any other Railway asset costing over Rupees three lakhs.
756. Currency of Sanction: The sanction to an estimate will ordinarily remain current for five
years from the date on which it has been accorded unless it has been renewed for a further
term by the acceptance of a revised estimate. Acceptance by competent authority however,
of a budget estimate which includes specific provision/for expenditure on a work which is in
progress, may be regarded as reviving for the year in which provision is made, the sanction
to the estimate-regardless of the five years' limit. But if no work has been commenced on a
sanctioned scheme within two years of the date on which the sanction was accorded to the
estimate, such sanction should be held to have lapsed and fresh sanction should be obtained
from the competent authority by the submission of an up-to-date estimate, if necessary.
758. Scope of the sanction to an Estimate: The authority granted by a sanction to an
estimate should, on all occasions, be looked upon as strictly limited to the precise objects for
which the estimate was intended to provide. Accordingly any anticipated or actual saving on
a sanctioned estimate for a definite project should not, without special authority be applied
to carry out additional work not contemplated in the original projector fairly contingent on
its actual execution. Saving due to the abandonment of a substantial sanction of any project
should not be considered as available for work on other sections.
The Execution of Works
1102. The ordinary rule is that no work may be commenced and no liability or expenditure
incurred on a work until a detailed estimate for it has been sanctioned and an allotment of
the requisite funds made by competent authority. This rule pertaining to preparation of
estimates does not apply in the following cases:
(i) For the construction or purchase of new work or asset under the category of new minor
works if estimated to cost upto Rs. 5000.
(ii) For renewals and replacements of existing works and assets chargeable to Open Line
Works Revenue as a new minor work if estimated to cost upto Rs. 10,000.
(iii) For renewals and replacements of assets charged to Development Fund and Depreciation
Reserve Fund if estimated to cost upto Rs. 10,000.
(iv) For renewals and replacements of assets charged to Revenue if estimated to cost upto
Rs. 50,000; and
(v) For repairs and reconditioning of existing assets if estimated to cost upto Rs. 50,000 (of
para 701).
1103. Work started on Urgency Certificates: In addition to the exception mentioned in the
preceding paragraph the following are the only classes of work on which expenditure or
liability may be incurred prior to the receipt of sanction of the authority competent to
sanction the estimates under the ordinary rules:
(i) Works, which are considered to be urgently necessary to safeguard life or property or to
repair damage to the line caused by flood, accident or other unforeseen contingency, so
as to restore or maintain through communication.
(ii) Works considered urgent but not falling within (i) above, as for instance, works required
to meet the immediate needs to traffic, which are considered by the General Manager so
urgent that they must be started before the earliest date by which detailed estimates
could be prepared.
Note: Where applicable the instructions in paragraph 1260 should be observed.
1105. In according administrative approval or sanction and in allotting funds, if required, the
competent authority will give such instructions as he considers necessary regarding the
execution of the work to executive officers subordinate to him and fix a date by which the
detailed estimate for the work should be prepared and got sanctioned. He will at the same
time furnish a copy of his sanction and instructions to the Accounts Officers.

1109. Material Modifications: No material modification in a work or scheme as sanctioned,
should be permitted or undertaken without the prior approval of the authority who
sanctioned the estimate. In the case of estimates sanctioned by the Railway Board or higher
authority, instances of what will be considered to be a material modifications of a sanctioned
project or work are given in paragraph 1110 below.
1110. The following may be taken as material modifications on lines under construction and
open line works estimated to cost rupees one crore and over:
(a) Any change in the alignment likely to affect the facilities offered to the public in the
neighbour-hood or likely to increase or decrease the length of the line by over one
kilometre.
(b) Introduction of any new station or omission of any station.
(c) Any alteration in the type or number of engines or vehicles provided in an estimate for
rolling stock.
(d) A change in the layout of a yard affecting the general method of working or increasing or
reducing the number of trains that can be dealt with.
(e) Any departure from the standards of construction as prescribed in Chapter II or as
accepted by the Railway Board in the Abstract Estimate or use of any second hand
material if it affects the speed of trains or the number of trains to be dealt with than
contemplated originally.
(f) The introduction or omission of any work or facility involving a sum of Rs. 5 lakhs and over.
(g) Any modification of a sub-work provided for in the estimate of a sanctioned work
involving an additional outlay on that sub-work of more than Rs. 5 lakhs.
(h) The introduction of any new sub-work not provided for in the estimate of a sanctioned
work involving an outlay of more than Rs. 5 lakhs.
(i) Any alteration in the standards of interlocking.
1137. Departmental Charges: When work is undertaken by the Engineering Department of a

Railway for outside parties, including other Railways, Government Department, Public
bodies (e. g., Municipalities, Port Trust, etc.) and employees of the Railway, Departmental
charges should be levied to cover the cost of tools and plant and of establishment
supervision The charges leviable will be 12-1/2 percent on the total cost of the work (wages
and materials) including the cost of land, except where a rate higher than 12-1/2 percent is
charged to Governmental Departments on a reciprocal basis. The charge will be levied once
only on the total outlay on a work (cash and stores, and will not be addition to a first charge
of 12-1/2 percent on the value of stores, vide paragraph 2329-S.
Note: (1) The above rules do not apply to works undertaken by Engineering Workshops to
which the rules applicable to works undertaken in workshops of the Locomotive and
Carriage and Wagon Department apply.
(2) Railway Units of the Territorial Army: The charges under the foregoing rules may be
remitted in the case of works not exceeding Rs. 500 in cost executed by the
Engineering Department of a Railway for Railway Units of the Territorial Army
provided that no additional establishment is entertained for such works.

1138. Remission of Departmental Charges: The General Manager may, at his discretion,
waive wholly or partially the recovery of the Departmental charges leviable under Paragraph
1137 provided that
(a) the Railway gains some advantage, not necessarily financial, by such remission:
(b) the reasons for the remission are recorded in each case and the remission is allowed with
the concurrence of the Financial Adviser and Chief Accounts Officer; and
(c) the non-incurrence of extra charges on accounts of tools and plant and establishment
supervision does not in itself constitute sufficient justification for the remission.
Note: Always check for updates from Indian Railways code for the Engineering dept.

Grouping of Works
(Extract of Indian Railways Code for the Engineering Department)
750. Grouping of works: When two or more works are so connected either by their situation
or by the purpose or purposes which they are designed to serve, that construction of one
necessarily involve that of the other or others, the works should be considered as one
scheme and the aggregate estimated cost of the work so connected should determine the
authority competent to sanction expenditure on the scheme. When the works constituting a
connected scheme are situated in more than one executive division separate detailed
estimate should be prepared of the cost of the work in each division in order that the
Executive Engineer entrusted with the actual construction may be in a position to watch
expenditure against a sanctioned estimate of the cost of the work in his charge.
Allocation of Charge
(Extract from Indian Railways Financial Code, Volume I)
776. Cost of Tools and Plants and Special Posts: No portion of the pay or allowances of
permanent open line staff shall be charged to Capital, Depreciation Reserve Fund,
Development Fund or Accident Compensation, Safety and Passenger Amenities Fund or
Open Line Works- Revenue, as the case may be, when such staff is employed on special
works and the vacancies thus caused in the open line cadre remain unfilled. The cost (less
return value) of tools and plant specially purchased and the cost of any posts specially
created for the supervision or construction of a work chargeable purely to Capital or
Depreciation Reserve Fund or Development Fund or Accident Compensation, Safety and
Passenger Amenities Fund or Open Line Works- Revenue, as the case may be. When the cost
of work is chargeable partly to Capital or Development Fund, Accident Compensation, Safety
and Passenger Amenities Fund or Depreciation Reserve Fund or Open Line Works - Revenue,
the cost of such posts and tools and plant should be allocated to Capital or Development
Fund or Accident Compensation. Safety and Passenger Amenities Fund or Depreciation
Reserve Fund or Open Line Works- Revenue in the same proportion in which the estimate
for the work excluding the estimated cost of tools and plant and special posts, is chargeable.
For working out the proportion, the gross amount of the estimate (ignoring the provision for
credits on account of released materials) should be taken into account. The cost of a post,
for the purpose of this rule includes the leave salary and contribution towards passages,
pensions provident fund, bonus and special contribution to provident fund, which the holder
of the post may be entitled to.
Note: The provision for credits on accounts of released materials to be ignored in working out
the proportion of cost of tools and plants and special posts, should be the net credit in terms
of paragraph 710(2).

Chapter 6: Signalling Stores and Accountal
Section 1: Classification of Stores
6.1.1 The Stores in the custody of the SSE (Signal)/incharge and SSE(Signal)/(Stores)
may be broadly grouped under the following Stock Heads:
(a) Imprest Stores - Charged Off to Revenue
(b) Tools and Plant
(c) Protective Clothing
(d) Books of Reference
(e) Office Furniture
(f) Stationery and Forms
(g) Stores Obtained for Specific Works
(h) Returned Store
Section 2: Imprest Stores

6.2.1 Operation of Imprest Store: The materials classified as Imprest Stores, their
procurement and accountal are contained in Chapter XXVIII of Stores Code and
XIV of Engineering Code (relevant extracts at Annexure: 6-A1).
6.2.2 Location and Scale of Imprest
(a) Imprest Stores shall be provided with each SSE (Signal)/incharge and SSE
(Signal)/(Stores) on a Division/Construction/Project or any other as may be
nominated for the purpose. The nature of items of Imprest Stores, location
and the scale for each Imprest holder shall be fixed by the PCSTE.
(b) The quantity of each item of Imprest stores which each Imprest holder may
hold at a time shall be generally based on quarterly average consumption for
normal maintenance and upkeep of equipment. Time for procurement in
case of non-stock items and also time required for Stores Van movements,
in the case of stocked items may be taken into consideration for determining
the quantity of imprest. The sanctioned scale shall not be increased or
decreased without prior approval of the sanctioning authority.
Section 3: Tools and Plants

6.3.1 Scale: A scale of Tools and Plant shall be fixed by the Principal Chief Signal and
Telecommunication Engineer for each SSE/JE(Signal). This scale will include
Tools for each Technician and Artisan besides a small reserve with the SSE/JE.
6.3.2 Accountal: Instructions in regard to accountal of Tools and Plant are contained
in Paras 1456 and 1457 of Engineering Code (extracts at Annexure: 6-A2).
Chapter 6: Signalling Stores and Accountal Page 107 of 530

Section 4: Protective Clothing
6.4.1 Periodical Requirements: The SSE (Signal)/incharge or SSE (Signal)/(Stores)
shall submit to his Sr DSTE/Dy CSTE of work, the periodical requirements of
protective clothing for all the staff eligible for the supply of the protective clothing
in accordance with instructions issued from time-to-time.
6.4.2 Preparation of Indents: Guidelines in regard to preparation of indents and

accounting of protective clothing are contained in Annexure: 6-A3.
6.4.3 Accountal of Protective Clothing: Accounts of protective clothing shall be

maintained by the SSE (Signal)/incharge and SSE (Signal)/(Stores) on Ledgers
similar to the Tools and Plant Ledgers.
Section 5: Books of Reference

6.5.1 Supply of Books of Reference: The SSE (Signal)/incharge and SSE (Signal)/
(Stores) shall arrange to get copies of all Books of Reference, in accordance
with, instructions in Para 3.5.2 for the use of his office, for himself and for the
use of staff under him by submitting necessary indents to his Sr Divisional Signal
and Telecommunication Engineer/Deputy Chief Signal and Telecommunication
Engineer.
6.5.2 Accountal: Accounts of Books of reference shall be maintained on Ledgers

similar to the Tools and Plant Ledgers.
Section 6: Office Furniture

6.6.1 The SSE (Signal)/incharge and SSE (Signal)/(Stores) shall maintain an account
of all office furniture in his charge on Ledgers similar to the Tools and Plant
Ledgers.
6.6.2 All replacements shall be made on return of unserviceable articles. For any
additional item, prior approval of the competent authority shall be obtained as
per the SOP before placing the indent.
Section 7: Stationery and Forms

6.7.1 Indents of Annual Requirements: The SSE(Signal)/incharge and SSE (Signal)/
(Stores) shall submit the indents of their annual requirements of stationery to
the Sr DSTE/Dy CSTE incharge of the work in accordance with the scale for the
supply of stationery.
6.7.2 The Sr. DSTE/Dy CSTE incharge of the work shall see that the sanctioned
scale is not exceeded and the items for which no sanctioned scales have been
fixed are essential and have necessarily to be supplied.
6.7.3 Accountal: A numerical accountal of receipt and issue of all items shall be
kept. The office of Sr DSTE/Dy CSTE incharge of the work shall make checks
periodically, to see that there is no accumulation of items of stationery and
forms in the subordinate offices.

Section 8: Stores Obtained for Works including Special
Revenue Works
6.8.1 Requisitioning: Materials for specific works shall not ordinarily be requisitioned,
unless the estimate of the work has been sanctioned by the competent authority
and funds have been allotted.
(a) Requisitions for materials shall show the name and particulars of the estimate
and sanctioning authority for the work.
(b) Advance procurement of stores may be authorised by the PCSTE or Sr DSTE

or Dy CSTE incharge of the work for long lead vital materials such as relays,
cables, point machines, block instruments, etc. which are required for the
next three years, and which have to be specially arranged or have to be
imported. In such cases, the indents may be placed as soon as a Work
appears in the Final Works Programme. These indents shall be prepared on
the basis of realistic estimate of quantities of materials and subject to prior
scrutiny by Finance Branch in respect of reasonableness of the quantity of
materials indented. The PCSTE or Sr DSTE or Dy CSTE incharge of the
work, shall certify the quantities of materials indented for each work. Indents
shall specify the delivery schedule for the next three years and funds shall
be arranged according to the delivery schedule.
(c) The materials on receipt shall be either utilized on the work or if this is not
immediately possible, stored carefully.
6.8.2 Materials-at-Site Account: The material received for Works detailed in Para
6.8.1 above, if not used up immediately, shall be kept at debit of a numerical
account of Materials-at-site of the particular work. Detailed instructions in regard
to maintenance of accounts for Works estimated to cost less than Rs. 1 lakh
and more than Rs. 1 lakh are contained in Chapter XIV of Engineering Code
(extracts at Annexure: 6-A4).
Section 9: Daily Material Transactions

6.9.1 Daily Material Transactions Register (DMTR)
(a) A Daily Material Transaction Register shall be maintained by each SSE

(Signal)/incharge or SSE (Signal)/(Stores), where specifically posted similar
to Annexure: 6-A5.
(b) All receipts and issue of Stores pending their transfer to their appropriate
Ledgers shall be entered in this Register.
(c) The Register shall be written up daily. A line shall be drawn across both
pages under the last entry of each date to prevent subsequent entries being
made.
(d) There shall be no direct posting of materials in Ledgers from Challan. All
transactions shall first be shown in the Daily Material Transaction Register.
(e) The dates shall be the same in both Ledger and the Register.

(f) Issues of materials from outside stocks will be recorded by the SSE (Signal)/
incharge or SSE (Signal)/(Stores) in their line note books first. These entries
will then be transferred to the Daily Material Transaction Register. The date
of entry in the Daily Material Transaction Register shall be recorded on the
note book.
(g) The SSE (Signal)/incharge or SSE (Signal)/(Stores) are personally responsible

for all the Stores in their custody and shall satisfy themselves that the Daily
Material Transaction Register and the Ledgers are being correctly posted.
They shall initial the Daily Material Transaction Register at least once a week
in token of having verified the entries thereof.
Section 10: Returned Stores

6.10.1 Instructions: Instructions regarding returned stores are contained in Chapter
XVI of the Indian Railway Code for Stores Department (relevant extracts at
Annexure: 6-A6).
6.10.2 Dispatch of Spare, Second Hand and Scrap Materials
(a) Spare and second hand materials sent to Stores Depot shall be carefully
loaded to avoid loss or breakage.
(b) Material complete but having pins badly worn out and not sufficiently good to
be considered second hand, shall be entered up as serviceable scrap and
their approximate weight shall be stated. If parts are missing, full details
shall be given.
(c) In the case of Signals, height, Type, & condition of post and fittings shall be
stated.
(d) All cast iron, steel, brass, zinc, copper and lead scrap shall be collected from
Sections regularly and sent to Stores Depot, with description and approximate
weight.
(e) Empties such as tins, drums kegs, barrels and cement bags shall be
accounted for along with the materials contained in them and shown in the
Returns. They shall not be held longer than necessary and shall be returned
to Stores Depot for disposal.
6.10.3 Credit for “Returned Stores”
(a) The credit value allowed in the estimate for the returned Stores which are
not likely to be required again shall be kept within the figure likely to be
realised for it as an obsolete material or as scrap.
(b) For materials likely to be used again, after return credit value proportionate
to its further life may, however, be provided in the estimate. The normal life
of some of the Signalling equipments as laid down in para 219 of the Indian
Railway Financial Code shall be followed.

Section 11: Requisitions
6.11.1 Preparation of Requisitions: The following instructions shall be observed in
the preparation of requisitions.
(a) Separate requisitions shall be prepared for each item of material. Requisition
for stock items shall be prepared in Form No. S. 1313 and for Non-Stock
items in Form No. S.1302 (sample at Annexure: 6-A7).
(b) Nomenclature, price list Nos. and other references shall be correctly
reproduced, in the case of special and non-standard items, description with
complete specifications and drawings shall be given.
(c) Blank space, if any, below the last item shall be crossed.
(d) The designation of the consignee shall be written in full. No code

abbreviations shall be given.
(e) The head chargeable shall be entered on all the requisitions.
(f) The requisition for materials for different sanctioned works and revenue
maintenance shall be distinguished by a mark or a code letter, as laid down
by the Stores Department.
(g) In the case of sanctioned works, the number of estimate and the reference
of the sanctioning authority shall be given clearly.
(h) The quantity of each material shall be given in correct units in words and
figures. Corrections, if any, shall be initialed.
Requisition may be submitted in Electronic form (where available).
(i) Availability of funds shall be certified by the Sr DSTE/Dy CSTE incharge of

the work.
6.11.2 Requisitioning of Materials
(a) All materials and equipment shall normally be indented in accordance with
Indian Railways Standard Drawings and specification. Where any such drawing
or specification number is quoted, the latest alteration number as on the date
of purchase will automatically apply. For items for which an I.R.S. specification
does not exist, an appropriate specification shall be quoted.
(b) No alteration or modification to or deviation from I.R.S. drawings shall be

permitted without the specific sanctions in writing of the PCSTE. In the case
of deviations having been decided upon before the placing of an order, the
indenting authority concerned shall quote such sanction in the order for
procurement.

Section 12: General Instructions
6.12.1 Stores Supplied by Firms/Contractors: Receipt of Stores received direct from
firms/Contractors shall be promptly acknowledged. All details of Make, Model
Number, S.No, Invoice, PO/Agt No, Inspection Details shall be noted, Discrepancy
or defect (if any) shall be brought to the notice of the Asst. Divisional Signal and
Telecom Engineer. Where Inspection of materials is to be done by consignee,
such inspection shall be done by JE/SSE (Signal) duly nominated by ASTE/DSTE
concerned. Quality, Quantity and adherence to laid down specifications must be
ensured.
6.12.2 Custody and Maintenance: The SSE (Signal)/incharge & SSE (Signal)/(Stores)
shall be responsible for the maintenance of all Stores and Tools and Plant in
their charge in proper condition. Where Watchmen/Private Security is necessary,
the SSE (Signal)/incharge or SSE (Signal)/(Stores) shall approach the Sr DSTE/
DyCSTE incharge of the work giving full justification. The guidelines laid down
in Annexure: 6-A8 shall be followed as far as practicable.

1 6-A1 Imprest Stores
2 6-A2 Tools and Plant
3 6-A3 Guidelines for Preparation of Indents
4 6-A4 Materials At-Site Account
5 6-A5 Daily Material Transaction Register (DMTR)
6 6-A6 Returned Stores
7 6-A7 Accounts (EDP) Requisition and Issue Note
8 6-A8 General Instructions for Proper Custody and Maintenance of Stores

Para no. 6.2.1 Annexure: 6-A1
Imprest Stores
(Extracts from Indian Railways Stores Code)
1801. Definition of Imprest Stores: Materials whether stock items or non-stock items, held
in stock not for specific works but as a standing advance for the purpose of meeting day to
day requirements in connection with the repair and maintenance shall, including
consumable stores such as cotton waste, jute, oil, grease etc. be treated as imprest stores,
so long as they are under the control of the authority in charge of the executive unit and
have not been issued to works.
1802. Object of Imprest System: The main object of the Imprest System is to control the
expenditure on materials used each month in the running repairs of rolling-stock, etc. But
this involves inter alia, effective financial and departmental control on the stocks of
materials held at outstations and their issue and recoupment.
1805. Schedule of Imprest Stores: Schedules of items of such materials showing the
quantities of each item which should be held as an imprest should be prepared separately
for each imprest holder. This schedule (S. 1805) shall show the following details;
Form No. S.1805
(1) Class of Stores.
(2) Price List or part List Number.
(3) Brief description of Stores.
(4) Sanctioned Imprest.
(5) Rate.
(6) Value.
1806. Copies of the schedule and any subsequent modifications of it should be supplied to
the DRM, immediate superior of the imprest holders, the Stores Department and Accounts
Officer, Stores, who should each keep the same up-to-date.
1811. Control of Imprests: It shall be the duty of the controlling authority in charge of the
imprest holders to see that the imprests are revised from time-to-time so as to ensure that
they are the lowest possible both as regards quantity and value, consistent with actual
working requirements. The imprest holder shall be held responsible to ask for a reduction or
deletion of any item of imprest on the basis of the consumption in his shed or station.
1817. Accounting: Each JE/SSE (Signal) holding imprest stores shall maintain a numerical
ledger on Form No. S. 1817 showing receipts, issues and balances of imprest materials. Each
item of the imprest stores shall be dealt with on a separate page of the ledger.
1829. Closing of Ledgers and Recoupment of Imprests: The Divisional or District Officers
should fix the dates of accounting period for each imprest holder and intimate the same to
the Accounts Officer, Stores.
1830. Each Imprest Holder should close his ledgers monthly on the dates fixed for him and
check them with the Issue and Recoupment Schedule which should be prepared in the form
shown below from the Monthly Summary of Issues (S. 1823).

Annexure: 6-A1 (contd.)
Monthly Summary of Issues: "Charged OFF" Stores Class Form No. S.1823
P.L. No. P.L. No.

Date Allocation Allocation Allocation Allocation Allocation Allocation
Quantity Quantity Quantity Quantity Quantity Quantity
Total quantity for
each head of
account under each
P.L. No.
Total Issues
Note: The need for the daily abstracts and monthly summaries provided for in paragraphs
1821 to 1823 does not arise in case the Issue Tickets (S. 1819) themselves are valued.
1838. Authority to Sign Indents: Indents for recoupment may be made directly by the
imprest holders under their signatures and the counter signature of District or Divisional
Officers for such indents is not necessary.
Note: Always check for latest updates from “Stores code”.

Para No. 6.2.1 Annexure: 6-A1 (contd.)
(Extracts from Indian Railways Engineering Code)
1417. Monthly Stores Returns: At the close of each month, separate returns showing
receipts, issues and balances of all imprest and surplus stores operated on during the month
should be submitted by each engineering subordinate to the Divisional Officer through his
Assistant Engineer. These returns are referred to in this Chapter as Imprest Stores Account
and Surplus Stores Accounts and should be submitted in the form printed below (Form No.
E. 1417). Both the accounts should as far as possible, be supported by the various receipt
and issue vouchers, i. e., Issue Notes Adjustment Memo and Advice Notes. These accounts
should bear a certificate from the subordinate concerned that no stores other than those
included in the accounts have been received or issued during the month and that the
balances of all items of stores not included in the accounts remain the same as at the end of
the previous month.
…………………………. RAILWAY
Account for Engineering Materials Form No. E.1417
Permanent Way Imprest for the month of ………………………20………
Division…………………. Section………………
Opening
Receipt Issues
Description of Material
Balance
Sanctioned Imprest
Section of Material
receipt documents
Quantity Number
Quantity Number
Quantity Number
and particulars of
Source of receipt
Class I or II
Works for which

Quantity
U.L. No.
Rate
issued
Value
Value
1 2 3 4 5 6 7 8 9 10 11 12 13 Value
14
Closing Balance Corresponding material released

How disposed
particular of
document
reference
Description
off with
Quantity
Remarks
number
U.L.No.
Quality
Value
Value
Class
Rate
15 16 17 18 19 20 21 22 23 24
Forwarded to: …………………………. Signature: …………………….

Station/Office: ………………………….. Designation: ………………….
1418. Check of Monthly Stores Returns: In the Divisional Office, the Imprest and Surplus
Stores Accounts (Form No. E. 1417) received from the subordinates should be checked to see
(i) that the opening balances of the items appearing in the accounts agree with the
closing balances of the accounts in, which the items last appeared;
(ii) that all receipts have been taken correctly to account as debits;
(iii) that the issues of materials are in order and reasonable and have been correctly
taken to account as credits;
(iv) that all transfers within the Division agree - i.e., that the issues in the account of
one subordinate agree with the receipts in the account of another subordinate,
any disagreement noticed being rectified and the subordinates concerned advised
of the correction; and
(v) that, in the case of Imprest Accounts, the sanctioned imprest has not been
exceeded without proper authority.
Form No. S.1817

…………………………Railway
………………………..Department
Ledger for Imprest Stores
Reference to Authority:
Authorized Stock …….Unit …… Rate ……
Class ……………………………… P.L.No. …………………………………….
Nomenclature …………………………………………………………………
Date of Issue or Date of Issue of

Remarks
Remarks
Receipt Receipt Notes Quantity Receipt Receipt Notes Quantity

or or
issue Number Date Receipt Issue Balance issue Number Date Receipt Issue Balance
1 2 3 4 5 6 7 8

Tools and Plant
(Extracts from Indian Railways Engineering Code)
1456. Tools and Plant for Maintenance: A scale of Tools and Plant will be fixed for each gang
under a Permanent Way Inspector and the total with his gangs plus a small reserve in his
own godown will form the scale fixed for each Inspector. A scale for tools and plant will
similarly be fixed for other Engineering Supervisors. On issue to the permanent way and
other Engineering Supervisors, the cost of these tools and plant is charged off finally. It will,
therefore, be necessary for the Supervisors to maintain a tools and plant register (Form E.
1462) and submit it after the close of each financial year to the Divisional Office for check.
………………………….RAILWAY Form No. E.1456
Register of Tools and Plants
Department ……………Division…………….Office……………..Sanctioned Strength………………
Authority……………………………….
Receipts
Total receipts
Name Balance April……………………………… March
Sanctioned and balance
Class of brought (to show 12 months separately)
scale
articles over Particular of
Date Quantity Cost Quantity cost
Voucher
(1) (2) (3) (4) (5a) (5b) (5c) (5d) (6a) (6b)
Balance at the end of

Issues Explanation
year
of
April………………………… March
Quantity Total difference
(to show 12 months As per the As actually
Ref. and
separately) return counted
Remarks
Date Particular of Voucher
(7a) (7b) (7c) (8) (9) (10) (11)
Place……………….…………… Signature………………………………..
Dated……..……………….…… Designation…………………………….

Guidelines for Preparation of Indents
A consolidated indent for the supply of uniforms for all the eligible sanctioned staff shall be
prepared by the Sr. DSTE and submitted to the PCMM for compliance. The indent shall be
prepared in accordance with the following guide lines
(1) Clear description of Uniforms with Style number shall be furnished and the category of
staff indicated for whom Uniforms are required.
(2) The year for which the supply is meant shall be furnished and fund certification indicated.
(3) Since one P. L. number has been allotted for one Style of all sizes, indents shall be
submitted accordingly for one style duly indicating the required sizes for that style
category wise, consignee wise for the entire Division and sent to PCMM.
(4) For staff headquartered at places not coming under zones prescribed as "Winter or mild
Winter" but who are required to be supplied with Winter uniforms due to their being
rostered for travel during the course of their duty to "Mild Winter" and "Winter" places
at least five times a month, a certificate to this effect shall be furnished on the reverse of
the indent.
(5) Certificate to the effect that the styles and scales furnished are as per standing
instructions shall be given in the indent.
(6) It shall also be certified that the size furnished are as per measurement card maintained
for the staff concerned.

Materials At-Site Account
(Extracts from the Indian Railways Engineering Code)
1441. Daily Record: The estimated value of works for which accounts are kept by such-heads
in the Register of Works will be as provided for in Para 1486. A daily numerical record of
receipts and issues of materials shall be maintained by the Stock holder in Form E. 1441.
………………………….RAILWAY Form No. E.1441
Materials-at-Site Record Ledger Form
Division…………………………… Section……………………………
Receipts Issues
Unified nomenclature
Classification I or II
Sub-head to
Opening Balance
Closing balance
Description of
which
Quantity
material
List No.
Source and
reference
chargeable and
Quantity
Unit Remarks
Date
Date particulars of
documents
under which
issued
Received for the work: B.F……………………… From page No………………………...
Carried forward B.F………………………………. To page No……………………………
Corresponding Material Released from the work….... B.F. From page No………………..
Carried forward............ To page No…………………………..
Return submitted on ……………….
Stock Holder’s Initials…………………
1442. Materials obtained for the work should on receipt, be entered as such under the
'Receipts' together with the date, quantity, issue notes or other reference. In the case of
materials obtained by direct purchase particulars should be entered in a Measurement Book
as well.

As materials are issued for consumption on the work, the date, the quantity and the sub-
head to which they are chargeable should be recorded under 'Issues'. Materials so issued,
but found subsequently to be surplus to requirements should be brought back into record as
'Minus Issues'. Such transactions should wherever practicable be avoided by confirming
issues to exact and immediate requirements.
Materials released from the work should, on displacement be recorded separately as such
and be entered with the date and quantity as ‘Receipts’. When subsequently utilized on the
work again they should be shown as ‘Issues’.
Materials-at-site returned to stores, transferred or otherwise disposed off should be shown

in the respective records with date and disposal reference as 'Minus Receipts'.
1446. Quarterly Materials-at-site-Returns: The Supervisor who is executing the work and is
also functioning as stock holder shall prepare a quarterly Materials at site account return
(Form E. 1446) in respect of each work valued at Rs. 3 lakhs in the case of Track Renewal
Works and Rs. 1 lakh in other works for which Register of Works is maintained by sub-heads of
estimates, and send the same to the Divisional Office. This return should include only those
items for which there have been any receipt or issues/transactions during the quarter. The
quarterly return may be followed by a complete Materials-at-site account return for all the
items at the end of half-year ending September and March. A number of works may be
included in one form provided that all such works are under the executive charge of the same
authority.
1447. The check of Materials at site return: The Materials-at-site returns received in the
Divisional Office should be checked in the following respects:
(a) The Opening balance should be checked with the closing balance of the previous return;
(b) The receipts during the period covered by the returns should be checked with the relevant
issue notes, the summary of stores, adjustment memo and other receipt vouchers;
(c) The reasonableness of the issues during the period covered by the return should be
checked with reference to the relevant sanctioned estimate, and the progress of work
reported during the period;
(d) As regards materials returned to Stores Depots or transferred elsewhere, the correctness
of credits to site accounts should be checked with the relevant advice of returned stores
or adjustment memo.
(e) The arithmetical accuracy of the returns should be checked.
1448. Accountal in the Register of Works: All materials obtained specifically for a particular
work should be charged off immediately to the head to which the cost of that work as a
whole is allocated (or if more than one head is involved to that bearing the greatest cost);
but should, so long as they are not consumed on the work be borne under a suspense head
"Materials-At-Site" opened under that head. All materials released from a work should also
be borne under the same suspense head. The adjustment from the "MAS" suspense to the
relevant final detailed heads should be carried out as soon as the materials are shown in the
monthly return as having been issued for use on work.

1449. The responsibility for having a daily record maintained, a monthly return prepared,
checked and valued and cost adjusted as prescribed in these rules devolves on authority in
executive charge of the works. The Accounts Officer who maintain the works Register is
responsible for the final adjustment of all materials-at-site transactions.
1450. Verification of Materials-at-site: The authority in executive charge of works for which
material at site accounts are maintained should arrange for a periodical verification of the
following materials at site pertaining thereto
(a) Permanent Way materials.
(b) Other materials at site which can be readily separated and distinguished from any
of the same description but of different category.

………………………… Railway
Material-at-Site Record Quarterly Returns
Division …………………………… Section ……………………………

Name of work ………………………….……………………..….. Sanction No ………………………….………….………. Date ………………………………..
Designation of Subordinate ……………………………………… Account of Receipts and Issues during the Quarter ending ………………………..…..
Opening balance Receipts Issues Closing balance
which chargeable
Classification
Name of work U.N.
Sub-head to
Source and
reference
Sl.
Quantity
Quantity
Quantity
Quantity
Remarks
Unit
and description List Rate
Value
Value
Value
Value
Date
Date
Date
No.
of material No.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Forwarded to ……..…………………………….
Station/office ……………………………………. Signature …………………………..
Date. …………………………………………… Designation …………………………

It is not necessary that all articles should be checked at the same time; but every item should
be verified at least once in a year. A certificate by the authority in executive charge of works
that such verification has been carried out should, together with a note as to whether or not
the materials were found to be unduly depreciated, be furnished on the materials at site
return for the month of March, or on the last return on which a balance is shown, submitted
in the year. The stock verification prescribed in this paragraph is in addition to the periodical
stock verification of engineering stores arranged for by the Accounts Officer.
1452. Daily Record: A daily numerical record in respect of materials-at-site works in this
category for which a separate account is not maintained by sub-heads in the Register of
Works shall be kept in Form E. 1441.
1453. Monthly Return: At the end of every month, an Excess Materials Return in Form E.
1453 given below should be prepared in respect of all completed works in this category.
These Returns should show separately for materials obtained and materials released, the
numerical balance only of materials-at-site i. e., those that have neither been consumed on
the work nor returned to the stores, transferred or otherwise disposed off and the date of
completion of the works to which they relate.
………………….….RAILWAY Form No. E.1453

Materials-at-Site Record excess Materials Return
Division…………………………… Section……………………………
Balance of Materials still “At-Site” on ………………………………………
Materials Materials Released Date of

Name of work Obtained for the in connection with completion Remarks
work the work of the work
Description of
Classification Rate Quantity Rate Quantity
Materials
Station/office……………………………… Signature…………………………..
Date………………………………………… Designation……………………….
1454. Check of Excess Materials Returns: The Excess Materials Returns should be checked in
the Divisional Office as regards the correctness and reasonableness of the balances shown
therein against the various receipt vouchers and the sanctioned estimates and put up to the
Executive Engineer for his orders as to the disposal of the balances. If the 'Excess Materials'
cannot be utilized on some other works, they should either be returned to the Stores Depot
or taken to Engineering Stores Surplus — (i) Permanent Way, (ii) other than Permanent Way;
(iii) Awaiting sale.
1455. Accountal in the Register of works: Materials obtained specifically for particular works
in this category should be charged off finally in accordance with their allocation.
Form No. S&T/DT
Daily Material Transaction Register (DMTR)
………………………… RAILWAY
Receipt Issues
Challan
From
Ledger or For Ledger
Description whom Description of Challan No. To whom For what
Date Quantity reference Receipt what Date Quantity reference
of material received material and date issued work
and Page Note No. work and Page
*
and date
* Details of Inspection certificate number shall be recorded.

Returned Stores
(Extracts from Indian Railways Stores Code)
1601. All Stores which have been previously issued for the services of the Railway and are no
longer required on a work should, in the absence of special instructions to the contrary, be
returned to the Stores Depots. If there is more than one Stores Depot on a Railway, the
PCMM may nominate the depot or depots to which particular classes of Stores may be
returned and advise the various Railway departments accordingly.
1602. Advice Notes: The Officer Returning Stores to Stores Depots should prepare Advice
Notes in Form (S. 1539) in six foils by carbon process. Separate Advice Notes should be
prepared for each class and for new, second hand and scrap stores.
1604. Disposal of the Foils of Advice Notes: One foil of the Advice Note should be retained
by the subordinate returning the Stores to the Stores Depot as his office copy, three foils
(the 2nd, 3rd and 4th) should be sent to the depot direct along with the Railway Receipt. Of
the remaining two copies, one copy (the 5th) should be sent to the Accounts Officer, Stores,
and the other (the 6th) to the Divisional or District Officer through the immediate superior of
the subordinate returning the Stores.
1605. Departmental Register of Advice Notes: The Advice Notes (6th foil) should be
carefully examined in the division or district office to see that they have been correctly
prepared. They should then be listed in a Register of Advice Notes for Returned Stores
maintained in the form shown below:
Form No. S.1605
Departmental Register of Advice Notes for Returned Stores
Designation of the Officer returning the Stores ……………………………………………………….
Materials by Returning Date of

Advice Materials acknowledged by depot No. & date
Officer to have been dispatch of of Advice
Note to have been received
Serial Number
returned th
the 6 foil of credit Remarks
of the Date of Descripti received
Advice Note acknowledg on of Quantity from the
Number
Description
Date
Quantity to the ements & Material acknowledg Stores

of Materials
Depot RO No. & Acknowle ed Accounts
Officer date dged Officer
1 2 3 4 5 6 7 8 9 10 11

1606. A separate page of this register should be allotted to each returning officer or
subordinate as may be found convenient. If the particulars furnished by the subordinates
returning the stores regarding nomenclature, rates, etc., are found to be incomplete, the
Advice Notes (S. 1539) (6th foil) should be completed in the divisional or district office in
these respects. The Advice Notes (6th foil) should then be forwarded to the depot to which
the stores have been returned.
1620. Posting Numerical Ledgers: The Depot Officer, after having the necessary entries
made in the numerial ledgers as well as in in the Depot Register of Advice Notes (S. 1608)
should retain one copy of the Advice Note (2nd foil) as his office record and send the two
copies (3rd and 4th foil) duly completed in all respects to the Accounts Officer, Stores.
1621. Disposal of Receipt (6th) Foil: The sixth foil of the Advice Note should also be sent by
the Depot officer duly receipted to the divisional or district officer concerned to be retained
as the latter's office record after making the entries in columns 7 to 9 of the Departmental
Register of Advice Notes (S. 1605). He should take up with the depot and returning officers
any discrepancies in quantities (vide columns 5 and 9 of the Register) if the reasons given on
the Advice Notes are not satisfactory.
1626. Advice of Credits: From the 3rd foil will be prepared the Advice of Credits (S. 2705)
according to the departments from which the stores have been received. The number and
date of the Advice of Credit should be noted in the Accounts Register of Advice Notes (S.
1622) against the entries of the Advice Notes included in the Advice of Credits. The Advice of
Credits with the 3rd foils as supporting vouchers and the corresponding 5th foils should then
be to sent to the divisional or district officer concerned.
1628. Procedure in the District or Divisional Office: On receipt of the copies of the Advice
Notes along with the Advice of Credit from the Stores Accounts Officer in the division or
district office, the 5th foil should be transmitted to the subordinate concerned after noting
on it the fact of credit having been received. The Advice of Credit supported by the 3rd foil
should then be carefully checked with and noted in the Departmental Register of Advice
Notes (S. 1605).
1607. The Register of Returned Stores (S.1605) should be inspected frequently to see that
there is little avoidable delay on the part of the stores depots in acknowledging the stores.
Any cases of omission to acknowledge the stores and/or to afford credit for the same within
one month of the Advice Notes should be taken up with the Depot and Accounts Officers.

Accounts (EDP) Requisition and Issue Note
………………..RAILWAY ACCOUNTS (EDP) 1
REQUISITION AND ISSUE NOTE S.1313/S.1319
To be filled by Indentor To be filled by Store Depot CD Code

56
Indentors Consignee Supplying Depot Depot Ward Issue Note No. Date
Consignee code Allocation Quantity Issued in Words
Requisition No. Date
Qty. Demanded in figures P.L. No. Category Unit Quantity Issued in

code Figures
Qty. Demanded in words Unit Rate Rs. P. Value Rs. P.
Description No. of Packages Wagon No.

Signatures
R.R.No. Date
Indenting Official Approving Officer Issuing Official Receiving Official
………………..RAILWAY DEPOT 2

CD Code
To be filled by Indentor To be filled by Store Depot 56
Qty. Demanded in figures P.L. No. Category Unit code Quantity Issued in
Figures
Description No. of Packages Wagon No

Signatures
R.R.No. Date

Para No. 6.11.1(a) Annexure: 6-A7 (Contd.)
………………..RAILWAY INDENTOR 3

56
Qty. Demanded in P.L. No. Category Unit code Quantity Issued

figures in Figures

Signatures
R.R.No. Date
………………..RAILWAY RECEIPT 4

56
Qty. Demanded in P.L. No. Category Unit code Quantity Issued in

figures Figures
R.R.No. Date
Signatures
Indenting Official Approving Issuing Official Receiving Official

Officer

………………..RAILWAY BILL 5

56
Qty. Demanded in P.L. No. Category Unit code Quantity Issued in

figures Figures
R.R.No. Date
Signatures
………………..RAILWAY BLOCK 6

56
Qty. Demanded in P.L. No. Category Unit code Quantity Issued

figures in Figures

Signatures
R.R.No. Date

RAILWAY
REQUISITION FOR STORES
DEPOT 1 Requisition No. Date

S.1302
Indentor Consignee Consignee Code Matrls Reqd. at Depot
Description P.L No. Cat. Qty. Demanded in Figs Unit
Qty. Demanded in Words
Allocation
Last purchase particulars Rate Value Purpose
Funds Availability Certified. Originating Official. Approving Officer.
RAILWAY
REQUISITION FOR STORES
DEPOT 1 Requisition No. Date

S.1302
Indentor Consignee Consignee Code Matrls Reqd. at Depot
Description P.L No. Cat. Qty. Demanded in Figs Unit
Qty. Demanded in Words
Allocation
Last purchase particulars Rate Value Purpose
Funds Availability Certified. Originating Official. Approving Officer.

General Instructions for Proper Custody and Maintenance of Stores

(1) All materials shall be kept clean and free from dust. Materials liable to get rusted shall
be kept free from rust by oiling/greasing whenever required.
(2) Stores enclosures shall be provided with weather proof protections where necessary.
(3) Materials shall be kept properly sorted and neatly stacked. Racks or other suitable
arrangements shall be provided for storing any tools and petty consumable stores.
(4) Parts and small items of materials shall be kept in properly labelled bins or on shelves.
(5) Clutch Resetting Handles/Crank Handles/Electric key Transmitter keys, master keys and
spare keys shall be kept locked up with the key in the custody of the JE/SSE.
(6) Bags of cement shall not be stored in too large a quantity nor for too long a period.
Bags shall be issued strictly in rotation, the first bags is being the first to be issued out.
Bags of cement damaged by rain or moist air shall not be issued.
(7) Point rodding shall be loaded in open wagons.
(8) Inflammable materials such as oils, spirits, petrol, etc., shall be stored separately and
away from cotton waste, stationery and furniture. Naked lights and smoking shall not
be allowed inside such godowns. Adequate arrangements shall be made for fire
protection, i. e., fire extinguishers shall be kept handy at easily accessible spots and fire
buckets shall be kept full of water/or sand where inflammable materials are stocked.
(9) Cables should be stored properly without damage to the cable drum as far as
practicable. Cable shall not be removed from drums until ready to install. When a
length of cable is cut off, the exposed end shall be effectively sealed.
(10) Signalling relays shall be kept separately at a place where environment is not likely to
be damp and free from chemical pollution due to acid fumes, etc. Relays shall be
transported from one place to another carefully in box with "thermocole" packing to
avoid damage during transportation. Similar care should be taken for upkeep of
tokenless block instruments and other sophisticated materials like Electronic
Interlocking Cards, IPS cards. Axle Counters Relay Groups, etc.
(11) Paints shall be stored in a cool dry place away from flame or naked light. All containers
shall be kept tightly closed to avoid loss of material due to skinning and contamination
caused by open atmosphere.
(12) Surplus or Scrap materials shall be disposed regularly.
(13) All measures to prevent theft, fire shall be taken.
(14) Transport vehicles/pick up vans shall be maintained at all times to ensure their availability
at all times in emergencies.

Chapter 7: Essentials of Signalling
Section 1: Signals in General
7.1.1 Multiple Aspect Colour Light Signalling (MACLS) is covered in this chapter.
7.1.2 All signals shall be electrically Lit. The signals shall be free from the possibility
of phantom indication.
7.1.3 All Main signals shall be colour light multi-unit type and shunt signals shall be
of the Position Light type. Calling on signals may be provided as per
Operational needs.
7.1.4 Uniformity of Signalling: It is desirable that;
(a) The signalling at all stations and interlocked level crossing gates in a
section conforms to the same type & standard as per maximum
Permissible speed of the section.
(b) Signalling at a station at either end(s), shall also be uniform as far as
possible.
7.1.5 Signals – Location
(a) The number of signals and their height shall be limited to what is
necessary for Safety and operational requirements.
(b) Signals shall normally be on the left of, or above the line to which they
apply, unless authorized by special instructions to the contrary.
(c) Where signals are erected on right hand side, they shall be provided with
an arrow, pointing towards the applicable line.
(d) Signals shall be so located and aligned so as to;

(i) Display the best possible view of their aspects to Loco Pilot of
approaching trains.
(ii) Avoid, as far as possible the possibility of the aspect of one signal
being mistaken for the aspect of another, and
(iii) Avoid confusion between the lights of Main signals and the lights of
Subsidiary signals or any other lights. The size of lamps/LEDs of
Subsidiary Signals shall be smaller than that of Main signals.
Subsidiary signals shall not be brighter than Main signals.
7.1.6 All equipments shall be so designed, located and secured as to obviate, as
far as possible, any outside interference.
7.1.7 Non-Operational Signal(s) shall be turned away from Track.
Note: (i) when a signal is not in use, it shall be distinguished by two crossed bars
across it, each bar being not less than one metre long and 10 cm wide (GR 3.18)
(ii) Signals not in use, shall not be lit (GR 3.18(3))
Chapter 7: Essentials Of Signalling Page 132 of 530

7.1.8 Block Overlap: Shall not be less than 180 metres in case of multiple-aspect
signalling. (Ref: GR.8.01(2)(b))
Relevant extract of GR is given below.
GR 8.01: (2) Unless otherwise directed by approved special instructions, the adequate
distance referred to in clauses (b) and (c) of sub-rule (1) shall not be less than-
(a) 400 metres in case of two-aspect lower quadrant signalling or two-aspect
colour light signalling, and
(b) 180 metres in case of multiple-aspect signalling or modified lower quadrant
signalling.
7.1.9 Signal Overlap: Shall not be less than *120 metres
* Method of reckoning of 120 Metres signal overlap (adequate distance) is
given below - GR extract;
GR 3.40. Conditions for taking ‘off’ Home signal.—

(1) When a train is approaching a Home signal otherwise than at a terminal station,
the signal shall not be taken ‘off’ until the train has first been brought to a stand
outside it, unless
(a) on a double line, the line is clear for an adequate distance beyond the Starter;
or
(b) on a single line, line is clear for an adequate distance beyond the trailing
points, or for an adequate distance beyond the place at which the train is
required to come to a stand. (G.S.R 1168(E) Dt 05-12-18)
(2) Where a train has first been brought to a stand outside the Home signal, the
signal may be taken ‘off’, if-
(a) on a double line, the line is clear up to the Starter, or
(b) on a single line, the line is clear up to the trailing points or under approved special
instructions up to the place at which the train is required to come to a stand.
(3) Except under approved special instructions, the adequate distance referred to in
sub-rule (1) shall never be less than-
(a) 180 metres at stations equipped with two-aspect lower quadrant or two-
aspect colour light signals, or
(b) 120 metres in the case of stations provided with multiple aspect signals or
modified lower quadrant signals.
(4) Where a sand hump of approved design, or under approved special instructions a
derailing switch, has been provided for the line on which a train is to be received,
they shall be deemed to be efficient substitutes for the adequate distance referred to
in subrule (3).

7.1.10 Overlap beyond IB signal (Class C station): shall not be less than 400
meters beyond IB home.
GR 8.04: At a class C station on single line or double line, in two aspect ,multiple
aspect or modified lower quadrant signalling, the line shall not be considered clear
and line clear shall not be given, unless-
(a) the whole of last preceding train has passed complete at least 400 metres
beyond the home signal and is continuing it`s journey and…..
7.1.11 Visibility of Signals: The minimum visibility distance of various signals shall
be as under;
(a) Distant Signal - 400 Metres.

Note: (i) Where it is not possible to obtain 400 meters of continuous visibility (due to site
constraints), then imposition of a suitable speed restriction may be considered.
(ii) An Inner Distant Signal (where provided), shall be continuously visible from a
minimum distance of 200 metres.
(b) All Stop Signals - 200 metres.

Note: Where it is not possible to obtain 200 metres of continuous visibility of any stop
Signal (due to site constraints), then a suitable speed restriction shall be imposed.
7.1.12 Aspects of Signals
(a) Aspects of Distant Signals

(i) In Single Distant Territory:
 The Distant signal shall display ; A yellow light (bottom) in the 'ON'
position for the 'Caution' aspect, Two yellow lights in a vertical line
(Distinguishably apart) for the 'Attention' aspect and one green light
for the 'Proceed' aspect.
(ii) In Double Distant Territory:

 The Distant signal shall display; two yellow lights in a vertical line
(Distinguishably apart) in the 'ON' position for the 'Attention' aspect,
and one green light for the 'Proceed' aspect.
 Inner Distant signal shall display; a yellow light (bottom) in the 'ON'
position for the 'Caution' aspect, two yellow lights in a vertical line
(Distinguishably apart) for the 'Attention' aspect and one green light
for the 'Proceed' aspect. Inner Distant signal shall display the same
aspects as that of Distant signal in Single Distant territory.

Note: Under approved special instructions, a colour light Distant signal may be
combined with the last Stop signal of a station in rear or with an Intermediate
Block signal or with a Stop signal protecting a level crossing. When a colour light
Distant signal is combined, (i) with the last Stop signal of a station in rear or (ii)
with an Intermediate Block signal or (iii) with a Stop signal protecting a level-
crossing, arrangements shall be such that the signal shall not display a less
restrictive aspect than the stop aspect till Line Clear has been obtained from the
station ahead as in case of (i) and (ii) above and until the level-crossing gates
have been closed and locked for the passage of trains as in case of (iii) above
(Ref: GR: 3.07(7) , G.S.R. 157(E).-Dated-05-3-21)
(b) Aspects of Stop Signals:

The signal shall display , a red light for the 'Stop‟ aspect , a yellow light for
the 'Caution' aspect, Two yellow lights in a vertical line (Distinguishably apart)
for the 'Attention' aspect and one green light for the 'Proceed' aspect.
Note: In a typical station (in Double Distant Territory), signals display as under.
Table-1
* Inner
Distant Main Line Loop Line Advanced Indication to Loco
S.No. Distant Home signal
signal Starter Starter Starter Pilot
signal
Double Stop dead at Home
1. Yellow Red - - -
Yellow
Double Stop dead at Main
2. Green Yellow Red - -
Yellow line Starter
Green Green Green Green - Green Run through on
3.
Main Line
Yellow with Stop dead at loop
Double Double
4. Route - Red - line starter
Yellow yellow
indicator
Yellow with Run through via
Double Double
5. Route - Yellow Green loop line
Yellow Yellow
indicator
* Or Distant Signal in Single Distant Territory
Signal Aspect Lamp lit
Stop Red
Caution Yellow
Attention Double Yellow
Proceed Green

7.1.13 Placement of Distant Signal
(a) Distant Signal shall be placed at an *adequate distance in rear of the first
Stop Signal.
*Note: Such an adequate distance shall not be less than 1 kilometre in Single Distant
Territory
(b) In Double Distant territories: On sections, where Emergency Braking

Distance (EBD) of more than 1.0 km is to be catered for, a second
Distant signal shall be provided. Such a Distant signal shall be placed at
an adequate distance of not less than 2 kms in rear of First Stop signal
and Inner Distant Signal shall be placed at a distance of not less than 1
km in rear of First Stop signal.
Note: Both Distant and Inner Distant Signals shall be provided with a marker
consisting of a white coloured disc with letter 'P' in black.
7.1.14 Placement of Stop Signals
(a) Home Signal: The Home Signal shall be placed in rear of all
connections, if any, on the line to which it refers. The Home Signal shall
be placed at not less than *180 metres in rear of the points up to which
the line may be obstructed, after line clear has been granted to the station
in rear.
*Note:
(i) Where there is a continuous down gradient towards station steeper than 1 in
260 between Distant and Home signal in single distant territory and between
Inner Distant and Home Signal in Double Distant territories, the Home signal
may be placed at a distance of sum of Block Overlap and Signal Overlap from
BSLB (Block Section Limit Board) or the outer most Facing Point, as the case
may be (i.e 180 + 120 = 300 m in MACLS).
(ii) If there is rising gradient in between or there is no emergency crossover for
criss-cross movement cutting across the main line, then this shall not be
applicable.
(b) Routing Signal: A Routing Signal shall be placed in rear of the Points,
which it protects
(c) Starter Signal: When one Starter Signal is provided for each converging
line, it shall be so placed as to protect the adjacent running line or lines
Note: For long/curved platforms, a Starter Indicator may be provided to repeat the
aspect of the Starter as an aid to the Guard to enable him to know the aspect of the
Starter. The Starter Indicator shall exhibit no light when concerned Starter is at 'ON'
and yellow light when it is 'OFF'. This Indicator may be provided only where
essentially required.
(d) Intermediate Starter Signal: An Intermediate Starter Signal shall be

placed clear of fouling marks in rear of the points, if any, which it protects.

(e) Advanced Starter Signal: Unless approved under special instructions, an
Advanced Starter Signal shall be placed outside all connections on the
line to which it applies;
It shall be located at a distance of not less than 120 meters from the
outermost points in the case of Single Line section. This distance shall be
reckoned from the starter in case of Double Line Section.
(f) Gate Stop Signal: shall be located at not less than 180 meter (in MACLS
territory) in rear of the gate, which it is protecting. Gate Signal shall be
provided with a marker consisting of a yellow coloured disc with letter 'G‟
in black.
(g) Intermediate Block Stop (IBS) signal: Is the Home signal provided at an
Intermediate Block post on a Double Line or Single Line. IB Signal shall be
provided with a marker consisting of a white coloured disc with letter „IB‟ in
black.
Note: IB Signal shall be located in such a way, to split the block section into near
halves subject to other criteria.
(h) Automatic Block Signals: They shall be normally located with a spacing
of one km from each other, subject to other criteria and headway required.
Automatic Signal shall be provided with a marker consisting of a white
coloured disc with letter 'A' in black.
7.1.15 Aspects-Sequence
(a) When a Signal is displaying the 'Stop' aspect, the signal next in rear shall
not display a less restrictive aspect than 'Caution'.
(b) Every Multiple Aspect Signal, whether automatic, semi-automatic, or

manually operated which, is required to display 'caution' aspect to a train
shall normally be placed at an adequate distance from the next signal in
advance. This adequate distance shall not be less than 1 kilometre.
Where the adequate distance cannot be provided and the 'caution' aspect
is being displayed, the next signal in rear shall display the
'attention'/'caution' aspect.
(c) If necessary, the 'Attention'/'Caution' aspect shall be repeated back on

successive signals in rear, until the adequate distance is obtained.
(d) In all cases the signal next in rear of a Signal protecting diverging lines shall
display 'Attention'/'Caution' aspect in the 'OFF' position, when the points are set
for any line other than the line over which the higher speed is permitted. When
this signal cannot be placed sufficiently in rear of the 'STOP' signal protecting
the Points to permit the Loco pilot of an approaching train to reduce to the
permitted speed, the 'Attention'/'Caution' aspect shall be repeated back on
successive signals in rear, until the required adequate distance is obtained.

(e) For Metro Services, every Multiple Aspect Signal, whether automatic, semi-
automatic, or manually operated which, is required to display „Caution‟ aspect
to a train, it shall normally be placed at an adequate distance from the next
signal in advance. This adequate distance shall not be less than the maximum
emergency braking distance of the trains running on the section at the
maximum permissible speed on the ruling gradient. Where the adequate
distance cannot be provided and the „caution‟ aspect is being displayed, the
next signal in rear shall display the „attention/‟caution‟ aspect. The
„attention‟/„caution‟ aspect shall be repeated back on successive signals in
rear, until the adequate distance is obtained.
7.1.16 Combined Signals: When owing to their location, it is necessary to combine

any two signals, one Stop Signal only may be provided under approved
special instructions, capable of displaying any or all the following aspects:
(a) Stop
(b) Caution
(c) Attention
(d) Proceed
Note: Under approved special instructions, a colour light Distant signal may be
combined with the last Stop signal of a station in rear or with an Intermediate Block
signal or with a Stop signal protecting a level crossing. (Ref: GR: 3.07(7), G.S.R.
157(E). Dated-05-3-21)
7.1.17 Distinction between Signals:
(a) Diverging Lines: Unless otherwise permitted by approved special

instructions, where two or more lines diverge, a route indicator of
approved design shall be provided.
(i) Route Indicator - The type of Route Indicator to be provided, shall be

as under -
 For speeds in excess of 15 kmph: Direction type Route Indicator for
up to 3 diversions in any side of the main line or Direction Type
Route Indicator with LED Matrix for more than 3 diversions on any
side of the main line.
 For speeds not exceeding 15 kmph: Any Route Indicator of
approved design.
(b) Converging lines: Unless otherwise permitted by approved special

instructions, when two or more lines converge, the signals shall be fixed
on separate posts.

7.1.18 Subsidiary Signals - Calling-on Signal
(a) Function: A Calling-on signal when taken 'OFF' calls on the Loco Pilot of
a train to draw ahead with caution, after the train has been brought to a
stop even though the Stop Signal above it is at 'ON‟. Such 'OFF' position
indicates to the Loco-pilot that he should be prepared to stop short of any
obstruction.
(b) Aspects: A Colour Light Calling-on signal has no independent aspect in

the „ON‟ position and shall display no light in the „ON‟ position and a
miniature yellow light in the 'OFF' position.
(c) The colour light Calling-on signal shall be provided with a marker
consisting of a white enamelled disc with letter 'C' in black.
(d) Placement of Calling-on Signal: Calling-on signal shall be placed below
a Stop Signal governing the approach of a train. Under approved special
instructions, a Calling-on Signal may be provided below any other Stop
Signal except the last Stop Signal.
(e) Working of Calling-on Signal
(i) Calling-on Signal shall neither be capable of being worked at the same
time as the Stop signal above nor shunt signal below it (if any)
(ii) Calling-on signal shall lock and detect all the points in the route
including isolation points (if any), which the Main signal above it detects
excluding those in overlap.
(iii) Calling-on signal requires all the level crossing gates in the route to be
closed and locked against road traffic
(iv) At stations where Station Master controls the reception and dispatch of
trains, such control shall be extended to Calling-on Signals also.
(v) It is required to provide track circuits at a *suitable distance and a time

delay circuit to ensure that the Calling-on Signal is taken 'OFF' only
after the train has been brought to a stop.
*Note:
(i) For reception signals, 5 rail length (65 metres) Calling-on track circuit and 60
seconds time delay shall be provided.
(ii) For dispatch signals, no time delay is required for taking off Calling-on Signal.
However provision for ensuring that the train has stopped shall be covered in
Station Working Rules (SWR) and to be ensured by operating staff.
(vi) Provision for manual replacement of Calling-on Signal shall be included
in concerned Station working Rules (SWR).

7.1.19 Subsidiary Signals - Shunt Signal
(a) Shunt movements shall, as far as possible, be controlled by Shunt Signals.

The Shunt Signals shall lock and detect all the points in the Route and
prove that the tracks in the route excluding the berthing track are clear and
that the level crossing gates in the Route are closed and locked against the
road traffic.
(b) Shunt Signals shall be of the Position Light type. The lights of a Position
Light Signal shall be white. Two lights of a Position Light signal shall be
horizontal in the 'ON' position and 45° above the horizontal in the 'OFF'
position.
(c) Placement and aspects of Shunt Signals
(i) Shunt Signals may be separately located on posts or close to the

ground or may be fixed below Stop Signals other than the First Stop
Signal of a station.
(ii) Where a Shunt Signal is required to be fitted on a Signal post on which

a Calling-on signal is also fitted, the Shunt Signal shall be fitted below
the Calling-on Signal.
(iii) A Shunt Signal placed below a Stop Signal or a Calling-on Signal shall
not be capable of being worked at the same time as the relevant Stop
Signal or Calling-on signal.
(iv) Where a Shunt Signal is fixed below a Stop Signal, it shall show no light
in the 'ON' position.
Section 2: Warning Boards

7.2.1 A Warning Board to warn the Loco-pilot of his approaching a Stop Signal shall
be provided at a distance of 1.4 km in rear of the First Stop Signal of a station,
Intermediate Block Stop Signal and Gate Stop Signal. This distance may be
increased suitably to cater for gradients.
Note: (i) On Broad Gauge and Metre Gauge, Passenger Warning Board should be
provided at not less than 1000 m in rear of the first stop signal of a station,
intermediate block stop signal and gate stop signal. The Passenger Warning Board
need not be provided where the distance between distant signal and stop signal is
1000 m or more.
(ii) Goods warning board shall be provided at a distance of 1400 m in rear of the first
stop signal of a station, intermediate block stop signal and gate stop signal.
(iii) In Double Distant Territory, no warning board is required.
7.2.2 In those cases, where Gate Signals and station signals happen to be located
close to each other, only one warning board shall be provided at a distance of
not less than 1.4 km from the First Stop Signal.

7.2.3 Where inter-signal distance between two signals is less than the distance
required for warning Board, the signals in rear shall either be controlled by the
signal in advance or they shall be combined.
7.2.4 Self-reflecting sheets of approved type or reflectors shall be provided, on the

warning board as per approved drawings.
7.2.5 The warning board shall normally be on the left of the line to which it applies
unless there are special reasons to the contrary.
Section 3: Indication Boards

7.3.1 Indication Boards are provided to give warning to Loco Pilots about changes in
type of signalling or type of Block Working or Automatic Train Protection
Territory.
7.3.2 Where a Block station, which is provided with two aspect signalling without a
Warner signal in rear of the First Stop Signal, is approached from a section
provided with Multiple Aspect Signalling or with two aspect signalling with a
Warner signal in rear of the First Stop Signal, an Indication Board bearing
alternate yellow and black diagonal stripe shall be fixed at not less than 1.4
km. in rear of the First Stop Signal. The Board shall have a legend
"Approaching unwarned Stop Signal".
7.3.3 When a station provided with single line Token block is approached from a
Double Line or a Single Line section equipped with Tokenless block working,
an indication board with a legend "Entering Token Territory" shall be provided
at the First Stop Signal of the station.
7.3.4 Where the block working at one end of a station is automatic and the other end is
absolute, an indication board with suitable legend shall be provided at the First
Stop Signal of the station. The legend on the board shall be “Entering Absolute
Block Territory” or “Entering Automatic Block Territory” as appropriate.
7.3.5 Shunting Limit Board: A Shunting Limit Board shall be provided at Class 'B'
stations over a single line section worked on Absolute Block System where
shunting in the face of an approaching train is permitted and where an
Advanced Starter is not provided. The Shunting Limit Board shall be fixed at a
distance of 180 metres in advance of the First Stop Signal.
7.3.6 Block Section Limit Board (BSLB)
(a) At Class 'B' stations worked on Double Line Absolute Block System (with
multiple aspect signalling) a Block Section Limit Board shall be provided
where there are no points or the Outermost points are trailing.
(b) The Block section Limit Board shall be located at 180 metres in advance of
the Home Signal and protecting the fouling mark of the trailing points, if
any.
(c) The Block section Limit Board or the Shunting Limit Board shall be so
located that the legend is facing towards the station. They shall be fitted
with lamps showing white light in both directions during night or shall be
painted with Retro-reflective type coating.
7.3.7 Miscellaneous Indication Boards
(a) An indication board shall be provided at the foot of Gate signal if it is
protecting more than one mid section LC gate with appropriate legend.
(b) An indication board shall be provided at the foot of the IB signal if it is
protecting mid section LC gate with legend "Look out for LC gate when
passing IB signal at ON".
(c) Any other indication boards as required.
Section 4: Points, Operation, Indicators & Isolation

7.4.1 The points shall be operated by Point machines (approved type). Points
leading to un-signalled lines or sidings may be manually operated with
suitable electrical controls.
7.4.2 Obstruction Test: Insertion of a 5 mm obstruction between the switch rail

and the stock rail of a Facing Point, at approximately 150 mm from the toe of
the switch shall prevent the Point from being locked and the relevant signal(s)
being taken 'OFF' for movements over them.
7.4.3 Crank Handles for Point Operation: where power operation of Point
Machine is not functional, provision for manual cranking shall be done
through interlocked crank handles.
7.4.4 Where required, provision may be made for emergency operation of points
during track circuit failures. Each such individual operation shall be recorded
on a suitable non-resettable Counter.
7.4.5 Point Indicators (For Non-Interlocked points)
(a) They shall be provided at all Points on running lines which are not
interlocked with Signals, unless the position of Points is otherwise proved.
Point Indicators shall be of the target type.
(b) Indications:
(i) When the points are set for the straight line, the indicator shall display
a white target by day and a white light by night, in each direction.
(ii) When the points are set for the diverging line, the indicator shall
display the edge of the disc by day and a green light by night, in each
direction.
(iii) At Points where a green light would give a misleading indication to a
Loco pilot, a red light may be permitted under special instructions.
Refer to Drg No: 12-D1

7.4.6 Trap Indicators (For Non-Interlocked Trap points)
(a) Trap Indicators shall be provided at all Trap Points on running lines
which are not interlocked with signals, unless the position of trap points is
otherwise proved. Trap indicators shall be of the target type.
Note: Points leading to a short dead end and used solely for the purpose of trapping
the running line or sidings shall be treated as derailing switch.
(b) Indications -
(i) When the Trap Points or derailing switches are open, the Indicator
shall display a red target by day and a red light by night in each
direction
(ii) When the trap Points or derailing switches are closed, the indicator
shall display the edge of the disc by day and a green light by night, in
each direction. At trap points where a green light would give a
misleading indication to a Loco pilot, a white light may be permitted to
indicate trap „CLOSED‟ position only.
Note: Points and trap Indicators shall be provided with miniature lights and be
placed as close to the ground as possible.
7.4.7 Shunting Permitted Indicator (SPI)
(a) Shunting Permitted indicator may be provided to permit uninterrupted to

and fro movements towards shunting neck or other connected lines.
Shunting Permitted Indicator may be of the Disc or Light type.
(b) Indications of SPI: Day and night indications of the Shunting Permitted
Indicator shall be as follows
Table-2
Indication when shunting is Indication when shunting is not

permitted in the direction to permitted in the direction to which
which it refers it refers
Type
Night
Day Indication Day Indication Night Indication
Indication
Disc Type Black disc with a Yellow cross Edge of disc No light
yellow cross light
painted on it
Light Type Yellow cross Yellow cross No light No light

light light
(c) Operation of SPI: Shunting permitted Indicator may be operated by a

ground lever/EKT which works in conjunction with a Stop Signal, so that
either the shunting permitted indicator or the associated stop signal can
be taken off at a time.
(d) Sidings shall be so arranged that shunting operations upon them involve
the least possible use of, or obstruction, to running lines.

7.4.8 Spring Points
(a) Spring points shall be used only in exceptional cases where the same
purpose cannot be achieved conveniently by other means.
(b) Spring Points if used in the facing direction must be fitted with facing point
locks. They may be operated from a Cabin or from a ground lever. In the
latter case, the ground lever shall be of such a type that it will not move
when the Points are being trailed through.
7.4.9 Provision of Isolation
(a) At block stations where trains are permitted to run at speed in excess of
50 kmph, the line on which that speed is permitted, shall be isolated from
all connected lines during the passage of the train.
(b) Such isolation need not be provided at Block stations where trains are
permitted to run at a speed of 50 kmph or below, provided GR. 4.11(2) is
complied with.
Note:- The provisions of Para no. 7.4.9 (a) do not apply to

(i) Junctions where two block section lines meet at the same end of a station and
system of Block Working with adjacent stations on both lines is done by one of the
approved means and the junction is equipped with full complement of signals.
 At such junctions, the First Stop Signal on Single Line sections shall be placed
at an adequate distance from the outermost facing point/fouling mark, the
adequate distance not being less than the sum total of the adequate
distances prescribed in GR. 8.01 in regard to condition for granting Line Clear
and GR. 3.40 in regard to the condition for taking off the Home Signal.
 On Double Line section, the First Stop Signal shall be placed at an adequate
distance from the outermost facing point/fouling mark, this distance not
being less than the adequate distance prescribed in GR. 8.01 in regard to the
conditions for granting Line Clear.
(ii) Block stations where track circuits or other appliances have been provided to
prove whether the connected non-isolated lines are clear or occupied and the
signalling is such that a distinctive aspect is given to the Loco Pilot of a run through
train, restricting the speed to 50 kilometres per hour when a connected line is
occupied.
(iii) Catch and Slip Sidings and Sidings provided for isolation purposes only.
7.4.10 Means of Isolation
(a) Sand humps, trap points, or other approved means of isolation shall be
provided on all goods lines and sidings at their junctions with passenger
lines, the normal setting being such as to prevent the passenger lines
from being fouled.
(b) At interlocked layouts, the means of isolation shall be interlocked with the
relevant signals.

(c) Derailing Switches on main or through line: In order to maintain safety
for through running, Points for *trap sidings/derailing switch shall not be
inserted in the main or through line. However in exceptional
circumstances, they may be allowed under approved special instructions,
only in those cases where;
(i) Owing to grades in or near stations, it is necessary to prevent -
 Trains being brought to a stand at a Stop Signal on a rising
grade, or
 Vehicles running away from the station.
(ii) It is operationally required to receive trains from different directions
at the same time.
(d) At stations where Points for trap sidings/ derailing switch are inserted on
Main lines or through line for reasons given at (c) above, through running
shall be permitted only under approved special instructions.
*Note: Points leading to a short dead end and used solely for the purpose of
trapping the running line or sidings shall also be treated as derailing switch.
7.4.11 Please refer to Annexure: 7-A1 on Extract from “Rules for Opening of Railway
Lines” for Isolation for more details.
7.4.12 Siding Points on Passenger running lines outside station limits
(a) Facing Points: Where Siding Points take off a running line in a facing
direction, the following minimum equipment shall be provided:-
(i) A gauge tie plate and a facing point lock which shall lock each switch
independently.
(ii) The control of the points shall be made by means of a key or other
suitable device which shall secure the bolting mechanism of the Points
in the plunged or locked positions, i.e., when the Points are set and
locked for the running line. The means for control of the Points shall
be interlocked with the block system in force.
(iii) Where Siding Points are provided only with the minimum equipment
specified in Para no. 7.4.12 (a), an appropriate speed limit over the
facing points shall be imposed for all trains passing over such Points
in the facing direction only and an 'S' marker at the Points and a
speed indicator at not less than 30 metres from the Points shall be
provided, neither of which, need be lighted. In addition a caution and
termination indicator shall also be provided as for open line speed
restrictions. Where the sanctioned speed of the section does not
exceed 50 kmph, the 'Marker' at the points and the Indicators need not
be provided.
(iv) The siding points on passenger lines outside the station limit shall be
detected for permitting speeds of up to 50 kmph in facing direction. In
case the detection is not provided, speed restriction of 15 kmph shall
be imposed.

(b) Trailing Points (Double Line): Where Points take off a running line in a
trailing direction the following minimum equipment shall be provided for
unrestricted speed:
(i) A gauge tie plate.
(ii) A suitable type of key lock or equivalent mechanism, the key of which
can only be extracted when the Points are set and locked for the
running line. The points shall be controlled through the block system
in force.
(iii) A 'S' Marker at the Points, which need not be lighted.
Note: Some provisions in this section are applicable for Mechanical/Electro

mechanical Signalling (where existing).
Section 5: Interlocking of Catch Siding and Slip Sidings

7.5.1 At stations where *Catch and Slip Sidings are provided in accordance with
the Rules for opening of a Railway, interlocking arrangements and other
safeguards shall be provided as given in this section.
* Note: Catch Siding is provided to protect the Station Section, if the gradient is
steeper than 1 in 80 falling towards the station section. Slip Siding is provided to
protect Block Section, if the gradient is steeper than 1 in 100 falling towards the
Block Section
7.5.2 Reception of Trains
(a) Either a minimum of two Stop Signals shall be provided in rear of the
Catch Siding points or the First Stop Signal shall be at an adequate
distance equal to Block overlap from the catch siding points.
(b) A train shall first be brought to a stop at the First Stop Signal, before the
Catch Siding points are set for the main line and the reception signals
shall not be taken 'OFF' unless the following conditions are satisfied:
(i) The line on which the train is to be received is clear and the train is to
be received on the main line.
(ii) The points leading to the Catch Siding as well as all the Points
required for a run through train are set for the main line immediately
after granting Line Clear to the Block station in rear.
(iii) Line clear has been obtained from the Block section in advance.
(iv) The gradients in the block section ahead are such that the train can be
brought under control easily.
7.5.3 Setting of Catch Siding/Slip Siding: The take off points of a Catch/Slip
siding shall normally be set and locked for the siding and interlocking
between the points and block instruments shall be provided as in Para 7.5.4
and other safeguards as in paras 7.5.5 to 7.5.7.

7.5.4 Interlocking of Catch/Slip Siding points with Block Instruments
The interlocking shall be such that the key required to set the siding points is
released from the instruments in the "Train Going to" / "Train Coming from"
position and once the key is removed from the block instruments, the
instrument gets locked in the relevant position. The instrument can be
normalised only after the points are set for the Slip Siding / Catch siding and
the "Train Going To" / "Train Coming from" key is released from the Points
and brought back to release the instrument.
Where a Slip Siding is located at the departure end of a Double Line Station,
the interlocking shall be such that the Points can be set towards the Block
section only when the block instrument is set to “Line Clear".
Note: Please refer to SEM Chapter 18 for Block working.
7.5.5 Audible Indication: An audible indication shall be provided at the place of

operation of Points as an aid to the Operating staff, indicating that the train
has been received or despatched and that the points shall now be normalised
for the Catch Siding/Slip Siding. This indication would continue till the points
are normalised for the Catch Siding/Slip Siding.
7.5.6 Safeguards in working: In all cases where interlocking arrangements

stipulated in Para 7.5.4 are provided between the Slip/Catch Siding and the
block instrument, the following safeguards shall also, inter alia be provided in
the Station working Rules:
(a) Shunting on non-isolated lines shall cease once Line Clear has been
granted.
(b) Points shall remain set and locked for the Catch Siding until Home
Signal has been taken 'OFF'.
(c) Before normalising the block instrument the Station Master /Assistant
Station Master, shall verify the complete arrival or despatch of the train,
even though he is getting an audible warning, which may be due to
reception or despatch of a complete train or part thereof.
7.5.7 An Emergency Key of the Catch/Slip Siding shall be kept in a sealed box
under the custody of the Station Master. This is used for operating the Slip
Siding/Catch Siding points when either the block instruments have failed, or
when the train is still in the Block section and another train is required to be
despatched into the Block section.

Section 6: Interlocking of Signals with Points and other
Equipments
7.6.1 Essentials of Interlocking: Equipments provided for the operation and
control of signals, points, etc., shall be so interlocked and arranged as to
comply with the following essentials;
(a) It shall not be possible to take 'OFF' a Main stop signal or a Subsidiary
signal, unless all points in the route, including overlap and isolation (as
applicable), are correctly set and locked and all interlocked level
crossing are closed and locked against public road, and relevant tracks
are unoccupied by vehicles and clear for the line on which the train will
travel.
(b) After such signal has been taken „OFF‟, it shall neither be possible to
move any points nor unlock the route, including overlap and isolation,
nor to open any interlocked gates until the concerned signal is replaced
to 'ON' position.
(c) It shall not be possible to take 'OFF' any two signals simultaneously,
which can lead to conflicting movements.
7.6.2 Route Holding (Approach Locking & Back Locking)
(a) The route (including overlap, isolation as applicable), locked by a signal,

shall be released normally on passage of train or by Emergency Route
Release with specified Time Delay. For such route holding, it is essential
to provide continuous track circuit/Axle Counters from the signal up to the
end of the route at all class of stations.
(b) Overlap shall be released with, either the passage of Train or with
specified Time delay on arrival of Train on berthing Track or Emergency
Route Release.
(c) Approach locking and back locking shall be provided for all routes
governed by Main Stop signals and Subsidiary signals. Approach and
back locking shall be continuously effective from the approach track which
shall commence from an adequate distance in rear of the signal. In the
absence of approach track circuit, Dead Approach Locking shall be
provided with suitable Time Delay.
7.6.3 Route Locking/Holding at Stations having Lever Operated Points &

Signals
(a) Points shall be so interlocked where feasible, as to avoid any conflicting

movement.
(b) At a station, where trains run through at speeds more than 50 kilometres
per hour, such arrangements to hold the route are also required in case of
trailing points situated more than 180 meters from the signal controlling
them. However, such arrangements are not required, if the Points are
locked in either position by the signal in advance.

(c) Stop Signals which are next in advance of trailing points operated from
the same cabin, when taken off, lock such point in either position unless
route locking is provided or the distance between the Points and the
signal is such that the locking interferes with traffic movement.
7.6.4 Train Detection - Track Circuiting/Axle Counters
(a) Where continuous track circuiting/Axle Counters are provided, the

occupation by a vehicle of any track circuited/Axle Counter section shall
control the signals leading to the same line and shall also lock the Points
on the route.
(b) At stations where points and signals are operated through Relay
Interlocking/Electronic Interlocking, track circuiting/Axle Counters shall be
provided, for entire station section for all lines, where direct reception is
provided.
(c) In case of Cabins with mechanically operated signals & points, all
passenger lines or where light engine crossing and shunt movements are
frequent or where stop Signals are at a considerable distance from the
Cabin, or where the view of the Operator is likely to be obstructed, the
provision of track circuits or Axle Counters is essential.
7.6.5 Clearance at Junction Point
(a) Where it is difficult under normal conditions of visibility for an Operator to

estimate clearance, track circuiting/Axle counter shall be provided in
order to define the *fouling points of junctions, loops, siding connections,
crossings etc.
(b) Where the movement of trains over the Points is not visible to the
Operator operating the Points - Occupation of the track between Stop
Signal reading over the Points up to the fouling mark ahead of such
Points shall be electrically indicated at the place of operation.
Note (i) *Fouling means the marks at which the infringement of two fixed Standard
Dimensions fouling block occurs, where two lines cross or join one another. (GR).
It shall be placed at a location, where centre to centre distance is less than 4265 mm
for existing works and 5300 mm for new works/Alteration to existing works.
(Reference: SOD for BG Track – Chapter-II-item-1).
(ii) Whenever the term Track circuit is used, it shall automatically cover the use of
axle counter or any other approved means of train detection.
7.6.6 Slot controls on signals

(a) Where a signal is controlled through slots, it shall not be possible to take
'off' a signal unless all the controls have been exercised by the
controlling agencies. But it shall be possible for any one of the controlling
agencies to replace the signal to 'ON' position by withdrawal of the
control.
(b) Slot circuits shall be so designed, that a slot once given is effective for
only one train and a fresh slot has to be given for a subsequent train.

(c) Station Master's Slot Control on Reception & Dispatch signals.
(i) The Station Master shall be provided slot control, over the Home, Last
Stop Signals, and on Calling-on Signals (where provided);
(ii) The Station Master's control over Home Signals can be dispensed with
only if all the following conditions are satisfied;
 All reception lines are fully track-circuited from Home Signal to

corresponding Last Stop Signal in double line and Home Signal to
Home Signal in Single line; or all reception lines are track-circuited from
the fouling mark to fouling mark and the non-track circuited portion of
the line from the fouling mark to the Home Signal is within the range of
visibility of the Cabin, from where signals & points are operated.
 Station Master does not allot the line; and
 Assistant Station Master working in the Cabin operates the Points,
Block instruments and receptions/despatch signals.
7.6.7 Interlocking of Last Stop Signal and First Stop Signal with Block Working:
Where Absolute block working is in use;
(a) The Last Stop Signal shall not be capable of being taken „OFF‟ until Line
Clear has been obtained from the block station in advance;
(b) It shall not be possible to close the line and grant or receive 'Line Clear‟
unless the 'ON' aspect of the relevant First Stop Signal is proved.
7.6.8 Replacement of Stop Signals on passage of Train
(a) A stop signal in the 'OFF' position shall be replaced to 'ON' position
automatically by the passage of a train.
(i) Advanced Starter Signal shall be automatically replaced to 'ON'

position by the entry of a train into the block section.
(ii) Home Signal shall be automatically replaced to 'ON' position by the
passage of a train in advance of the Home Signal.
(iii) Starter Signal shall be automatically *replaced to 'ON' by the passage
of train.
(* with delay if replacement glued Joint/Insulation joint is close to signal ,
please refer to Para no 21.1.21 (Table-1))
(b) It shall also be possible to replace a manually controlled signal in the

'OFF' position to the 'ON' position manually.
7.6.9 Signal Passing at Danger (SPAD) mitigation
To mitigate the adverse effects of a Train Passing Signal at Danger, appropriate

devices, circuits, methods may be provided as necessary such as;
(a) Station staff shall set the relevant facing points to unoccupied line, soon
after the arrival of a previous Train, through a provision in Station
Working Rules (SWR).

(b) Train Protection Devices (Refer to Chapter 13 of SEM).
(c) Any other approved type of method/Equipment.
7.6.10 Fail safe Features: Signal and interlocking circuits (including hardware and
software as applicable), shall be so designed and equipment so installed and
maintained with it`s connections, that the relevant signal shall remain at or
return to its most restrictive aspect and Points shall remain locked in their last
operated positions in the event of failure of any part of its connections and
circuits.
Section 7: Operation of Signals & Points - Control Panel

7.7.1 The Interlocking installations are of two types, Route Setting Type i.e. on the
basis of Entry/Exit principle, Non-route Setting Type i.e. Route is set with
individual operation of points.
(a) The points and Signals shall be operated from a:-
(i) Control panel for Relay Interlocking.
or
(ii) Control panel and/or Control Terminal (Video Display Unit (VDU)) for
Electronic Interlocking.
Note: Dual VDU shall be provided in lieu of Control Panel and VDU in all future
Installations. However, in those existing Installations having one VDU and one
Control the same may continue.
(b) Based on size, complexity of the yard or operational reasons more than one
Control panel/Control terminal may be provided for operation of the points and
signals. In such cases, necessary inter-slotting controls shall be provided.
7.7.2 Control Cum Indication Panel (CCIP)/Control Panel:
(a) The display of the layout on the front of the Control Panel shall be well
proportioned, and each track circuit shall be clearly distinguished by
different colours.
(b) A Control cum operations panel with Indications (CCIP or control panel) for
route switches/buttons, point switches etc., shall be provided in Geographical
order. However a separate Indications panel and a separate operating panel
may also be provided for large installations for convenience.
(c) The Route setting shall be on "Entry/Exit" principle for installations of
Route Setting type. Each route shall be controlled by means of two push
buttons-one at the entrance and the other at the exit of the route. 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.
(d) SM‟s Key control arrangement shall be provided on Control panel/VDU, to
prevent any unauthorised operation.

(e) Provision for emergency route release shall be provided on control
panel/VDU. This emergency operation shall be recorded through a Non
resettable Counter incrementing for every such operation.
(f) All Emergency operations shall be two-step process, to safe guard against
unintended operations.
(g) Locking and sealing arrangements shall be provided for the covers of Control
Panels/Block Instruments etc., to secure against unauthorised opening. Relay
Rooms at stations shall be provided with double lock arrangements.
Further details are given in Para 21.1.2
7.7.3 Arrangement for switches/buttons for operation of points & signal in Control
Panel is given at Para 21.1.3.
7.7.4 Control Panel Indications: The control panel shall be provided with; Point
Indications, Route Indications, Signal Indications, Track Circuit Indications,
Power Supply Indications and other Indications as required. Refer to Para
21.1.4 for details.
7.7.5 Control Terminal – (Video Display Unit (VDU)):
(a) Control Terminal/multiple Control Terminals shall be of appropriate size to

display layout of the Yard in well-proportioned dimensions and shall
display all functions clearly distinguishable. Control Terminal/multiple
Control Terminals shall be provided in redundant mode.
(b) 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.
(c) When embedded block working in Electronic Interlocking is used, all
indications like TGT, TCF, LC etc required for block working shall also be
displayed.
(d) Same indications as given in Para 7.7.4 above for Control panel , shall be
provided for Control Terminal also.
Further details on Control Terminal (Video Display Unit (VDU)) are given at Para
21.1.15.
Section 8 : An overview – Design, Installations, Testing,

Commissioning & Maintenance of Signalling Equipment
7.8.1 Design & Installations:
(a) The signalling and interlocking arrangements for the yard shall be in
accordance with the approved signalling plans, Control Table, detailed
wiring diagram including Control Panel diagram, Relay contact analysis
and relay rack arrangements.
(b) Criteria for Design of Signalling circuit is given in Chapter 21, Section 1.

7.8.2 Outdoor signalling equipment to be Installed, Tested & Maintained as
given below
(a) LC Gates as per Chapter 14 of SEM.
(b) All signalling cables shall be laid, Tested as per Chapter 15 of SEM
(c) Train Detection: Track circuits, AFTC, Axle Counters as per Chapter 17 of
SEM.
(d) Signals, IRS Point Machines, Thick web switches as per Chapter 19 of SEM.
7.8.3 Power Supply & suitability for RE area for equipment and circuitry shall
be as given below:
(a) Power Supply Arrangements: Power supply systems for Signalling
Installations shall be as per Chapter 16 of SEM.
(b) All signalling equipment and circuitry shall comply with stipulations given
in Chapter 22 of SEM on "Requirements of signalling in 25 KV AC
electrified areas".
7.8.4 Block Instruments, Lightning and surge protection & Earthing, General
Arrangements as given below:
(a) Block Instruments (where separately required) shall be Installed, Tested,

Commissioned & Maintained as per Chapter 18.
(b) Lightning and surge protection shall be provided to protect Electrical &
electronic signalling equipments from lightning & surges as per Chapter
21, Section 7.
(c) Earthing for Outdoor signalling equipment as per Chapter 19, Section 11.
(d) General Arrangements in Relay Room: Air conditioning, 'Automatic Fire

Detection and Alarm System', Automatic Fire Suppression System' etc
shall be as per Para 21.3.4.
7.8.5 Commissioning of Relay Interlocking
On completion of Outdoor signalling works as per Chapter 19 and Relay

Interlocking works as per Chapter 21, System Integrity Tests (SIT) shall be
done as per Para 19.8.8 before commissioning. Recommended Pre-
commissioning check list is given at Annexure:21-A2.
7.8.6 Commissioning of Electronic Interlocking
On completion of Outdoor signalling works as per Chapter 19 and Electronic

Interlocking works as per Chapter 21, System Integrity Tests (SIT) shall be
done as per Para 19.8.8 before commissioning.
7.8.7 Drawings for Guidance on Installation are given at Appendix II. These may be
adopted wherever feasible, with required improvements / modifications /
customisations as per site specific needs/equipment sizes.

7.8.8 Maintenance Schedules are given at Appendix I for various signalling equipments.
These may be supplemented duly keeping in mind industry`s best practices,
Safety, Reliability, Availability and sectional needs.
7.8.9 Important Minimum Signalling Features which shall be provided at various

stations based on standard of interlocking are given in Table -3.

S.No Annexure Description
1 7-A1 Extract from “Rules for Opening of Railway Lines” for Isolation (Rule 36)

Para No: 7.8.9 of IRSEM (Version 3.0) : Table 3: Important Minimum Signalling Features
S.No DETAILS STD I STD II STD III STD IV
1 Maximum permissible speed Up to 50 Kmph Up to 110 Kmph Up to 140 Kmph Up to 160 Kmph
2 Isolation See Notes below Required Required Required
3 Point Operation , Locking & Point Machine Point Machine Point Machine Point Machine & Direct Clamp
Detection type with Thick web switches
4 Train Detection On all Run through On all Running Lines On all Running Lines On all Running Lines
(Track circuit /Axle Counters) Lines
5 MACLS Signalling, Movement MACLS MACLS MACLS MACLS, Movement Authority
authority
6 Block Working Permitted Permitted Permitted (Excluding Token) Permitted (Excluding Token)
(Absolute/Automatic Signaling) (Including Token (Excluding Token) Or Or
Working) 4A Automatic Signalling 4A Automatic Signalling
7 Double Distant/ Automatic Not Compulsory Required Required Required
Signalling (On sections where Trains Or Or
have a Emergency Braking 4A Automatic Signalling 4A Automatic Signalling
Distance of more than 1 Km)
8 Last Vehicle verification Not Compulsory Required at stations with Required Required
centralized operation or in
high density routes
9 Relay/Electronic Interlocking RI/EI RI/EI RI/EI RI/EI
(RI/EI)
10 Mobile Train radio Not Compulsory Desirable Desirable Required
communication (MTRC) or LTE
or any other Technology
11 ATP (ETCS/TCAS/TPWS) Not Compulsory Desirable Desirable Required
with Cab Signalling for SPAD
mitigation
12 Centralised Traffic Control (CTC) Not Compulsory Desirable Desirable Desirable
(Contd..)

S.No Notes for Table 3
1 Isolation: Isolation is not compulsory. Extract from “Rules for Opening of Railway Lines – Rule 36” is given below
(2) At no station at which isolation has not been provided through running trains shall be permitted unless the conditions laid down in the second
paragraph of the rule 4.11 of the General Rules are complied with.
Extract of GR 4.11. Limits of speed while running through stations.-
(1) No train shall run through an interlocked station at a speed exceeding 50 kilometers an hour or such less speed as may be prescribed by
approved special instructions unless the line on which the train is to run has been isolated from all other lines by the setting of points or other
approved means and interlocking is such as to maintain this condition during the passage of the train.
(2) In every case in which trains are permitted to run through on a non isolated line , all shunting shall be stopped and no vehicle unattached to
an engine or not properly secured in accordance with General Rule 5.23 may be kept standing on a connected line which is not isolated from
the through line.
(5) All Passengers running Lines shall be isolated from all Goods lines or Sidings connected thereto.
(6) All goods running Lines may be isolated from all sidings connected there to.
(7) It is not necessary to isolate one goods receiving line from another.
Refer to Annexure: 7-A1 for full extract of “Rules for Opening of Railway Lines – Rule 36”along with Diagrams on methods of providing isolation.
2 General
(i) The provisions of the above Table shall apply to future Signalling and Interlocking Installations. Wherever existing installations do not fulfill
these requirements, existing speed of operation may be permitted to continue.
(ii) In case Block working is achieved directly through Electronic Interlocking, provision of separate block instrument is not required.
(iii) This Table does not cover Semaphore Signalling (LQ,MAUQ, MLQ), 2 Aspect Colour Light Signalling, Mechanical Signalling/FPL, Key
Locking/Rudimentary Interlocking etc, where existing equipment & mode of operations may continue till their replacement.
(iv) Those existing Installations/Plans showing STD I (R), STD II (R), STD III (R), STD IV (R) (as per Previous SEM Part 1, 1988 edition) may continue
to show them till their replacement.
(v) Wherever Thick web Switches are provided, Direct Clamp Type Point Machines shall be provided.
(vi) ‘Attention’ aspect on Home signal shall be provided for run through with speed more than 30 kmph on Loop Lines.
(vii) In automatic territory where emergency braking distance is more than 1.0 km is to be catered for, 4 aspect automatic signalling shall be
provided. If not provided, suitable speed restriction shall be imposed.

Extract from “Rules for the Opening of a Railway Lines” for Isolation (Rule 36)
35. Junctions: ………
36. Provisions for isolations at stations:
(1) The speed of trains running through stations shall be governed by the General Rules for
all open lines administered by the railway administrations, both Government and the
non-Government railways and shall be subject also to the restrictions relating to
standards of interlocking prescribed in the Signal Engineering Manual.
(2) At no station at which isolation has not been provided through running trains shall be
permitted unless the conditions laid down in the second paragraph of rule 4.11 of the General
Rules are complied with.
(3) At any station where there is a speed restriction for through running trains different
from neighbouring stations, a speed restriction board should be erected at the first
approach signal or where no signals are provide, at full braking distance outside the first
facing point.
(4) In order to maintain safety for through running, points for trap sidings must not be
inserted in the main line or through line, except under approved Special Instructions in
accordance with the Signal Engineering Manual, Part I.
(5) All passenger running lines shall be isolated from all goods lines or siding connected
thereto.
(6) All goods running lines may be isolated from all sidings connected thereto.
(7) It is not necessary to isolate one goods receiving line from another.
(8) Isolation may be accomplished by –
(a) Connection to another line or long siding;

(b) The provision of short dead end siding; or
(c) The provision of trap.
Note: (i) Whichever may be the method for isolation, a starter signal shall be provided,
except when omitted under approved special instructions.
(ii) When a trap is provided, the trap switch should be located with the heel of the switch in
rear of the fouling mark and preferably on the straight. The switch should be in the rail
away from the line to be protected.
(9) The various methods of isolation are illustrated in the diagrams given in Appendix A
attached to these rules and the following instructions shall apply to their use in the case of
running lines, namely :-
Method A: This method shall apply to cases in which the line on which the train will run
when the points are set for isolation of the through line, is kept clear for the adequate
distance prescribed in Rule 3.40 of the Indian Railways (Open Lines) General Rules, 1976.
Method B: When a short dead end siding is provided, it shall not ordinarily be long enough
to permit of vehicles being stabled thereon. To obtain the adequate distance prescribed
under rule 3.40 of the General Rules the points of the dead end siding shall be set for the
across over and against the siding, before a train is admitted on a line trapped by this
method. Where it is necessary for the short dead end siding to be extended for the purpose
of stabling vehicles, the above rule shall apply, unless a trap is provided on the dead end
siding at a distance of not less than 180 meters (120 meters in case of stations provided with
multi aspect signalling) from the starter signal where provided or from points leading to the
main or through line. A train must be admitted on the running line unless the trap is set and
locked against vehicles occupying the further part of the dead end siding.
Method C: When a trap is used, a train must not be admitted on to the trapped line unless
the trap has been closed, so that the train will not be derailed if the driver over shoots the
trap.
(10) When Method A cannot be used, and for any reason it is not convenient to use Method
B or Method C and to provide adequate distance by setting the points of the short dead
end siding or trap for the cross over and against the siding or trap, a sand hump of
approved design should be used as a substitute for adequate distance as provided in
rule 3.40(4) of the Indian Railways (Open Lines) General Rules, 1976. In that case the
length of the siding should be at least one rail length and formation should be made up
for a short distance beyond the hump.

Chapter 8: Drawings & Specifications
Section 1: Plans for New and Working Installations
8.1.1 Preparation - General Procedure
(a) All ‘Signalling & Interlocking Plans’ (SIP) shall be prepared for Station,
Automatic Block Section and LC Gate as required in accordance with the
instructions issued by the Principal Chief Signal and Telecommunication
Engineer.
(b) The names of the junction or terminal stations should be noted on plans on
both sides, that on the left-hand side being the one from which the kilometer
progressively increases along with direction of traffic which shall be based
on engineering scaled plan (ESP). On receipt of ESP, the same shall be
checked for relevant details as per Annexure: 8-A2. The names of the
adjacent block stations and midsection sidings/interlocked level crossing
gates/IBSs connected with concerned stations should also be indicated on
the plans as also their respective distances from the centre line of the
station for which the plan is prepared. Communication to mid-section
Manned LC gates shall be shown on the plan of the station to which such
communication is established.
(c) Standard drawings shall not be deviated and Typical drawings shall not be
issued without the specific approval of the Principal Chief Signal and
Telecommunication Engineer.
(d) The Signal and Telecommunication Engineer incharge should ensure that
drawings submitted with an estimate for a work are complete and include all
information necessary.
(i) For the proper understanding of the scheme, relevant notes are being
written on the drawings.
(ii) For proper check of the design and estimate.
(e) When a part of the work has to be done to a standard plan or to an existing
drawing, the fact should be stated. Such drawings need not be reproduced.
If a part of the information necessary has to be supplied by another
department, the officer incharge should obtain and incorporate the details
on the drawing.
(f) North direction should be shown on every signalling interlocking plan.
(g) All drawings should be quoted by number in their proper place in the
estimate and in the covering letter accompanying the estimate.
Chapter 8: Drawings & Specifications Page 160 of 530

(h) Tentative signalling & interlocking plans (SIP) prepared for estimating
purposes should bear the legend: "Tentative - For estimating purposes
only". Tentative signalling interlocking plans issued for tender purposes
should bear the legend: "Tentative - For Tender purposes only". Draft
signalling interlocking plan sent to Divisions for comments should bear the
legend: "Draft Signalling interlocking Plan For comments". All tentative/draft
plans should be signed by at least a Senior Scale Officer.
(i) Those signalling plans, which have been superseded, shall be stamped
accordingly & visibly as “Superseded by …..” with Date and details. Old
signalling plans shall also be Crossed across to avoid it`s mistaken
adoption.
(j) History of each station’s Signalling plans shall be recorded in chronological

order along with CRS/PCSTE sanctions, Date of commissioning, Date of
Plan updating, details etc. with remarks for any review required.
8.1.2 Plans for Other Departments
(a) Divisional/Sr. Divisional Signal & Telecom Engineer/Dy. Chief Signal &
Telecom Engineer may at his discretion prepare sketches for officers of other
Departments or for Deposit Works. No detailed plans for Deposit Works
should be prepared except on receipt of orders from the Principal Chief
Signal and Telecommunication Engineer.
(b) Sr. Divisional Signal & Telecom Engineer/Dy. Chief Signal & Telecom
Engineer shall obtain complete details from officers of other Departments
when preparing plans that affect those departments and embody their
requirements on the plans, if considered necessary. He should arrange for
the plans, to be signed by the representative of the department concerned
in token of approval.
8.1.3 General Practice and Sizes of Drawings
(a) The code of Practice for General Engineering drawings and the standard
sizes of drawings - IS. 696 shall be followed as far as practicable.
(b) In preparing plans or making ferro prints, wastage of drawing paper, tracing
cloth and ferro paper should be avoided. Multiple ferro copying should be
avoided by use of scanning from tracing. All field units should be issued soft
copies only in PDF or TIF or JPG from scanned drawings. Field units to take
colour prints from scanned soft copies for application to CRS’s/ PCSTE’s
sanction.
(c) The following considerations decide the size of a drawing
(i) Folding, approximately to foolscap size to accompany correspondence

and reports.
(ii) The commercial size of drawings, tracing and paper rolls.

(d) The plan sizes given below in Table-1 shall be adopted.
Table-1
Measurement including
Type of Drawing Size Border
Border
A-4 210 mm x 297 mm

Sketches 10 mm
A-3 297 mm x 420 mm
Locking Table A-3 297 mm x 420 mm 10 mm
Control Table A-3 297 mm x 420 mm 10 mm
Circuit Diagram A-3 297 mm x 420 mm 10 mm
Power Supply Diagram A-3 297 mm x 420 mm 10 mm
A-4 210 mm x Any length

Track Bonding Plan 10 mm
A-3 297 mm x Any Length
Cable Termination Diagram A-3 297 mm x 420 mm 10 mm
Control Cum Indication Panel

A-3 297 mm x Any Length 10 mm
(CCIP)
Signalling Interlocking Plan A-3 297 mm x Any Length 10 mm
Locking Diagram A-3 297 mm x Any Length 10 mm
Cable Core Chart A-3 297 mm x Any Length 10 mm
Cable Route Plan A-3 297 mm x Any Length 10 mm
297 mm x 420 mm for

A-3
Standard Yard
VDU Diagram 10 mm
420 mm x 594 mm for
A-2
Bigger Yard
Floor Plans for TSAA, Earthing Plan A-3 297 mm x 420 mm 10 mm
Note: 30 mm margin to be provided on left hand side for binding purpose.
(e) Drawings for a large project should be bound together, each such drawing
should be marked as sheet 1, 2 and so on as also the total number of
sheets (e.g., 1/3, 2/3, 3/3) and bear in the proper place, the separate
numbers by which each is identified. These numbers should be entered in
the Office Register of Drawings and should also be marked on the outside
bindings.

8.1.4 Titles and Numbering of Drawings
(a) The title and number may be placed at the bottom right hand corner of the
plan, sufficient space being left for "Notes" to be entered as necessary.
(b) Drawings pertaining to any station, viz., Signalling Interlocking plans, Locking
Tables/Control Tables/Route Control Charts, Locking diagrams, wiring
diagrams etc. shall bear the same number SIP.SCR.GTL.VPL.Ø1.
(c) Document or Drawing type to have standard abbreviations such as SIP/RSP/

PD/ST/LT/RCC/WD etc. and for Electronic Interlocking Configuration Diagram
(EIC), Relay Disposition Chart (RDC), Inter-Rack Cable Schematic (IRC),
Earthing Arrangements (EAR), Equipment Rack Layout (ERL), Signal
Equipment Room Layout (SER), Station Master Room Layout (ASM), Power
Supply Room Layout (PSR), Interlocking Logic Circuit Diagrams(ILC),
Interface Circuits (IFC), Visual Display Units (VDU) etc. All plans/drawings
shall be version controlled & updated in the following manner:
(i) Any controlled drawing or document needs to be identified uniquely

and unambiguously.
(ii) Drawing number shall indicate document type, zone, division, station
and its version number.
(iii) Unique codes are to be assigned for zone, division and station and
document type.
(iv) Version number is of two digit number XX which can cater for 99
versions.
(v) Electronic record copies shall have the file names same as drawing
number.
(vi) Structure of the drawing number: Doc Type. Zone Code. Div Code.
Station Code. Version. For example, SIP of Venkatampalli (VPL)
Station, Guntakal (GTL) division of South Central Railway (SCR) may
have a drawing number -SIP.SCR.GTL.VPL.Ø1.
(vii) When drawings are having multiple sheets such as Interlocking Logic
Circuits, Interface Circuits etc., shall have an index sheet.
(viii) Structure of the drawing number where multiple drawing sheets are
involved - Index Sheet - Doc Type. Zone Code. Div Code. Station Code.
Version Sheet - Sheet#nnn. Version For example, Internal Circuit
diagrams of Venkatampalli (VPL) Station may have a drawing number
ILC. SCR.GTL.VPL.Ø1 Sheet#ØØ1. Ø1.
(ix) Drawing number for Part drawing or document sometimes, only part of
the drawing may be required for illustration or planning purpose. In such
cases, drawing may have suffix ‘.Part’. SIP.SCR.GTL.VPL.Ø1.Part.

(d) Version Update
(i) If changes are made in some of the sheets in signal interlocking circuit
drawings, rest of the sheets are not required to be versioned upwards.
However, version of modified sheets and all index sheets will be
versioned upwards.
(ii) It is not necessary to change version of other document/drawing types

when one document type undergoes changes and version update. For
example, if changes are made to track bonding diagrams, version will
be upgraded only to track bonding diagrams.
(iii) A register shall be maintained to keep track of versions for all document
types for a signalling installation.
(iv) Each Drawing shall bear the current version in the bottom right hand
corner.
(e) If more than one sheet is used for a particular work, each must be
distinguished by the sheet number as indicated in Para 8.1.3(e) immediately
following the drawing number. The title may be placed below the number. If
the drawing cancels the previous one, a note to this effect and the number
of the cancelled drawing should be recorded at the right hand top corner of
the drawing.
(f) Every plan/drawing/circuits should bear in small letters at the lower left hand
corner, the name and initials with designation of the JE/SSE(D&D) who
prepared and officials who checked & approved the plan/drawings/circuits.
If plan/drawing/circuits are prepared by contractor, then Contractor's designer
name/designation/license number with their initials shall be ensured.
(g) All signatures in tracings should be in indelible ink. All signature should be
dated with date month and year. If feasible, plans/drawings/circuits may be
digitally signed.

8.1.5 Details on Drawings
(a) All dimensions and distances shall be written carefully upon that part of the
drawing to which they refer. The distance to be embraced by the figures
shall be indicated by arrow heads. Figuring and descriptive matter should
be so printed that without moving the plan, it can be read with ease.
(b) The following information should invariably be shown on signalling

interlocking plans:
(i) Standard of interlocking and Class of station.
(ii) Holding capacity of all running lines and sidings.
(iii) Direction of reception and despatch on running lines and description of

sidings.
(iv) Restriction on dead-end sidings (For example: “Not For Stabling”) if any.
(v) All gradients within the station limits and up to 2.5 kilometres in rear of
first stop signal.
(vi) Kilometrage and class of level crossings within the station limits, whether
interlocked or not.
(vii) Type of Block Working with adjacent station and location of block
Instruments.
(viii) Up and Down directions and names of important junctions on either side.
(ix) Reference to condonation of gradient infringements, CRS's dispensation

for deviations from General Rules/Signal Engineering Manual, if any.
(x) Reference to approved Engineering plan based on which the

signalling interlocking plan is prepared.
(xi) Note regarding telephone communication provided between ASM/Cabin

man and level crossings within and outside station limits.
(xii) Aspect sequence chart.
(xiii) Whether turnout is 1 in 8-1/2 or 1 in 12 or 1 in 16 or Symmetrical split

or Thick web switch etc.
(xiv) Details of Detection Table etc. which are not apparent in the plan.
(xv) Details of Track Circuits/Axle Counter.
(xvi) Signals, Inter-signal distances and distance between Warning Boards

and Signals.
(xvii) Details of open bridges/RUB/ROB/LHS.

(xviii) List all Main routes with all overlaps, Calling-On routes & Shunt routes.
(xix) Custody of spare keys.
(xx) Date of all previous references of commissioning the installation with

their sanction numbers and deviations (if any) and date of commissioning.
A sample copy of Signalling Interlocking plan & Control table are at
Annexures in appendix II.
8.1.6 Check and Issue of Drawings
(a) Signalling Interlocking Plans and Locking Tables/Control Tables shall be

checked in full at two levels by officer before they are approved and signed
by an officer in Junior Administrative grade or above, authorised by the
Principal Chief Signal and Telecommunication Engineer.
(b) Cable plans, power supply distribution diagrams etc. shall be checked in full
at two levels by officers before they are approved and signed by Divisional
Signal and Telecommunication Engineer/Senior Signal and Telecommunication
Engineer.
(c) All Circuit Diagrams including those submitted by the contractors or Firms
(including PSUs) shall be checked in full at two levels by officer before they
are approved and signed by Deputy Chief Signal and Telecommunication
Engineer. Detailed wiring diagrams for individual stations prepared on the
basis of approved typical circuit diagrams should be checked in full by an
officer and Divisional Signal and Telecommunication Engineer or Senior
Signal and Telecommunication Engineer who may approve and sign them.
They are shown below in Table-2.
Table – 2: Levels of Checking & Approvals

Drawn & Level 1 Level 2
Type of Drawings Approval
Checked by checking checking
1. HQ level SIP, TOC, Circuit Dy.CSTE or

JE/SSE/D&D ASTE SSTE/D&D
drawings diagrams Above
Cable core plan,

Cable route plan,
Power distribution DSTE/Sr.DSTE/
diagram, JE/SSE/D&D ASTE ASTE/DSTE
Dy.CSTE
2. Divisional/ Interface drawing for
Unit level EI.
drawings Track Circuit bonding
diagram,
Location termination JE/D&D ASTE ASTE/DSTE DSTE/Sr.DSTE
particulars, Perimeter
earthing for EI.
Note: PCSTE may add more drawings and amend details given above as required

8.1.7 Completion (As Made) Drawings
(a) The Signal and Telecommunication Engineer incharge of Construction/Work

executing agency should submit site verified signed paper prints to the
Principal Chief Signal and Telecommunication Engineer for works completed.
These should indicate the work as actually carried out including the dimensional
details as actually measured at site, location of signals, details of cables laid,
wiring diagram, locking diagram etc. Completion of Signalling interlocking
plan shall be based on completion Engineering scale plan if there is any
change in ESP. Completion plan/drawings/circuits original tracings shall be
signed by ASTE/DSTE of executing unit as confirmation of 1st level check.
In case of work done by Railway PSUs then 1st level check should be carried
out by PSU’s officer equivalent to rank of Executive Engineer and signed by
divisional officials before submission to zonal HQ. 2nd level check should
be done by railways ASTE/DSTE and approved & signed by an officer in JAG
or above, authorised by the Principal Chief Signal and Telecommunication
Engineer.
(b) On receipt of these drawings, the original tracings will be amended in the
Office of Principal Chief Signal and Telecommunication Engineer and marked
"Completion Drawing". Scanned completion drawings will be sent to division
and Requested number of copies of the completion drawing can be printed
by Sr. Divisional Signal and Telecommunication Engineer.
8.1.8 Supply of Plans
(a) Plans of working installations - In addition to the Standard drawings, each

Divisional Signal and Telecommunication Engineer/Assistant Signal and
Telecommunication Engineer shall have copies of the following diagrams
and charts of working installations:
(i) Engineering Plan and Signalling Interlocking Plan for each interlocked
station including interlocked level crossings situated outside station
limits and interlocked mid-section sidings.
(ii) Station Working Rule diagram where issued, for each station including
interlocked level crossings situated outside station limits.
(iii) Locking Table and Locking diagrams of each interlocking frame, Station
Master's slide control frame, interlocking key box, power frame with
mechanical locking.
(iv) Control Tables/Locking Table/Route Control Chart for each station.

(v) Control Cum Indication Panel (CCIP) Diagram/VDU Diagram: VDU
diagram shall be submitted to actual size or in proportionate reduced
size of the VDU for approval. Track Layout as per approved signalling
interlocking plan with symbol for direction of traffic for each line of the
layout; nomenclature of each line/siding; boards for BSLB/GWB/STOP;
SM's key In/Out indications; SI cancellation Key-In indication; provision
of all un-blocking; List of all emergency counters; relevant signalling
details such as track section numbers with route set-clear/set-occupied
or occupied lit indications in different colour; main/calling-on/shunt
signal numbers with timer, locked indication & each aspects indications;
points numbers with 'Normal' & 'Reverse' indication slits, locking
indications, sub route cancellation symbol in blue colour with white dot;
each signal route initiation & signal overlap set/release timer indications;
block instruments status LCPR/SR/Block release indications; Crank
handle Key-In/Key-Out indications for each crossover; status of active/
standby VDU; Link status, health status, OC/CIU status, CRC/Checksum;
Date/Time, colour scroll for flashing indication etc. are the least but not
limited, to be shown. Drg. No: 8-D3 for typical VDU layout may be
referred.
(vi) Bonding diagrams of track circuits for each yard showing complete
layout and diagrams of individual track circuit showing location of
insulation joints, jumpers, relay and feed ends, polarity, length, traction
bonds etc.
(vii) Diagrams of connections at track, line and other relays, as necessary

for each track circuited yard.
(viii) Diagram of Relay Interlocking, Electronic Interlocking circuits for each

yard.
(ix) Diagrams of single and double line block instrument circuits.
(x) Diagrams of Location/Junction boxes showing description of wires at

terminals for each yard.
(xi) Arrangement of relays in relay racks and contact analysis sheet, fuse
& terminal analysis sheets for Relay Interlocked/Electronic Interlocked
stations.
(xii) Diagrams showing connections of power supply panels for each power
supply installation with perimetric/ring earthing diagram.
(xiii) Cable route plan showing disposition of underground cables at OHE

mast/regular intervals with respect to nearest track centre, for each yard.
(xiv) Disposition charts of underground cables for control telephones, block

instruments, administrative trunks and other railway circuits.
(xv) Cable core plans of underground cables for signalling circuits under
the charge of each SSE/JE(Signal).

(b) Senior Section Engineers/(incharge) and Sectional Senior Section Engineers/
Junior Engineer (Signal) shall be supplied with copies of the above mentioned
drawings and charts.
(c) At stations provided with centralised operation of points and signals, a set
of signalling interlocking plans, locking/selection tables/route control chart,
locking diagrams and wiring diagram, cable route plan etc. may be kept at
the station for reference by the maintenance staff.
(d) While signalling interlocking plans, Locking table/Section table/Route control

chart and wiring diagrams shall be supplied by Headquarters Office, other
plans mentioned in Para 8.1.8 shall be issued by Deputy Chief Signal &
Telecommunication Engineer (Construction) or Senior Divisional Signal &
Telecommunication Engineer (maintenance) as the case may be. Signalling
interlocking plans for non-interlocked stations shall be prepared by Deputy
Chief Signal & Telecommunication Engineer (Construction) or Senior
Divisional Signal & Telecommunication Engineer (maintenance) as the case
may be.
8.1.9 Care and File of Tracings
(a) Tracings shall not be used for reference as they are likely to get lost or
damaged. Required number of prints taken from scanned tracing should be
supplied to Officers and JE/SSEs. Each particular file should contain a print
taken from scanned tracing of the works relating to it.
(b) Should it be necessary to send a tracing from one office to another, it shall
be rolled and inserted in a cardboard cylinder.
(c) Print from scanned tracing should be folded in concertina fashion and shall
when folded measure approximately 210 mm x 300 mm. The folding should
be arranged so as to make visible the title of the plan without unfolding the
plan. When prints are rolled for despatch, they should be rolled with the
working side outwards.
(d) The Records section of each Drawing Branch may file every tracing and
original drawing on the basis of the subject classification and the index card
filing system. Each drawer of the index card cabinet should be distinguished
by a classification number: each card should be complete as regards title of
the drawing, other connected drawings, file reference and the drawer
number in which the original is stored.
(e) The storage-drawers should have placards on the outside indicating the
contents in each. The plans should be stored flat in shallow drawers of
convenient dimensions. Probability of damage by moths or white ants or fire
should be guarded against.

Section 2: Indian Railway Standard Drawings
8.2.1 Signalling and Interlocking Drawings - IRS (S) & Notation
(a) Indian Railway Standard Drawings, designated by the code word I.R.S. have
been issued by the Director-General, Research Designs and Standards
Organisation, Ministry of Railways, Lucknow. The signal drawings are marked
IRS (S) -"S" stands for "Signal". The particulars of the drawings and their
reference numbers are detailed in an "Index of Indian Railway Standard
Signalling and Interlocking Drawings - IRS (S)". This index shows all the
IRS (S) drawings arranged alphabetically, as well as serially, in the order of
their numbers. Each drawing number is either prefixed with letters 'SA' or
letter ‘S’. 'SA' stands for a signal assembly and 'S' stands for a part of a signal
assembly.
(b) New designs and drawings which are accepted for adoption as standards
have the word "Advance" suffixed to their number e.g. S-8716 (Advance),
pending their final adoption as Indian Railway Standard Drawings. For such
drawings the manufacturers shall have a sample approved by the
purchaser before undertaking the bulk manufacture.
(c) Supply of Standard Drawings
RDSO drawings available on RDSO website, shall be referred as and when

required. However, a set of RDSO drawings shall be maintained in the
office of Sr.DSTE/Dy.CSTE, DSTE/ASTE and by each SSE/JE as required.
Section 3: Standard Specifications
8.3.1 Indian Railway Standard Specifications
(a) Indian Railway Standard Specifications - Specifications for materials used for
signalling purpose are issued by the Signal Directorate, Research Designs
& Standards Organisation, Ministry of Railways, Lucknow and are titled as
"Indian Railways Standards Specifications". These specifications are issued
under a fixed serial number e. g. S-12-54, the letter "S" denoting "Signals"
the number "12" representing the serial number of the specifications and the
final number "54" indicating the year of original adoption as standard, or in
the case of revision, the year of last revision. IRS/RDSO specifications are
available on RDSO website.
(b) Other Specifications: Specifications issued by national/international standards

bodies like Bureau of Indian Standards, British Standards Institution,
CENELEC (European Committee for Electrotechnical Standardization), IEC
(International Electrotechnical Commission), ASTM (American Society for
Testing and Materials) International, DIN (German Institute for Standardisation)
may also be referred for signalling purposes, where required.

(c) Each Sr. Divisional Signal and Telecommunication Engineer and Assistant
Signal and Telecommunication Engineer should have a copy of all Indian
Railways Standard specifications for signalling items in his office. Copies of
other specifications issued by national/international standards bodies that
are generally required for signalling purpose may also be kept. He should
also have a copy of all specifications issued by Principal Chief Signal and
Telecommunication Engineer for local use.
(d) Availability of Specifications: Indian Railway Standard Specifications,

Indian Standard Specifications, British Standard Specifications are available
online, at respective websites.
Section 4: Books of References
8.4.1 Books of Reference
Books of reference should be supplied to Officers, JE/SSEs and Technicians for

their personal use, as well as for use in their offices. A statement showing the
various books and their distribution is at Annexure: 8-A1. Where soft copies are
available such distribution may be dispensed with completely or partially.
8.4.2 Each Sr. Divisional Signal and Telecommunication Engineer should arrange to
have under mentioned technical literature in the Divisional Library
(a) RDSO Specifications with latest amendments
(b) Other relevant specifications with latest amendments, as required for

signalling purpose
(c) Reports of the Signal Standards Committee
(d) Current Vendor Directory with latest monthly amendment
(e) Approved recommendations of Signal Standards Committees
(f) Approved recommendations of Maintenance Study Groups
(g) Railway Board's instructions issued time to time
(h) Updated Codes and Manuals with latest correction slips
(i) RDSO's guidelines/Technical Advisory Notes (TAN)/Pre-Commissioning

Check lists/Amendments issued time to time
(j) Specifications/Drawings/Instructions/Guidelines issued from Zonal Railway

Headquarter with latest amendments
(k) Technical papers and Journals relevant for signalling, etc.

Section 5: Maintenance of Drawings, Specifications and Book
of Reference
8.5.1 Folders for Drawings
(a) Typical drawings, plans of working installations and specifications should be

maintained in a book form separately bound in suitable folders.
(b) Where Soft Copies are maintained, they shall be securely stored Division
Wise, Section wise, Sub section wise, Station wise, with Version number. A
secured Computer server with UPS back up & Data back up shall be utilised
for such storage.
(c) Standard Drawings and Plans of working Installations - Railway should

publish lists of standard drawing as also lists of plans of working
installations for the information of the staff. Addenda and Corrigenda slips
should be issued to these lists regularly once in six months incorporating
particulars of drawings and plans issued, modified or cancelled.
(d) Accountal: Accountal of Books of Reference and their Addenda & Corrigenda
shall be maintained in the same way as tools and plant items.
8.5.2 Responsibility
(a) All officials to whom books of reference have been supplied shall be
responsible for:
(i) Their safe custody and good order.
(ii) Pasting of all addenda and corrigenda slips promptly and seeing that
these are up-to-date to the last slip as modified from time-to-time.
(iii) Returning of all books issued to them for personal use prior to retirement.
(b) Each JE/SSE (Signal) shall be responsible to see that
(i) The standard drawings and plans of working installations are properly
maintained and kept up-to-date in respect of new drawings issued and
old ones cancelled;
(ii) The staff working under him understand and carry out work in accordance
with standard drawings and plans of working installations. Any mistake
in drawings and plans that may come to his notice should be promptly
intimated to the Divisional Signal and Telecommunication Engineer for
arranging correction; and
(iii) The staff under them maintain their books of reference up-to-date and in
good order.

(c) Each Senior Divisional Signal & Telecom Engineer shall be responsible to
see that
(i) The standard drawings, plans and specifications in his custody are kept
up-to-date and that the obsolete and cancelled ones are destroyed.
(ii) All JE/SSEs(Signals) keep their standard drawings and plans up-to-date.
(iii) The staff properly understand and carry out work in accordance with the
standard drawings and plans.
(iv) Any mistake in the standard drawings, working plans and specifications,
which comes to his notice, is promptly intimated to the Principal (or
Coordinating) Chief Signal and Telecommunication Engineer for arranging
necessary correction.
(v) Each Sr Divisional Signal and Telecommunication Engineer shall make

periodical check to see that JE/SSEs maintain their books of reference
up-to-date and in good order. He should encourage his JE/SSEs and
other staff to study reports, proceedings, papers and journals mentioned
in Para 8.4.2. So as to enhance their knowledge and to keep themselves
informed about the up-to-date developments, methods and technique in
Railway Signalling and Telecommunications.
(vi) Proper Distribution & Accountal of Documents.
Section 6: Indian Railway Standard Equipments
8.6.1 Indian Railway Standard Designs
(a) Where Indian Railway Standard Drawing/Specification exist, they should

invariably be followed for all new works and no modification of such designs
should be introduced without the previous approval of the Railway Board.
(b) If any defect in Standard Drawing/Specification is noticed under service

conditions or if certain modifications to the design are considered desirable,
the matter should be brought to the notice of the Director General (Signal),
Research Designs & Standards Organisation for examination in consultation
with the Signal Standards Committee.
Section 7: Detailed Designs

8.7.1 General guidelines
(a) The designs shall be suitable for RE as per stipulations in Chapter 22 of

SEM on "Requirements of signalling in 25 KV AC electrified areas".
(b) The designs shall be in accordance with the approved signalling plans,
Control Table, Control Panel diagram, Relay contact analysis and relay rack
arrangements.

(c) The designs shall be suitable for the specific type equipment to be installed
such as Make of Electronic Interlocking (Distributed or Central), MSDAC,
SSDAC, UFSBI Etc and the type of Interfacing & features. Use of dual OFC
in Distributed type of Electronic Interlocking, Automatic signalling/Intermediate
Block signalling (schemes given at the end of respective chapters and
drawings given in Appendix II, are desirable as they provide an alternate
path in case of Failures).
(d) The drawings & designs shall be made, in accordance with Typical templates,
RDSO`s Standard circuits/templates, guidelines, Board guidelines, Industry`s
best practices & principles of Reliability, Availability, Maintenance & Safety in
mind.
(e) Uniformity of designs shall be ensured in the same section/station. For

example:
(i) Same Relay contact may be allocated to same aspect of every signal at
a station/section.
(ii) Officer incharge shall make out such list of standard practices for guidance
of all design staff.
(f) In case of alterations to existing installations, the following colour code may
be adopted for clear understanding of staff for smooth work.
(i) Single drawing method for simple alterations: Green for deletions &
Red colour for additions, in same sheet.
(ii) Two drawing method for major alterations: Green for deletions & Red
colour for additions in separate sheets. Sequence of work & procedure
to be followed shall also be mentioned in a descriptive document (with
document/File number) to be attached along with drawings and marked
as “Procedure for alterations for ……. Work at ….. Station for signalling
plan no….”.
8.7.2 Control Panels-General: Refer to Para 21.1.2
8.7.3 Arrangements for control panel: Refer to Para 21.1.3
8.7.4 Indications to be provided for Control Panel: Refer to Para 21.1.4
8.7.5 Interlocking and Circuit Requirements - General: Refer to Para 21.1.5
8.7.6 Route Setting Type - Refer to Para 21.1.6
8.7.7 Non Route setting Type: Refer to Para 21.1.7
8.7.8 Route Release Circuits: Refer to Para 21.1.8
8.7.9 Signal Control Circuits: Refer to Para 21.1.9

8.7.10 Locking of Advanced Starter and Starter Signal at Junction Stations: Refer to
Para 21.1.10
8.7.11 Level Crossing Gates circuits: Refer to Para 21.1.11
8.7.12 Point Control Circuits: Refer to Para 21.1.12
8.7.13 Crank Handle & Siding Control Keys: Refer to Para 21.1.13
8.7.14 Cross Protection features: Refer to Para 21.1.14
8.7.15 Control Terminal (Video Display Unit (VDU)): Refer to Para 21.1.15
8.7.16 Precautions for design of circuits using Electronic devices: Refer to Para 21.1.16
8.7.17 Train Detection (Track Circuits & Axle Counters): Refer to Para 21.1.17
8.7.18 Interface with Electronic Interlocking: Refer to Para 21.4.3
8.7.19 Version control of Softwares of Electronic Interlocking: Refer to Para 21.4.7
8.7.20 Lightning & Surge protection for Signalling systems: Refer to Chapter 21,
section 7

Various Books of Reference and their Distribution among
1 8-A1
the Staff
2 8-A2 Check List for Engineering Scale Plan (ESP)
Note: This Chapter has under mentioned Drawings in Appendix II

S.No. Drg No. Description
1 8-D1 Signalling Interlocking Plan for Double Line Station
2 8-D2 Control Table for Double Line Station (Sheets-4)
3 8-D3 VDU Layout Plan for Electronic Interlocking (EI)

Various Books of Reference and their Distribution among the Staff
Scale
Office of Personal Possession of
Sl. SSE
Publications Asst. Asst. (Signal)
No Sr.Divl. Sr.Divl./ Technician
SSE (Signal)
S&T S&T S&T S&T Incharge
Incharge
Engineer Engineer Engineer Engineer Sectional (Signal)
SSE/JE
1 2 3 4 5 6 7 8 9
1 Rules for the opening
of a Railway for the
1 1 -- 1 1 -- --
Public carriage of
passengers.
2 General and
1 1 1 1 1 1 1
Subsidiary Rules
3 Schedule of
1 1 1 1 1 1 --
Dimensions (B.G).
4 Signal Engineering
1 1 1 1 1 1 1
Manual
5 Telecommunication
1 1 1 1 1 1
Manual
6 Block Working
1 1 1 1 1 1 1
Manual
7 Accident Manual 1 1 1 -- -- -- --
8 A.C. traction Manual 1 1 1 -- -- -- --
9 Permanent Way
1 1 -- -- -- -- --
Manual
10 Track Manual 1 1 -- -- -- -- --
11 Indian Railway Code
for the Engineering 1 1 -- -- -- -- --
Department.
12 Indian Railway
1 1 -- -- -- -- --
Establishment Code.
13 Indian Railway
1 1 -- -- -- -- --
Financial Code
14 Indian Railway Code
for Stores 1 1 -- -- -- -- --
Department.
15 Indian Railway code
for Accounts 1 1 -- -- -- -- --
Department.

Scale
Office of Personal Possession of
Sl. SSE
Publications Asst. Asst. (Signal)
No Sr.Divl. Sr.Divl./ Technician
SSE (Signal)
S&T S&T S&T S&T Incharge
Incharge
Engineer Engineer Engineer Engineer Sectional (Signal)
SSE/JE
16 Schedule of Powers
of Divisional/district
and Assistant
Officers in other than 1 1 -- -- -- -- --
Establishment
matters (as
published)
17 Pass Manual 1 1 1 -- -- -- --
18 The Hours of
Employment
Regulations with 1 1 1 -- -- -- --
modifications as
issued
19 Payment of Wages
Act with
1 1 1 -- -- -- --
Notifications as
issued.
20 Working Time Table
and Appendix 1 1 1 1 1 1 1
thereto.
21 Alphabetical list of
1 1 1 -- -- -- --
Railway stations.
22 Catalogue of stores 1 1 1 -- -- -- --
23 Indian Railways Act 1 1 -- -- -- -- --
24 Indian Workmen’s
1 1 -- -- -- -- --
Compensation Act.
25 Indian Electricity Act 1 1 -- -- -- -- --
26 Indian Petroleum Act 1 1 -- -- -- -- --
27 I.R.S Drawings 1 1 *1 -- -- -- --
28 I.R.S. specifications
1 1 -- -- -- -- --
(as required)
29 Railway Standard
1 1 *1 -- -- -- --
Drawings.
* As Required.
Note: Where soft copies are available, such distribution of physical copies may be dispensed
with completely or partially.

Check List for Engineering Scale Plan (ESP)
REMARKS OF
S.
Description of the Item JE/SE/SSE/ SSTE/
No. ADSTE
Drg DSTE
1. Complete layout of the yard should be shown by the Engg.
Dept. even for works for minor nature.
Alteration/Modification should not be shown in a part plan.
2. Plan should be prepared in 1:1000 scale
3. North Point should be shown on the top of the sheet.
4. Kilometerage and Chainage (0.00 m) of the station
building should be clearly indicated.
5. Direction of Train movement i.e. UP & DN should be clearly
indicated at the top centre as well as at the ends of the
yard.
6. Name of the adjacent Block Stations with their distances
at both ends and name of the Junction Stations to be
indicated. The Kilometerage shall start incrementing from
left hand side to right hand side & mid section siding if
any to be shown.
7. All Gradient at the yard must be shown and should be in
sequence. Gradient & its chainages upto 2.5 km from first
stop signal both ends should be shown.
8. a) Gradient of new Stn. Yard within 50 m from outermost
point should be 1 in 1200. Permitted upto 1 in 400
with out condonation.
b) Allowed upto 1 in 400. CRS‘s Dispensation required for
gradient steeper than 1 in 400 upto 1 in 260. Rly.Bd’s
Condonation required for gradient steeper than 1 in
260. Despensation or condonation obtained/to be
obtained should be indicated clearly in Engg Scale Plan.
9. There must be no change of grades within 30 meters of
any points & crossing.
10. If any alteration is proposed for the existing yard, the
portion of the yard where alteration is proposed shall be
marked with Red colour, and the portion of the yard
where alteration is not proposed is tallying with the
existing sigg. Plan
11. All Lines should be designated for identification and
reference. All lines No. to be written starting line No.1
from station Bldg. side.

REMARKS OF
S.
Description of the Item JE/SE/SSE/ SSTE/
No. ADSTE
Drg DSTE
12. The clear standing room of all lines e.g., running lines,
Sdg. Lines, should be mentioned. CSL should be minimum
720 m for New lines and 686 m for existing lines.
13. Platforms should be provided on lines on which it is
intended to receive passenger trains .Platform level e.g,
RL, LL, HL etc. to be indicated.
14. The classification, kilometerage, chainage from Centre of
station building, Manned/ Unmanned and number of
each level crossing should be shown. Classifications of L.C.
Gates are to be revised according to present TVU. Spl-
>50000, A->/=30000 & <50000, B1->/=25000 & <30000,
B2>/=20000 & <25000, C-up to 20000.
15 a) Level crossing gate should be located clearing Block
Overlap ahead of the first-stop signal and Signals
Overlap ahead of the starter signals as far as
practicable.
b) LC Gate within berthing track shall be avoided.
16. a) The angle of turnouts and type of Switches (ST or CS) of
each point in the yard should be shown.
b) Passenger lines turnouts shall be 1 in 12 or 1 in 16.
17. The distance between center of tracks in Stn. Yds. should
be shown. Minimum Track Centres as per SOD.
18. As far as possible, Turn-Outs should be taken off clearing
the Fouling of adjacent T.O. Distance between SRJ's of
two crossovers shall be normally 13 m minimum and with
Glued joints 7 m minimum.
19. Location of cabins/Goomties/Stn Bldgs:
(a) They should not be in front of a trap, or dead end.
(b) Where two cabins are provided, they should be so
located on either side of the track so that Cabin men
can ensure complete arrival of trains.
20. All running lines must be isolated from sidings (i.e. non-
running lines).
21. All passenger lines must be isolated from goods running
lines.
22. Traffic yard should be isolated from the private siding,
loco Yard or Engg. siding, if any.

23. At junction station where trains run through on the main
line at speed exceeding 50 KMPH, the main line should be
isolated from all other lines of the yard.
24. Sidings should take-off from the loop line, and not from
the main line.
25. Chainages of all Points, De-railing switches, Dead Ends,
Fouling Marks, LC Gates, Platform ends etc., should be
shown.
26. Reference of the Work is to be mentioned i.e. sanction
particulars.
27. Drawing No. shall be indicated.
28. The stations in busy section are to be provided with
simultaneous reception and dispatch facilities.
29. Details of open bridges: Span more than 6.1 meters,
insulated or not.
30. Note regarding PSC Sleepers
31. Points in the vicinity of LCs (SRJ shall be 25 meters away
from Center Line of LC).
32. Distance between Buffer Stop/Derailing Switch to LC Gate
shall be 60 meters.
33. Any Cup-shape (<50 m) movement in the yard to be
restricted.
34. Any other station specific items.
35. Details of ROB/RUB/FOB with its length, and distance/
Chainage from C/L of Station. (Details of Steel/Concerts a
bridges)
36. CSR's of lines shall be checked from starter to starter or
Fouling Mark to Fouling Mark, keeping 24 M from SRJ on
either side for locating Starter signals. Clearance from
SRJ/Trap to be indicated.
37. Provision of Slip Siding/Catch Siding as required.
a) If the Gradient steeper than 1 in 100 falling towards
Block, Slip Siding is to be provided
b) If the Gradient steeper than 1 in 80 falling towards
Station side, Catch Siding is to be provided.
38. Details of LC Gates with their class, Kilometerage, Gate Lodge
position, Manned/Unmanned, Interlocked/Non interlocked,
Lifting Barriers/Swing Gates, etc. upto 2.5 km. on both sides.
39. A Single Goods line should not be sand witched between
two passenger lines or between Main line and passenger
line since the passenger lines cannot be safely isolated
from the Goods line.

40. Electronic Weigh Bridge if any in Track Circuit portion, to
be shown.
41. Color schemes for drawings as per Indian Railways Works
Manual 2000 chapter IX, para No.907 is as follows:
a) Existing work that is to remain should be in full line –
Black.
b) All proposed works - Vermilion Red or Scarlet Lake
variety.
c) All future proposals- Emerald Green.
d) Work that is to be dismantled should in thin dotted
lines − Yellow.
e) Phase-I − Red
f) Phase-II − Green Dotted
g) Sanitary Works − Blue
Signature of: JE/SSE/D ADSTE DSTE

Name Name Name
1.0 The above check list after scrutiny of the ESP has to be submitted by division to HQs
under covering letter for further action at Headquarters.
2.0 Same format of the check list shall be followed at HQs for scrutiny of the ESP before
obtaining the approval of competent authority till further amendment.
Signature &
Designation ASTE/D&D/HQ SSTE/D&D Dy.CSTE/D&D
Name
Note: (1) The above list is not exhaustive, zonal railways may add or modify as per local
requirements.
(2) Where electronic form of checking/approvals are in place, they may be adopted.

Chapter 9: Procedure for Commissioning of Signalling
Installations
Section 1: General Instructions
9.1.1 Reference to Rules
(a) The safety of the travelling public is ensured by the Rules laid down in
(i) The Indian Railway Act.
(ii) The General Rules & Subsidiary rules for all Open Line Railways.
(iii) The Rules for Opening of a Railway or section of a Railway for the public
carriage of passengers.
(iv) The Indian Railway Schedule of Dimensions.
(b) The rules provide for the legal authorisation that shall be obtained for any
work which affects the running line, before the work is started or brought into
use and before a new section of a line is opened for public traffic.
9.1.2 Notification to Railway officials before opening works: No signalling work

affecting the running of trains or working of traffic at a station shall be brought
into use, until staff of all concerned Departments have been notified by means
of a circular issued by the Operating Department Timely intimation of the date of
commencement of work, duration of work, arrangements for working of trains
during the progress of the work, date of opening of work, etc. shall be given to
the Operating Department, whenever any new or revised traffic working
instructions are to be brought into use to enable operating Department to give
the station and running staff due notice.
9.1.3 Approved plans, Drawings and Specifications: All works shall be carried out
strictly in accordance with the approved plans, standard drawings and specifications
and should conform to the provisions of this manual where such are applicable.
Deviations, if any, shall have the prior approval of the Principal Chief Signal and
Telecommunication Engineer. All deviations shall be marked on the completion
drawings and forwarded to the Principal Chief Signal and Telecommunication
Engineer for correction of the tracings and issue of revised prints.
Chapter 9: Procedure for Commissioning of Signalling Installations Page 182 of 530

9.1.4 Responsibilities of Engineer Incharge
(a) The Signal Engineer incharge shall ensure that no work is commenced without
(i) Proper men and materials being available for its execution.
(ii) Approved signalling plans, locking tables and diagrams, selection tables
and circuits/Application Logic, standard drawings and specifications.
(iii) Sanction of Commissioner of Railway Safety or Principal Chief Signal &

Telecom Engineer (as applicable) in the case of works on lines already
opened for passenger traffic.
(iv) Station working Rules and temporary working instructions.
(v) Sanction to the detailed estimate for the work with necessary allotment
of Funds. (This does not apply to works started on urgency Certificates).
(b) The Engineer incharge shall, besides authorising commencement of works
(i) Be responsible for proper and efficient execution of works,
(ii) Make frequent inspections and issue detailed instructions to the

JE/SSE's.
(iii) See that the progress of work is satisfactory and submits progress
reports to the Principal Chief Signal and Telecommunication Engineer.
(iv) Be responsible for correct booking and control over expenditure within
the funds allotted.
(v) Assist the Operating Department in preparation of the Station working

Rules.
(vi) Arrange for sighting of new Signals by sighting committee Annexure:

19-A1 before commissioning the same.
(vii) Fix a date for opening jointly with other concerned officials and notify the
same to all concerned.
(viii) Arrange to issue safety certificate and joint message to the Commissioner
of Railway Safety.

(c) Responsibilities of the SSE(Signal)/Incharge
The SSE incharge of the work shall, besides ensuring the conditions
stipulated in Para 9.1.4(a) be responsible for ensuring that:
(i) A work is not started unless authorised by the concerned Officer.
(ii) All necessary steps are taken for the safety of trains movements during
the execution of the work.
(iii) There is no avoidable detentions to trains and if any detentions do take
place particulars are advised promptly to the Engineer incharge.
(iv) The station staff have received the necessary notice and Station working
Rules.
(v) The work is tested and found correct by him before requesting the
Engineer incharge to test and commission the work.
(vi) All precautions are taken to prevent accidents to staff or damage to
equipment and
(vii) All accidents are promptly reported.
9.1.5 Joint Inspection/Handing Over of new assets
(a) Joint inspection by Divisional open line and construction/Work Executing

agency both at SSE(Signal)/Incharge & officer level shall be undertaken
before taking up Non-interlocking of a station in connection with yard re-
modelling/interlocking changes or commissioning of Signalling works for a
new line/gauge converted line. (Annexure: 9-A7)
(b) The non interlocking of the station/commissioning of any signalling work shall
be undertaken after the items considered essential for safety of train operation
are completed. (Annexure: 9-A7)
(c) Within 15 days of commissioning of Signalling works, another Joint inspection

both at SSE/Incharge & Officer level by Divisional Open line and/Construction/
Work Executing agency shall be undertaken. The deficiencies noted during
these inspections shall be listed as; (Annexure: 9-A7).
(i) Category A − Items which shall be complied before handing over.

(ii) Category B − Petty items (like painting, labeling etc.) which may be
complied after handing over as per MOU to be entered between open
line and construction organisation/Work Executing Agency.
(d) All the new signaling equipments and associated gadgets shall be handed
over/taken over within 2 months period after commissioning of the signalling
works. After expiry of 2 months period, however the responsibility of
maintenance shall devolve on divisional open line organisation after
commissioning.
(e) In order to ensure that handing over/taking over of signalling assets is

accomplished in a smooth manner, a specific handing over/taking over
procedure as detailed in Annexure: 9-A7 shall be followed.

Section 2: Obtaining Sanction for Works on Lines Opened to
Traffic
9.2.1 Works Requiring Notice to and Sanction of the Commissioner of Railway
Safety
Under Section 20 of the Indian Railways Act and Chapter VI, VII of the "Rules
for the Opening of a Railway or Section of a Railway for public Carriage of
Passengers" the approval of Commissioner of Railway Safety is required for the
execution of any work on the open line which will affect running of passenger
trains and any temporary arrangement necessary, for carrying it out, except in
cases of emergency.
The following signal and interlocking works, when they are connected with or
form part of a Railway already opened for carriage of passengers require the
sanction of Commissioner of Railway Safety, before they are commenced or
opened:
(a) Additions/extensions or alterations to existing Block, Signalling and interlocking

installations.
(b) Change in block, Signalling and Interlocking scheme.
(c) New stations temporary or permanent.
(d) Interlocking of level crossing, catch siding and slip sidings etc.
(e) Closing of Manned Level Crossing gates after approval of district

administration obtained by Engineering department.
9.2.2 The following works shall, which enhance level of safety, however, do not
require the sanction of the Commissioner of Railway Safety:
(a) Provision of Telephones at already manned level crossings.
(b) Provision of electrical & mechanical lifting barrier including emergency

interlocking arrangements, sliding boom at already interlocked Level Crossing
Gates.
(c) Interlocking of existing LC Gates within already existing interlocked station

yard by existing signals in the same or shifted location.
(d) Provision of all categories of track circuits, axle counters including dual
detection.
(e) Replacement/Modification of signalling assets without any change in the

yard layout or signal interlocking scheme either in station or at mid section
Level Crossing Gates.
(f) Replacement of Block instruments by any other approved type of instrument

or provision of block proving through Axle counters or Track Circuiting using
existing Block instruments.

(g) The replacement of block instrument without any change in the system of
block working.
(h) Providing Electronic Interlocking/Panel Interlocking/Route Relay Interlocking

in Non passenger Line section.
(i) Changing from Control Panel to Control Terminal/VDU in Electronic

Interlocking.
9.2.3 Personal approval of the PCSTE will be required for sanction of the works
mentioned at Para 9.2.2.
PCSTE of Railway will submit Safety certificates & quarterly statement of all
such sanctions accorded by him to the concerned CRS, PCSTE's sanctions are
not given in a routine manner but following laid down procedure.
It is therefore, suggested that while giving sanctions by PCSTEs, following must

be ensured:
(a) All relevant documents that are prepared by field units (for submission to
CRS for his sanction) for commissioning of the works would be submitted to
PCSTE for his sanction. This includes Engineering scale/Signalling Plans,
SWR diagrams and SWR.
(b) Application in format as per Annexure: 9-A8 shall be submitted duly signed
by JA grade officer, incharge of the work for applying for PCSTE's sanctions.
Similarly, PCSTE's sanction shall also be communicated in the defined
format enclosed as Annexure: 9-A9.
(c) Application for CSTE's sanction received in Head quarter’s office shall be
scrutinised as per the check list laid down as Annexure: 9-A10 by Dy.
CSTE/Incharge of design or CSTE(planning) and put up for sanction of the
PCSTE.
(d) Personal sanction of PCSTEs would be required and it shall not be

delegated to any lower level.
(e) Sanctions would be recorded by PCSTEs as a numbered sanction

maintaining a register for the same similar to sanction numbers being
maintained by CRS.
(f) The validity of the PCSTE's sanction shall be for a period of 1 year. Re-
validation of the sanction after 1 year may be considered based on valid
reasons.

9.2.4 Application to the Commissioner of Railway Safety/PCSTE for sanction for
Works
(a) Applications to the Commissioner of Railway Safety/PCSTE for sanction for

carrying out works listed in Para 9.2.1, 9.2.2 shall be submitted in the
following manner:
(i) When the work is executed by the Divisional organisation, the application
shall be signed by the Sr. Divisional Signal & Telecom Engineer for
Signalling works. For joint works or work by Railway's PSU the
application shall be signed by Divisional Railway Manager.
(ii) When the work is executed by an extra Divisional Organisation e. g.

Construction Organisation, the application shall be signed by an officer of
the rank of Deputy Chief Signal and Telecommunication Engineer for
signalling works. For joint works the application shall be signed by
officers of Junior Administrative grade of the concerned departments
executing the work.
(iii) Station Working Rules obtained from the Operating Department shall
accompany the application.
(iv) The application shall be made on the prescribed form 1606/1 "Application
for Sanction" (Annexure: 9-A1) and shall be complete in respect of all
documents mentioned therein.
(v) The application for sanction shall ordinarily be made at least fourteen
days in advance of expected commencement of the work. When a
sanctioned work is not taken on hand within twelve months of the date of
sanction, a fresh sanction shall be obtained.
(b) If any material deviation from the plan approved by the Commissioner of
Railway Safety/PCSTE which affects the yard layout or signalling and
interlocking arrangements or system of train working is found necessary, his
prior approval to such deviations shall be obtained with reference to
application made initially.
(c) The Commissioner of Railway Safety/PCSTE in according his sanction may

or may not propose to inspect the works.
(d) If the Commissioner of Railway Safety/PCSTE decides to inspect the work

prior to opening, he will, after inspection in the company of the officers
concerned, communicate in writing his sanction to open the work.
9.2.5 Safety Certificate
(a) If the Commissioner of Railway Safety decides not to inspect the work prior
to the opening, the Engineer incharge shall submit the Safety Certificate on
the prescribed form (Annexure: 9-A2) signed by him prior to the opening of
works and in case of joint works, signed also by Engineer incharge of other
departments concerned.

(b) Before signing the Safety Certificate the Engineer-incharge shall,
(i) Test the new works and see that installation has been carried out correctly.
(ii) Fully satisfy himself, that the work can be opened for the public carriage
of passengers without endangering the safety of the travelling public or of
the employees of the Railway.
(c) After fully satisfying himself, he shall bring the installation into use by issuing
a message in the form given on the sanction Application (Annexure: 9-A1) to
the Commissioner of Railway Safety with copy to all concerned.
(d) In case of joint works, the message shall also be signed by the Engineer-
incharge of the concerned Departments for their portion of the work.
(e) The Safety Certificate shall be countersigned by the Officers, who had applied
for the sanction of Commissioner of Railway Safety/PCSTE. A certificate from
Operating Department, stating that the necessary Station Working Rules have
been issued and giving reference to sanction of deviations (if any) from
General and Subsidiary Rules, shall also be attached.
(f) Copies of the Safety Certificates shall be sent to the Divisional Railway
Manager and the Principal Chief Signal and Telecommunication Engineer
and also to the Principal Chief Engineer/Principal Chief Electrical Engineer if
the Engineering/Electrical Department is/are involved in the work.
Section 3: New Lines & Electrification

9.3.1 Application to the Commissioner of Railway Safety
(a) In the case of new lines or electrification, prior sanction of the Commissioner
of Railway Safety for commencement of the work is not necessary but when
it is proposed to open the line for passenger traffic or to initiate electric
traction on a line already opened, the following documents are to be
furnished by the General Manager of Railway to the Commissioner of
Railway Safety at least one month before the date by which the line is
expected to be ready for opening.
These documents collectively are termed as the Opening Documents.

(i) Tabulated details.
(ii) Index plan and section of Railway.
(iii) Drawings of works.
(iv) List of questions and answers duly filled in.
(v) Certificates.
(vi) List of infringements of maximum and minimum dimensions.
(vii) Diagram of proposed testing train.
(viii) Station working rules to be enforced at each station.

(b) Of the above, the following items pertain to signalling and interlocking:
(i) Tabulated details Form No. VIII of Rules for Opening of a Railway. (An
example at Annexure: 9-A3 for station machinery).
(ii) Drawings of works, plans of station yard showing gradients, the layout of
tracks and signals and interlocking including Locking and Selection
tables/Route Control chart.
(iii) List of Questions and Answers (Annexure: 9-A4).
(iv) Station working Rules (assisting the Operating Branch in their preparation).
(v) Certificate for introducing or extending electric traction, containing details

of maximum value of Traction current (Annexure: 9-A5).
(c) The new line shall be opened for passenger traffic or electric traction shall
be initiated only after the Commissioner of Railway Safety authorises the
Railway to do so after his inspection.
Note: If any part of the work relating to a new line or electrification affects any existing
signalling or interlocking installation, prior sanction of the Commissioner of Railway
Safety shall be obtained for that part of the work and the work executed on the basis of
instructions contained in Section '1' of this Chapter.
Section 4: Introduction of New Types of Locomotives or Rolling

Stock for Increasing Speed
9.4.1 * Introduction of New Types of Locomotives or Rolling Stock or Increase
in Sanctioned Maximum Speed of Existing Locomotives or Rolling Stock:
(a) The Research, Design and Standards Organisation shall apply, for
introduction of new types of locomotives or rolling stock different from those
already running on any section or division of railway administrations for use
by any railway administration, to the Central Government through the
Commissioner.
Explanation: For the purposes to this rule, any increase in sanctioned

maximum speed of existing locomotives or rolling stock shall be treated as
introduction of new types of locomotives or rolling stock.
(b) The application under Para 9.4.1(a) shall be accompanied by:
(i) Such diagrams as may be necessary to give full particulars of the axle
loads, wheel spacing, length over buffers and other principal dimensions
of the rolling stock for which sanction is required;
(ii) Provisional speed certificate or final speed certificate, as the case may
be, issued by the Research, Design and Standards Organisation; and
(iii) The maximum number of motive power units proposed to be coupled

together for multiple operation shall be specifically mentioned.

(c) The application shall be scrutinized by the Commissioner and his
recommendations thereon shall be submitted to the Central Government for
its orders.
(d) No new type of engine or rolling stock which would cause stresses
exceeding those specified in the IRS Bridge Rules, 1964, or the Standard
Codes of Practice, or in the absence of any such reference, the design
criteria approved by the Central Government for existing structures or
excessive stresses in track shall be ordered until the sanction of the Central
Government has boon received through the Commissioner for doing so.
(e) The Commissioner may, for permitting new designs of locomotives, require
oscillation trials to be conducted and call for the records for his scrutiny.
(f) A rolling stock having different principal dimension or a different bogie

design or new designs of braking system or suspension details like axle
load, track loading density, unsprung mass being different shall be regarded
as now rolling stock:
Provided that any minor change or equipment design or change of internal

equipment layout on the rolling stock or minor change of axle load or minor
change of track loading density or minor change in unsprung mass shall not
be regarded as now rolling stock, unless such changes are likely to
significantly affect weight distribution, center of gravity or riding behavior of
the rolling stock: Provided further that any modification in the design of the
coach which alters the system of operation and control over the rolling
stock, like change in the braking system or change in the principle of traction
shall be regarded as a material modification in the type and design of the
rolling stock.
(g) In case of any difference of opinion in the Research, Design and Standards
Organisation, whether or not any change or modification is to be regarded
as a now rolling stock, the Research, Design and Standards Organisation
shall, through the Commissioner, refer the matter to the Central Government
for final decision thereon.
*Amended vide GSR945(E), dated 01.10.2018.
9.4.2 * Use of New Types of Locomotives or Rolling Stock by Railway

Administration
(a) The General Manager of a Government railway may sanction the use of any
locomotive or rolling stock already introduced on Indian railway by the
Central Government under the provisions of Para 9.4.1, on any section or
division of railway under his control:
Provided that the railway administration other than the Government railway
shall require the approval of the Central Government through the
Commissioner for use of any locomotive or rolling stock already introduced
on Indian railway by the Central Government under the provisions of Para
9.4.1, on any section of railway under its control.

(b) The proposal for sanction of the General Manager of a Government railway
under Para 9.4.1(a) shall be accompanied by:
(i) Such diagrams as may be necessary to give full particulars of the axle
loads, wheel spacing, length over buffers and other principal dimensions
of the rolling stock for which sanction is required;
(ii) The provisional speed certificate or final speed certificate, as the case
may be, issued by the Research, Design and Standards Organisation;
(iii) The sanction of the Central Government for introduction of the

locomotives or rolling stock or increase in sanctioned maximum speed of
existing locomotives or rolling stock under Para 9.4.1;
(iv) The calculations and stress sheets showing
 the conclusions arrived at;
 the external forces on which the stress calculations are based;
 the stresses which will be produced in the various bridges over

which the proposed rolling stock will run; and
 the effects which the said rolling stock will have on various structures
or tracks as compared with those caused by the rolling stock already
in use, or allowed by the existing Government orders:
Provided that the calculations and stress sheets under this clause
must show as to what allowance has boon made for any secondary
or deformation stresses in addition to the primary stresses caused
by external forces and what relief of stress, if any, has boon
included;
(v) The cost of modification to signaling and telecommunication installations

necessitated by the use, if any, of chopper or thyristor control systems;
(vi) An approximate estimate of the cost of such improvements in existing

structures or track as the use of the proposed rolling stock is likely to
render necessary on the concerned railway, whether immediately or in
the near future; and
(vii) A certificate on Form Annexure: 9-A6 signed by the Chief Engineer, the
Chief Mechanical Engineer and the Chief Electrical Engineer (for electric
stock) of the concerned railway in the following Performa, namely:
(c) The Certificate referred to in clause (vii) of Para 9.4.2(b) shall indicate
(i) Clearly that the speed certified does not exceed the limits laid down by
the Research, Designs and Standard Organisation; and
(ii) Specifically the maximum number of motive power units proposed to be

coupled together for multiple operation.

(d) The General Manager of the Government railway shall communicate the
sanction to the Commissioner for his information ten days in advance of the
actual use of locomotive or rolling stock over the railway.
(e) The provisions of this rule shall, mutatis mutandi, apply to every proposal of
a railway administration other than Government railway for seeking approval
of the Central Government through the Commissioner, for the use of any
locomotive or rolling stock already introduced on Indian railway by the
Central Government under the provisions of rule 28, on any section of
railway under its control.
*Added/amended vide GSR 945(E), dated 01.10.2018
9.4.3 * Introduction of new passenger carrying trains or change in speed of

existing passenger carrying trains:
A Railway administration may introduce a new passenger carrying train or allow

any change in speed of existing passenger carrying train in accordance with the
instructions issued by the Central Government in this regard, from time to time.
Provided that a railway administration shall require the approval of the Central
Government through the Commissioner, at the first introduction of a new
passenger carrying train above 130 kilometer per hour or first increase in
speed of existing passenger carrying train above 130 kilometer per hour in a
section of such railway.
*Added/amended vide GSR 945(E), dated 01.10.2018
Note : This Chapter has under mentioned Annexures

1 9-A1 Application for CRS Sanction
2 9-A2 Safety Certificate
3 9-A3 Station Machinery
4 9-A4 List of Questions & Answers
5 9-A5 Safety Certificate for S&T works for Introducing Electrification
6 9-A6 Joint Safety Certificate (for New Types of Locomotives or Rolling Stock)
7 9-A7 Handing Over/Taking Over of Signalling Assets
8 9-A8 Application for PCSTE Sanction
9 9-A9 PCSTE Sanction
10 9-A10 Check List for PCSTE Application for Sanction for Signalling Works

Para No. 9.2.4(a), 9.2.5(d) Annexure: 9-A1
Application for CRS Sanction
…………………………RAILWAY Office………………….
Department……………………
Dated:……………………
No.........................................
From:
The…………………………
Designation………………..
To
The Commissioner of Railway Safety,
………………………………………………
Sir
I hereby apply for your sanction to
(*Name of work: ………………….…………………………………………………………………………………………………
……………………………………………………………………………………………………………………………….)
being commenced and opened for the public carriage of passengers when ready.
2. With reference to Chapter VI of the Rules for the Opening of a Railway, I have to enquire
whether you wish to inspect the work prior to its opening for the public carriage of
passengers in which case intimation will be given of the date of completion.
3. In the event of your deciding not to inspect the work prior to opening, the Engineer-in-
charge will, on completion of the work, submit the Safety Certificate, duly signed by him,
prior to the opening of the work for public carriage of passengers and when required, also
dispatch a communication * to your address intimating that the work has been opened and
the Safety Certificate has been signed by him.
4. The application for the use of Locomotives and Rolling-stock to be drawn or propelled
thereby on the proposed line, in accordance with Section 16 (1) of the Indian Railway Act,
1989 is sent herewith/not required.
5. The following documents are enclosed: (Tick () where enclosed, cross (X) where not
enclosed.
(I) Temporary works:
(a) Description of proposed works.
(b) Drawing of Temporary work.
(c) List of infringements to Schedule of dimensions.
(d) List of deviations from the Signal Engineering Manual.
(e) List of deviations from General and Subsidiary Rules.
(f) Restrictions
(g) Rules for Traffic Working.
(h) Documents for Bridges as per Chapter-VII of the Rules for the Opening ofRailways.
(II) Permanent works:
(b) Drawing of Permanent work.
(c) List of infringements to Schedule of dimensions.
(d) List of deviations from the Signal Engineering Manual.
(e) List of deviations from General and Subsidiary Rules.
(f) Restrictions.
(g) Rules for Traffic Working.
(h) Documents for Bridges as per Chapter-VII of the Rules for the Opening of Railways.
@If any of the document are not sent, then “NIL” to be written against such items. Working
rules for extensive remodelling scheme may be sent in not later than one month before the
date on which the work is to be brought into use, and in such cases “will follow” should be
written instead in “NIL”.
6. Certified that a detailed examination of the strength and arrangement of the materials to be
used in the temporary/permanent works in above connection, have been made and that the
design and the materials to be used are upto the loads, which they will be required to carry
and that their opening for public carriage of passengers will not be attended with any danger.
(Delete permanent/temporary work, as the case may be).
Yours faithfully
Signature………………………..
Designation………………………
Dated……………………………..
No……………………….
From
The Commissioner of Railway Safety.
…………………………………….
To,
Your No……………………
(1) Sanction is accorded to the above work being carried out. #Validity of sanction is _______
months from date of sanction.
(2) I propose to inspect the work prior to its opening for public carriage of passengers. Advice
of the date, when the work will be ready for inspection should be intimated at least 14
days before it is proposed to open it.
OR
(Strike out paragraph not applicable)
I do not propose to inspect the work prior to its opening for the carriage of passengers.
When ready, it may be opened on a safety Certificate (vide paragraph 3 of your letter)
which should be submitted to me direct without any delay.
Commissioner of Railway Safety

*Form of communication “Reference Sanction No. …………………. dated ……………… work open
for public traffic on …………………………. First train to pass ………………………….. No Danger to
public. Certificate signed.
#Validity of sanction is 12 months unless otherwise specified.
………………………… RAILWAY
Safety Certificate
When the Commissioner of Railway Safety does not inspect the work prior to opening, this
certificate must be signed before opening temporary or new works.
From,
The Divisional Railway Manager/Deputy Chief Engineer (Construction)/Deputy Chief
Signal and Telecommunication Engineer (Construction)…………………..Division.
To,
The Commissioner of Railway Safety,
……………………………………………..
Description of work ……………………………………………………………………………………

……………………………………………………………….…………………………………………
With Reference to Application…….…..……………dtd……………sanctioned under Commissioner of

Railway Safety No……………………..dtd…………………….to commence and open the above work.
Following permanent /temporary work has been done

………………………………………………………………………………………………………………………………………………
………………………………………………………………………..
I/We do hereby certify that, in the work above mentioned:
(i) The schedule of dimensions has not been infringed *except in regard to the items
sanctioned under letter * No……………………………..dated……………….…………..
(ii) Engineering work has been carried out in accordance with Plan No………………*except in
regard to the alterations sanctioned under letter No………………….dated………………….
(iii) The weight of rails, strength of bridges and general structural character of the works are
such as have been prescribed under the rules.
(iv) The *Signalling and *Interlocking and *Block Signalling has been carried out in
accordance with Signalling Plan No…………………….. and the requirements and instructions
laid down in the Signal Engineering Manual have been completed * except in regard to
the items sanctioned under letter No……………………………..dated……….………..
The work has been carried out in accordance with the documents already supplied.
2. A certificate from the Divisional Safety Officers/……………….. stating that the necessary
working rules have been issued and giving reference in regard to sanction to deviation (if
any) from General and Subsidiary rules is attached/not required.
* To be scored out if not applicable.

3. I/We hereby certify that on ………… 20…………. I/We have carefully inspected and tested
the above work and that I/We have satisfied myself/ourselves that it has been properly
completed and is in good working ‘order’*and that the work can be opened for Public
carriage of passengers without endangering the safety of the travelling public, or of the
employees of the Railway, subject to the following speed restrictions:
@ Temporary………………..Kmph ………………… due to …………………………………….

………………………………………………………………………………………………………..…
@Permanent………………………..Kmph ………………….. due to………………………….…
………………………………………………………………………………………………………….
4. The work is being opened on………………………….…………………………….……….….

*Necessary in case of signaling and interlocking works only.
@To be scored out if not applicable.
Signature #Countersigned by:

Name Signature …………………………….
Assistant Engineer/ Name …………………………………
Dated……………… Dated………………..
Signature #Countersigned by:

Name Signature …………………………….
Assistant Signal & Telecommunication Engineer Name …….……………………………
Dated……………… Dated………………..
Other officers concerned #Countersigned by:

Signature Signature ……………………………….
Name Name ….…………………………………
Designation Dated………………..
No…………………………………………………………………………………..Dated……..……..
#To be Countersigned by the officers who had applied for sanction and forwarded to
Commissioner of Railway Safety for information:
Forwarded by
Divisional Railway Manager/

Chief Engineer (Construction)

Para no. 9.3.1(b) Annexure: 9-A3
Station Machinery
FORM VIII
[See rule 5(1)(h)]
STATION MACHINERY
Railway
SECTION: LAKSHMIKANTPUR-KULPI GAUGE: 1.676 M
LENGTH: 9.19 km
INTERLOCKING SIGNALS
Type of Block Weigh Bridge
Names of Station Non- Warners/ Advance
Interlocked Isolated Outers Home Starters working in use No. & Capacity
Interlocked Distant Starter
1 2 3 4 5 6 7 8 9 10 11
Single line Block
LAKSHMIKAKTPUR Yes - - Yes - Yes Yes Yes Nil
Instrument
Halt
UDAYRAMPUR No Yes - - - - - - Nil
One Train only
KULPI No Yes - - - - - - Working System Nil
Note: The particulars furnished in this form are Illustrative.

List of Questions & Answers
(Form XV of Rules for opening of Railway)
S.No. Question Remarks

(1) (2) (3)
SIGNALLING AND TELECOMMUNICATION/BLOCK WORKTNG
42 Have the requirements and Recommendations for signalling and
interlocking, and the catechism for signalling interlocking installations
vide Chapter VII of these rules and the appendix thereto, being fully
complied with, according to the class of signalling and interlocking
installed? If not, in what respect do the arrangements provided fall
short of them?
43 Have the requirements and Recommendations for signalling and

telecommunication installations in accordance with the instructions
issued for the installations of S&T equipment in 25 kV 50 Hz
electrified sections been complied with? If not, in what respect the
arrangements provided fall short of them?
Note: Further details please refer to Appendix ‘B’(page 76 to 87) and Appendix ‘C’(page 88
to 91) of Rules for opening of Railway.

Para no. 9.3.1(b) Annexure: 9-A5
Safety Certificate for S&T Works for Introducing Electrification
It is hereby certified that the Signalling and Telecommunication works to be executed for the
purpose of introduction of 25 KV single phase, 50 cycles A.C. traction between …………….. and
………………… on …………… Railway have been carried out properly and that electric traction
can be introduced for public carriage of passengers without endangering the safety of the
travelling public or of the employees of the Railway.
Signature
Name
Designation

Para No. 9.4.1(e) Annexure: 9-A6
Joint Safety Certificate

(For New Types of Locomotives or Rolling Stock)
Certified that it is safe to run …………….. (Particulars of locomotives and rolling stock
proposed to run) not exceeding ………………….. units in the case of locomotives) coupled
together on the section (station) …………… to …………….. (station) from ………….. (km.) to
………………. (km.) of the …………………. Railway at a maximum speed of ……………… (kmph)
against a maximum speed of …….. (kmph.) certified by R. D. S. O. and subject to the following
speed restrictions and conditions:
(a) Speed Restrictions:
SL. Brief reason for

From Km to Km Nature of speed restriction
No restriction
(b) Special Conditions:

1. ……...
2. ……...
3. ……...
4. ……...
To be signed by
P.C.M.E. P.C.E. P.C.E.E
P.C.S.T.E P.C.O.M
Note 1: The Chief Operating Manager and the Chief Signalling and Telecommunications
Engineer should be associated when the increase in the speed of a locomotive or rolling stock
is contemplated over the maximum sanctioned speed for a specific category of train
(passenger or goods) over a particular section of the railway.
Note 2: Over the railways where both the shop maintenance and open line maintenance of
electric locos and electrical multiple unit rolling stock are under the control of the electrical
department only, the Chief Electrical Engineer, otherwise the Chief Mechanical Engineer shall
also sign.
Note 3: When Motive power with chopper control is to be used, the Chief Electrical Engineer
and the Chief Signalling and Telecommunication Engineer shall sign this certificate.
Para no. 9.1.5(a), (b), (c), (e) Annexure: 9-A7
Handing Over/Taking Over of Signalling Assets

Procedure Order for Handing Over/Taking over of Newly Created Signalling Assets
1. Dy. CSTE/Con or Project or Rly PSUs incharge of the work in field shall submit the
programme of commissioning the works during the year to Sr. DSTE of the division in
the beginning of the financial year.
2. The works shall be carried out as per the standard drawing, extant instructions and
the quality manual/guidelines. Any deviation from the extant instructions will require
the approval of PCSTE.
3 The Station Working Rules (SWR) shall be prepared by the concerned Construction/
Project Officer or Rly PSUs Officer and signed by the Divisional S&T and Operating
Officers.
4 All the works to the extent possible should be completed during pre non-interlocking
period ((Pre NI). Outdoor works such as preparation of ground connections and fixing
of point machines on points and its testing, re-allocation and termination of cables,
re-allocation of outdoor signaling gears etc. shall invariably be completed by the
Construction/Project organisation or Rly PSUs after taking disconnection/block. The
reconnection of the existing gears shall be given only after the gears have been fully
tested by the concerned maintenance staff of open line so as to ensure that the
gears are in proper safe working condition.
5 CSTE/Con or CSTE/Proj or Rly PSUs incharge of the work shall discuss the modalities
with PCSTE/OL before non- interlocking of major station yards for signalling works,
similarly for medium and wayside stations the Dy.CSTE/Con or Project or Rly PSUs in-
charge of the work shall discuss the modalities of the works to be done during NI
period with Sr. DSTE incharge of the concerned division.
Joint inspection by Divisional open line and construction or Project or Rly PSUs both at
SSE/Incharge & officer level shall be undertaken before taking up Non-interlocking of a
station in connection with yard re-modelling/interlocking changes for commissioning
of Signalling works.
6 No major work shall be undertaken by the S&T construction organisation or Rly PSUs
incharge of the work inside the relay room/cabin/cabin basement at any station
unless the maintenance of signaling equipment at the station is taken over by
Executing agency (Construction organisation/Project organisation (where assigned in
case of PSU)). The maintenance in such cases shall extend to all signaling gears in the
yard. However, minor alterations inside the relay room/cabin/cabin basement etc.
can be undertaken in presence of the maintenance staff of the Open Line without
taking over the maintenance of the station.
7 When maintenance is taken over by such Executing agency referred in para 6, all the
maintenance staff for that station shall be put under the administrative control of
such Executing agency for the required period.

8 During the period the maintenance of the station is with such Executing agency, it shall
be responsible for safe working of gears. All safety instructions issued from time to
time shall be scrupulously followed by such Executing agency. Dy.CSTE Concerned shall
analyse all the signal failures at the stations under his maintenance and keep the Sr.DSTE
of the division informed about the causes of failures and corrective action shall be
taken.
9 The Open Line inspectors and Officers shall associate themselves during the work
execution stage of the new/alteration works with a view to acquaint themselves
with these works and also point out any deficiency that is required to be removed in
the interest of proper functioning of the gears. The observations shall be jointly
agreed and recorded in the “Site Inspection Register” to be kept at the station for
this purpose.
10 No work shall be done in the existing location boxes without the presence of Open
Line maintenance staff.
11 The cable route plan should be got approved from the division before undertaking he
work of trenching & cable laying. Instructions laid down in the joint procedure order
issued by the Board vide letter No. 2004/Sig/G/7 dtd. 17/12/2004 and Rly. Bds
Circular no.17/2013 dtd. 24.06.2013 should be followed meticulously.
12 Power supply equipment proposed to be installed by construction organisation or Rly
PSUs for the works shall be in accordance with the latest policy/ circular/ instructions
issued from time to time. For any deviation, approval of PCSTE/OL should be taken.
13 The open line organisation shall carry out the cable insulation test, power supply
auditing and the functional tests before permitting such Executing agency referred in
para 6, prior to commencement of any non-interlocking working. In case any
alteration is done in the wiring diagram by the staff of such Executing agency, after
carrying out the final function test by the open line staff, this shall be brought to the
notice of open line officials for conducting the test again on the altered portion.
14 Such Executing agency shall complete the requisite work in all respect and carry out
the continuity test, wire count, break down test and the functional tests before
offering the installation to the open line in writing for joint tests.
15 Sr.DSTE shall plan the positioning of the maintenance staff immediately after the
construction/Project organisation or Rly PSUs gives the programme of commissioning
for the year. It will help positioning of staff well in time so that maintenance of the
station can be taken over immediately after commissioning.
16 Record of functional test carried out on a selection table/locking table/route control
charts, contact break down test and continuity test shall be submitted to Open line
immediately after commissioning. Open line official shall keep these documents at
the respective station in a sealed packet carrying the details of the documents and
signature of Sr. DSTE/DSTE of the division.
17 The details of the works to be undertaken at the stations shall be advised by the
construction/Project organisation or Rly PSUs to the concerned Sr.DSTE of the
division in advance. Dy.CSTE/C or Rly PSUs in-charge of work and Sr.DSTE of the
division shall have periodical meetings to review the progress of ongoing works and
decide the dates of joint inspection of the works nearing completion. Minutes of such
meetings shall be recorded jointly & issued to all concerned for guidance & follow up.

18 Within 15 days of commissioning of Signalling work, another joint inspections both at
supervisor and at officers level by Open Line and Construction organisation or Rly PSUs
shall be undertaken. The deficiencies noted during this inspections shall be listed in
two categories as under:
Category-A: Items shall be complied before handing over.
Category-B: Items that shall be complied after handing over with the target dates
mutually agreed in writing.
19 Sr. DSTE of the division shall ensure that Open line staff actively associate with the
construction activities particularly in the following areas:
(i) Site plan and size of RRI/Panel
(ii) Cable Route Plan and cable laying
(iii) Signal locations
(iv) Power supply sources and equipment plan
(v) Cable testing.
20 While handing over the maintenance of the works executed by the construction
organisation or Rly PSUs, the following completion documents and maintenance
accessories shall be handed over to the division. All the drawings should be in
standard size as laid down in Para 8.1.3 of Signal Engineering Manual.
(i) Approved SIP of the station
(ii) Completion wiring diagrams
(iii) Control Table/Selection Table/Locking Table/Route control chart and Dog-
Chart
(iv) Panel diagram/VDU diagrams (in case of panel or EI installations)
(v) Sighting Committee certificate on proper Performa as per SEM.
(vi) Approved as well as updated ‘As Laid’ Cable route plan.
(vii) Cable termination plan/diagrams in relay room and location boxes, power
supply room.
(viii) Wire counts details n case of RRI.
(ix) Power supply arrangement plan.
(x) Cable insulation test record.
(xi) Signal infringements at the station.
(xii) Track circuit bonding plan.
(xiii) Battery history card, track circuit test card and earth resistance
measurement record.
(xiv) The tools and plants and spares.
(xv) 3 sets of DVDs containing all completion drawings.
(xvi) Floor Plans of Relay room, IPS room, Battery room, ASM room,
OFC/Telecom cable room, Maintainer room.
(xvii) Earthing Plan of Relay room, IPS room & Control Panel/VDU ASM’s room
(xviii) Earthing value joint measurements records.
One laminated copy of the documents mentioned at i, ii, iii, vi, vii, ix, x, xi, xii, xiii,
xvi, xvii above shall be kept at the station for reference of the maintenance staff.

21 The safety certificate shall be also be handed over to the Division at the time of
handing over of the maintenance of the station. In addition, technical documents of
the new equipment, if installed, shall also be handed over.

Application for PCSTE Sanction
No………………………………………… Office……………………
From, Dated…………………..
The …………………..
Designation…………..
To,
The Principal Chief Signal& Telecommunication Engineer,
…………………………………………………………..
Sir,
I hereby apply for your sanction to __________________________________________
___________________________________ being commissioned and opened for public
carriage of passengers when ready as CRS sanction is not required as per para 9.2.2 of SEM.
The documents are enclosed as per checklist (Annexure: 9-A10)
Modus Operandi
The work………………………………………………..shall be carried out after disconnection/non-
interlock & traffic block if required at site. After completion of the work reconnection memo
shall be issued. The work will be commissioned by……………………………… on receipt of the
PCSTE sanction and after signing the safety certificate and when required, also dispatch a
communication to your address intimating that the work has been opened and the safety
certificate signed and issued.
Yours faithfully
Signature……………
Designation………….
Dated………….

PCSTE Sanction
………………. Railway
No ………………………………………… Dated …………………..
From,
Principal Chief Signal& Telecommunication Engineer,

…………………………………………………………..
To,
The ………………………..
Designation……………..
Sub:………………………………..
Ref: Your Application No………………….dtd……….…
1. In response to your application No………………..dated………….Sanction is accorded to the

work………………being carried out. #Validity of sanction is …………….. months from date of
sanction.
2. I do not propose to inspect the work prior to its opening for the carriage of passengers.
When ready, it may be opened on a Safety Certificate which should be submitted to me
direct without any delay.
(or)
I propose to inspect the work prior to its opening for the public carriage of passengers.
Advice of the date, when work will be ready for inspection should be intimated at least 14
days before it is proposed to open it.
(Strike out paragraph not applicable)
Principal Chief Signal & Telecommunication Engineer

……………………………………………………..……..
No…………………………………………… Dated………………………….
#Validity of sanction is six months unless otherwise specified.

Para No. 9.2.3(c) Annexure: 9-A10
Check List for PCSTE Application for Sanction for Signalling Works
_____________ RAILWAY
(1) List of documents/drawings enclosed:
YES/NO/NA
(b) Signalling and Interlocking plan no.
(c) Mid section LC Gate drawings (if any)
(d) Panel Front Plate/VDU diagrams Diagram No. (If it is Panel or EI
installations)
(e) Route Control Chart/Control Table/Locking Table no.
(f) Station Working Rule (SWR) with SWR diagram No.
(g) List of infringement to Schedule of Dimensions.
(h) List of deviations from the manuals of instruction for signaling
and interlocking and Block signaling.
(i) List of deviations from General and Subsidiary Rules.
(j) Restrictions (if any)
(k) The work will be executed by unit ……………………..
(2) Other drawings enclosed:
(a)
(b)
(c)
(d)
Signature of officer concerned ________________

Name :
Designation :
Unit :
Mobile No :
Note: Actual check list (if any) may be obtained from office of CRS/PCSTE concerned & submit
accordingly.

Chapter 10: Contracts for Works
Section 1: General
10.1.1 Code References for Contracts: The procedure and rules for the calling for
tenders and entering into contracts for execution of works and supply of
materials are contained in Chapter XII of the Indian Railway Code for the
Engineering Department and Chapters III, IV and VII of the Indian Railway
Code for the Stores Department.
10.1.2 Basis for Inviting Tenders and Entering into Contracts
(a) Tender schedules shall be prepared keeping in view scope of work, tentative
drawing issued, existing installation and after careful site survey. Where ever
feasibile, works shall be dovetailed to avoid infructuous expenditure uniformity
of equipment in a section/division shall be kept in view.
(b) The documents which form a contract are as follows:
(i) Instructions to parties tendering,
(ii) Tender form, if any,
(iii) Specifications − Standard and special,
(iv) Schedule of items and quantities, rates, etc.
(v) Conditions of contract − General and Special,
(vi) Agreement Form,
(vii) Scope of the work, Time scales,
(viii) Location particulars of the work, Equipment details in case of Annual

maintenance contract (if any).
Note: Items above shall be comprehensive and explicit so that there is the least
possibility of conflicting, even differing, interpretations being placed on the
intentions of the contract.
(c) Each Sr Divisional Signal and Telecommunication Engineer shall be in

possession of copies of items mentioned in Para 10.1.2(b) and acquaint
himself with the provisions contained therein. SSE/JE (Signal) may be
supplied with copies of these where necessary.
(d) Copies of items mentioned at Paras 10.1.2(b) shall be available in the Office
of the concerned Chief Signal and Telecommunication Engineer/Construction/
Projects and the Senior Divisional Signal and Telecommunication Engineer/
Deputy Chief Signal and Telecommunication Engineer/Field unit for information
to contractors who shall be advised to make themselves conversant with the
provisions contained therein before tendering for works or supply of materials.
This information may be given in Electronic Form for e-Tenders.
Chapter 10: Contracts for Works Page 208 of 530

(e) Amendments when considered necessary to any para, clause or items of
the regulations for tenders and contract, the general conditions of contract,
the specifications for materials and works and the schedule of rates shall
be authorised solely by the Principal Chief Signal and Telecommunication
Engineer and intimated to the Executive Officers and supervisors who shall
acknowledge receipt of the same.
Note: Where ever schedule of Rates is available, the same shall be adopted.
Quantities shall be arrived at after site survey and as per plans, drawings issued.
Section 2: Tenders/E-Tenders
10.2.1 Calling for Tenders: Tenders/e-Tenders may be invited for any of the works
required to be carried out under contract. When calling for tenders for works,
the provisions contained in para 1211E of Engineering code shall be observed.
Tenders may be invited by the Sr Divisional Signal and Telecommunication
Engineer, Deputy Chief Signal and Telecommunication Engineer/Construction,
Divisional Railway Manager or the Chief Signal and Telecommunication
Engineer depending on the contract value or works (s) according to the
procedure that may be prescribed by the Administration for the purpose. The
common methods of obtaining tenders are by advertisement (Open Tenders),
by direct invitation to a limited number of contractors (Limited Tender) and in
exceptional cases by invitation to one contractor (Single Tender).
10.2.2 Tender Notices/e-Tender Notices
(a) Notice for inviting tenders (NIT) shall be in the Format prescribed by the
Administration and shall embody the stipulations contained in para 1239E.
(b) When open tenders are invited, Tender Notices shall be available for
participation for all subject to eligibility criteria mentioned. In addition, if so
prescribed by the Administration, tender notices shall be published in the
newspapers on the approved list of the Government of India, and/or on
official web portal for on line tendering, it being left to the authority inviting
enders to select the newspapers and the number of insertions for this
purpose.
10.2.3 Tender Forms: Tender forms shall embody the contents of the contract document
either directly or by reference. Documents pertaining to Technical & financial
eligibility criteria if any and special conditions should also be available. Tender
forms shall be down loaded from the official web portal by paying prescribed
fees on line by the tenderers. Tenderers shall be required to submit evidence
regarding their financial status, previous experience and ability to execute the
works and an authorised copy of the Income Tax clearance Certificate along
with other documents mentioned in Tender Notice, at the time of submitting
their bid online without which their tenders shall not be considered.
10.2.4 Drawings and Specifications
(a) Unless otherwise agreed to specifically, the execution of works and supply
of materials on contract shall be according to the Railway's Drawings and
the Specifications.

(b) If no specification exists for any item of work or supply, a complete
specification of the item and of the materials to be used shall be prepared
and incorporated in the contract documents or made available for
referencing by intending tenderers.
10.2.5 Earnest Money, Security Deposit and Performance Guarantee
(a) The tenderer shall be required to deposit earnest money along with the
tender offer at the rates prescribed by the Administration as initial security.
In case of acceptance of the tender, the earnest money will be retained by
the Railway as a part of the security for the due and faithful fulfillment of the
contract and the balance to make up the security deposit at the rates
stipulated by the Administration or will be recovered by percentage
deductions from the Contractor "on account" bills.
(b) The earnest money of all unsuccessful tenderers shall be refunded as

expeditiously as possible as per extant instructions from Railway Board
issued from time to time. The successful bidder will have to submit a
Performance Guarantee (PG) as per conditions laid down in GCC.
10.2.6 Opening of Tenders & Tender Committees: At the advertised time and place
Tenders/ e-Tender shall be opened. The Administration will specify;
(a) The constitution and functions of Tender Committees, Convenor for the
purpose of evaluation and submission of recommendations to competent
authority, should be as per latest Railway Board guidelines/SOP.
(b) The powers of acceptance of tenders and entering in to contract and

signing of contract agreement etc., shall be exercised by the competent
authority as per latest Railway Board guidelines/SOP.
(c) The conditions in regarding to acceptance of single tenders.
Note: (1) When a single tender is received in response to a call for limited or open
tenders, the urgency of the work shall be the criterion for its acceptance,
provided the tendered rates are considered as reasonable.
(2) If the rates in a single tender are considered inordinately high, negotiations
may be carried out by the Tender Committee with the tenderer in the
interest of work.
10.2.7 Acceptance of Tenders
(a) Tenders opened and duly initialled at the Tender Committee Meeting shall
be valued in the office of the Chief Signal and Telecommunication Engineer,
Divisional Railway Manager, Deputy Chief Signal and Telecommunication
Engineer as the Divisional Signal and Telecommunication Engineer as the
case may be, the stipulations made, if any, being duly assessed and a
comparative statement prepared. The comparative statement together with
a note shall be sent to the Accounts Department for vetting. Based on the
vetted comparative statement, the tenders will be adjudged by the Tender
Committee and recommendations made to the authority empowered to
accept the tender.

(b) Ordinarily the lowest eligible tender may be accepted by the Railway unless
such acceptances would not be in the public interest. The acceptance or
rejection of any tender is left entirely to the discretion of the authority
empowered to deal with the matter and no explanation can be demanded
by any tenderer as to the cause of rejection of his tender.
10.2.8 Entering into Contracts: No contract shall be entered into unless authority
exists for commencement of the work. No authority shall enter into a contract
beyond its own powers of sanction.
10.2.9 Execution of Contract Documents
(a) The tenderer whose tender is accepted shall be required to appear at the
office of the concerned Chief Signal and Telecommunication Engineer/
Construction/Projects or Sr. Divisional Signal and Telecommunication
Engineer/Dy. Chief Signal and Telecommunication Engineer as the case
may be, in person or if a firm or corporation, a duly authorised representative
shall so appear, and execute the contract within stipulated time period.
Failure to do so shall constitute a breach of the agreement effected by the
acceptance of the tender in which case the earnest money accompanying
the tender may be forfeited.
(b) In the event of any tenderer, whose tender is accepted, refusing to execute
the contract documents the authority may determine that such Tenderer
has abandoned the contract and thereupon his tender and the acceptance
thereof shall be null and void and the earnest money accompanying the
tender shall be forfeited.
10.2.10 Form of Contract Documents
(a) Every contract shall be complete in respect of the documents it constitutes.
(b) The contract agreement required to be executed by the successful tenderer

shall be in the form prescribed by the Administration for the purpose. The
draft of the contract agreement shall be vetted by the Accounts Department.
10.2.11 Copies of Contract Documents
(a) Sufficient number of copies of the contract documents shall be available for
use in the offices of the Sr Divisional Signal and Telecommunication Engineer/
Dy. Chief Signal and Telecommunication Engineer and the SSE/JE (Signal)/
incharge. If materials are to be inspected by an agency other than the
consignee, a copy of the contract documents shall be supplied to the
inspecting agency also. No deviations in the contract documents shall be
permitted without the sanction of the competent authority.
(b) The executive Officers and incharge supervisor shall thoroughly study the
contract documents for works to be carried out and shall adhere to the
provisions contained therein.

10.2.12 Items of Works not Included in Contract Documents
(a) Officer/incharge & supervisor/incharge of the work shall ensure that no item
of work that is not included in the contract is carried out without the
sanction of the competent authority.
(b) Items of work not included in a contract may, if deemed expedient, be

executed under the contract at the rates mutually agreed on by the
contracting parties.
10.2.13 Modifications to Contract: In the event of any of the provisions of the

contract requiring to be modified after the contract documents have been
signed, the modifications shall be made in writing and signed by the Railway
and the contractor and no work shall proceed under such modifications until
this has been done. Any verbal or written arrangement abandoning modifying,
extending, reducing or supplementing the contract or any of the terms thereof
shall be deemed conditional and shall not be binding on the Railway unless
and until the same is incorporated in a formal instrument signed by the Railway
and the contractor, and till then the Railway shall have the right to repudiate
such arrangement.
10.2.14 Issue of Departmental Materials to Contractors: When so specified in the

contract, cables and other S&T materials shall be issued to contractor and
receipts obtained for the same, It shall be ensured that the Contractors takes
reasonable care of all materials made over to him and that on completion of
the works the unused balance of the same are handed over by him in good
order.
Section 3: Measurements and Measurement Books

10.3.1 Code References: The rules regarding the recording of measurements in
measurement books, care and custody of measurement books and the
preparation of contract bills are given at Para 1313 E. (Annexure 10-A1) of
Engineering code.
10.3.2 Measurement Books
(a) Each measurement book shall have;
(i) Instructions printed at the commencement.

(ii) An Index which should be posted up-to-date. A form of measurement
book is attached as Annexure: 10-A1.
(b) Measurement books shall be issued to the SSE/JE(Signal)/incharge of the

work, by the Sr Divisional Signal and Telecommunication Engineer/Dy
Chief Signal and Telecommunication Engineer as required, duly numbered
thus M. B. No ................ of yyyy. As few books shall be issued as can
conveniently meet the requirements.
(c) A register of measurement books shall be maintained by the Sr Divisional

Signal and Telecommunication Engineer/Dy Chief Signal and
Telecommunication Engineer where in the contents and the movement of
each measurement book shall be indicated.
(d) Measurement books shall be sent from one Office to another in the
personal custody of a responsible person.
(e) Completed measurement books and those not in use although not
completely exhausted, shall if they are no longer required, be sent to the Sr
Divisional Signal and Telecommunication Engineer/Dy Chief Signal and
Telecommunication Engineer to be filed in his Office.
(f) If a measurement book is lost, immediately after the loss is discovered, the
matter shall be reported to the Sr Divisional Signal and Telecommunication
Engineer Dy Chief Signal and Telecommunication Engineer, who will obtain
sanction to write off the book from the registers of Measurement Books.
10.3.3 Recording Measurements
(a) Every entry in a measurement book shall be commenced with a Statement

as to how it is to be billed. The instructions for recording measurements
contained in Annexure: 10-A1 shall be followed.
(b) The pages of every measurement book shall be machine numbered, no

page on any account shall be torn out, nor shall any entry be erased or
defaced so as to be illegible.
(c) Entries shall be recorded continuously in the measurement book. No blank

pages shall be left. Any page left blank inadvertently shall be cancelled by
diagonal lines drawn across the pages, the cancellation being attested.
(d) When any measurements are cancelled, the cancellation shall be

supported by the initials with date of the Officer ordering the cancellation or
by the Official who made the measurements. The reasons for cancellation
shall be recorded.
(e) Should it be found necessary to make any additions to measurements

already taken owing to omission at the time of the measurements, such
additions shall be detailed in a subsequent page of the book, giving
reference to the page containing the original measurements and explaining
the reasons for the same.
(f) Entries of the measurements shall be made direct into the measurement
book at the site of the work in the presence of the contractor or his agent.
The copying of entries from a rough note book or other record is forbidden.
(g) The Contractor or his authorised agent shall be present at the time of all on
account and 'final' measurements and should sign the measurements
recorded in the measurement book as acknowledgement of his acceptance
of the accuracy of the measurements and the classification of materials.
The contractor shall be given due notice of the time and date on which the
measurements are to be taken. Failing his attendance, the work may be
measured up in his absence and such measurements shall not
withstanding such absence, be binding upon him whether or not be shall
have signed the measurement book provided that any objection to any
measurement that is made by him in writing within seven days of the date
of such measurements shall be duly investigated and considered.

(h) After the contractor's dated signature has been obtained, the official
recording the measurements shall attest his full signature and designation
at the end of the measurements. RTGS/NEFT – mandate Form must be
collected.
10.3.4 'On Account' Measurements
(a) For measurements against which on account bills are prepared and which
are subject to adjustment in final bills, the official incharge may use
percentage measurements for the part the work completed.
(b) Quantities for payment' on account' shall never exceed the estimated
quantities of actual work done upto the time of payment. In order to ensure
this, the following certificate shall be recorded by the official incharge in the
measurement book for all' on account' measurements.
"I hereby certify that not less than the quantity of work paid for has actually
been done and that the measurements are from plans/approximately
estimated".
10.3.5 Responsibility of the Assistant/Divisional Signal and Telecommunication

Engineer for Measurements of Works
The Assistant/Divisional Signal and Telecommunication Engineer shall be

responsible for the correctness of the measurements Quantity and adherence
to clauses & specifications laid down in the contract for all works in his charge.
He shall ensure that the measurements are made Timely in the specified
manner and recorded by the SSE/JE(Signal)/incharge of the work. Test check
of works as per extant norms shall be done by ASTE/DSTE and recorded,
accordingly on the measurement book.
10.3.6 Computation of Quantities
After measurements for a work are recorded, the quantities shall be computed
and entered in the 'contents' column of the measurement book. This may be
done by the official recording the measurements himself or in the office.
10.3.7 Preparation of Abstracts in Measurements Books
(a) After the quantities are computed, an abstract shall be prepared in the
measurement book in the office of Sr. Divisional Signal and Telecommunication
Engineer/Dy Chief Signal and Telecommunication Engineer. The abstract
shall be headed thus "Abstract of pages............to...........". The abstract shall
show the correct description of the item, total quantity done up-to-date, rate
and the total value for each item measured/checked, in connection with the
work. The total of the values of all the items will be the total value of the work
done up-to-date.
(b) In the case of a first and final bill, this amount will not be subject to any
deduction and will be paid in full to the contractor, except Security Deposit
and other taxes.

(c) In the case of an 'on account' bill, the prescribed percentage of the value of
the work done since the last certificate shall be deducted as security
deposit towards the due fulfillment of the contract. The balance will be the
amount payable to the Contractor and this amount must be written clearly
in words as well as in figures.
(d) On satisfactory completion of the work, the security deposit will be refunded
to the contractor after the final payment for the work is made. Part of the
security deposit may be kept with the Railway in specified cases whenever
it is necessary to watch the results of the work and to ensure that there will
be no failure of the work for the period stipulated in the contract.
(e) The abstract shall be signed and dated by the Assistant/Divisional Signal
and Telecommunication Engineer.
(f) Each paragraph of the measurement book to which the abstract pertains
shall be crossed in Red Ink diagonally thus.
(g) See Abstract pages …………………
(h) At the foot of each abstract the relevant bill number and date of preparation
of the bill shall be entered.
10.3.8 Submission of Bills: After the abstract is prepared in the measurement book,
the bill shall be prepared in the Sr. Divisional Signal and Telecommunication
Engineer's/Dy. Chief Signal and Telecommunication Engineer's Office on the
prescribed form or submitted by firm.
10.3.9 Checking of Bills
(a) The quantities in measurement books submitted by the Assistant Signal and
Telecommunication Engineer/Divisional Signal and Telecommunication
Engineer shall be checked for arithmetical accuracy in the Sr. Divisional Signal
and Telecommunication Engineer's/Dy. Chief Signal and Telecommunication
Engineer Office where it will be verified that;
(i) The description of items is according to the contract schedule.
(ii) There are no delays in recording measurements.
(iii) The quantities executed are according to sanctioned plans and estimates.
(iv) Where measurements are not recorded, correct reference to the

standard measurements is clearly given, and
(v) The quantities recorded in the bill agree with those shown in the
measurement book and rates higher than those sanctioned are not
allowed.
(b) An endorsement shall be made at the end of Assistant/Divisional Signal and

Telecommunication Engineer's abstract in the measurement book under the
signature of Sr. Divisional Signal and Telecommunication Engineer/Dy. Chief
Signal and Telecommunication Engineer giving reference to the particulars
of the bill passed.
(c) RTGS/NEFT mandate form shall be obtained from contractor for enabling
electronic payments.
(d) The Railway Administration may lay down a time schedule for preparation
and checking of bills.
10.3.10 Bill Registers
The Sr. Divisional Signal and Telecommunication Engineer's/Dy. Chief Signal

and Telecommunication Engineer’s Office shall maintain Bill Registers in which
all bills prepared in their office shall be recorded. The Register shall be kept
upto date and complete information with reference to agreements, work
orders, abstracts in measurement books and amounts.
10.3.11 Disputes with Contractors
Every effort must be made to ensure supply of drawings, handing over of site,
deputing of staff for supervision, materials (if any), budget for work, Timely
payments to contractor, to avoid disputes with the contractor.
(a) On the completion of every work, 'No claims certificate' shall be obtained
from the Contractor according to the relevant clause or clauses in the
condition of contract. Every month or when 'on account' bills are made out,
the contractor shall be instructed to submit a list of outstanding claims, if any.
(b) If there is any likelihood of a dispute with a contractor, all documents,
measurements and letters bearing on the case shall be at once collected
and stored in safe custody with the officer responsible for the case. In all
such cases care shall be taken to commence all correspondence with the
contractor with head line 'without prejudice'. The contractor shall be
instructed to submit complete details of his claims in writing with a
certificate to the effect that these are final.
(c) In spite of all reasonable efforts as per agreement, if the contractor refuses
to sign the final contract certificate, the final contract certificate shall be
forwarded to the Accounts Officer to make payment. The contractor may
accept payment, if he wishes under protest.
(d) Disputes arising out of the contract for a work, between the contractor on
the one hand and the Railway Administration on the other, shall be referred
for arbitration in accordance with the relevant clause in the General
Conditions of Contract.
10.3.12 Completion Reports
(a) After completion of a work as per its scope, Completion report shall be
drawn by the Sr. DSTE/Dy. CSTE incharge of the work. All expenditures
like stores, contract, adjustment memos, work shop debits, D&G charges
etc., shall be properly accounted.
(b) Finance concurrence of Completion estimate shall be obtained from
associated finance and sanction from the competent authority.
(c) Work shall be deleted from list of the works and same shall be intimated to
PCSTE/CSTE(C).
1 10-A1 Instructions for Recording Measurements

Para No. 10.3.1, 10.3.2(a), 10.3.3(a) Annexure: 10-A1
Instructions for Recording Measurements

1. The measurement book is the basis of all accounts of quantities of work done by contract
and shall be so kept that the transactions may be readily traceable into the accounts by
the entry of the number and date of bill in this book when the bill has been prepared and
the entry of the number and page if the measurements affected shall then be crossed red
ink diagonally thus
2. All measurements are to be taken down in ink in this book and in no others. The
description of work must be lucid so as to admit of easy identification and check .The
measurements shall show the quantities of work done as par last measurement and the
total to date. A reference to the pages of the measurement book, where the previous
measurements are to be found, also be given.
3. No erasures are allowed. If a mistake is made, the wrong wordings or figures shall be
neatly scored out and correct entries made. Every such correction shall be initialled.
4. For large works, a separate measurement book may be specially set apart, or if found
convenient, even two or more books may be set apart for different classes of works.
5. The measurements book must be looked upon as important records; they shall be
carefully checked by the Engineer-in-charge to set that they are kept up as complete
records of each kind of work done for which certificates have been granted. The eventual
return of all books to the Sr Divisional Signal and Telecommunication Engineer's Office or
Dy. Chief signal and Telecom Engineer’s office for record shall be insisted upon.
6. Whenever an Divisional/Assistant Signal and Telecommunication Engineer is required to

submit his measurement book to the Sr Divisional Signal and Telecommunication
Engineer's Office or Dy. Chief signal and Telecom Engineer’s office a Second book may be
provided for his use where necessary.
7. Whenever progress on a work is reported in lump sum quantities under sub-heads of

works, the number and page of the measurement books shall invariably be quoted.
8. It will be found convenient to keep the measurement relating to one work together and to
effect this, the number of pages likely to be wanted for a work for sub-head shall be
estimated and set apart for the purpose of recording the measurements consecutively.

9. Before detailing the measurements relating to a work the following information shall
invariably be given at the top of the first page of such measurements, each item being
underlined in red ink:
1. Final/on account contract certificate No.
2. For previous on account bill see page...................of measurement Book No.
3. Name of work.
4. Situation of work.
5. Agency by which work executed.
6. Reference to Agreement of work order.
7. Date commenced.
8. Date completed.
9. Date of measurement.
10. For facility of reference and to assist in carrying out the instructions given in para 8
above, the index shall be kept up-to-date.

Chapter 11: Dataloggers and Predictive Maintenance Systems
Section 1: Dataloggers
11.1.1 Purpose of Dataloggers
(a) To monitor of signalling equipment and to provide real-time alerts/offline
reports for taking necessary action by concerned staff.
(b) Assist in collaborative working of various agencies/persons responsible for
upkeep of signalling system by sharing of data.
(c) To provide Data evidence for investigation of unusual incidences.
(d) To provide Data to Train operation Applications (as required).
11.1.2 Assets for Status Monitoring
The following equipments shall be monitored (not limited to)
(a) Relays – potential free contacts.
(b) Power supplies – voltages, Currents.
(c) Electronic Interlocking – Signalling elements data, Diagnostic data of EI.
(d) Earth leakage detectors for Signal & Power Cables.
(e) Wherever Potential free contacts are available for any signalling equipment like
SPD, fire detection system, IPS etc, the same shall be monitored through
Datalogger.
(f) Diagnostic Data from MSDAC, IPS, Trackside ATP, Fire Alarm etc.
(g) Door Opening/Closing of Relay Rooms.
11.1.3 General Requirements: The Datalogger system shall;
(a) Perform the following functions;

(i) Sensing the parameters of signalling equipments and acquiring diagnostic
data from other processor based equipments.
(ii) Communicating the data to a central location, analyzing the data and
providing actionable decisions as alarm.
(iii) Dissemination of alarms to the concerned staff for taking necessary action.
(iv) To send short messages to concerned staff for taking appropriate actions.
(b) 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.
(c) Be capable of receiving both Digital Inputs & Analog Inputs at regular
intervals by scanning them for change of state/Values.
Chapter 11: Dataloggers and Predictive Maintenance Systems Page 220 of 530
(d) Be suitable for working on non-electrified, AC electrified areas.
(e) Be capable of working in any type of signalling installations on Indian

Railways.
(f) Dataloggers shall be suitable for deployment in the outdoor locations such
as LC gates, goomties of Distributed Electronic interlocking, Automatic
Block signalling goomties and IB Signal Huts using Remote Terminal Unit
(RTU) which shall be connected to Datalogger system through suitable
communication media.
(g) Datalogger system shall provide data driven decisions to various agencies
involved with asset management/usage.
(h) Be re-configurable to any changes required by user, whenever

modifications are carried out in the yard.
(i) 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.
(j) The following outputs shall be available from Datalogger system at Test
rooms and remote locations
(i) Online alarms
(ii) Online simulation
(iii) Reports of alarms, events in textual and graphical form.
(iv) Historic simulation display
(k) Datalogger shall provide real time inputs (with appropriate interfaces) on
train arrival/Departures for improving Train operations.
11.1.4 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 Datalogger shall have built in Real Time Clock for time stamping the
receipt of particular information.
(c) It shall be feasible to store the data in an external device.
(d) Synchronisation with Indian Regional Navigational Satellite System

(IRNSS) Clock or any Satellite Based approved clock is required for clock
synchronisation with the network.
(e) Existing telecom services shall be used to send alerts to required staff.
(f) Interoperability among various makes shall be ensured.
(g) RDSO’s Latest Specifications shall be followed.
11.1.5 Network Requirements
(a) Datalogger 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
Datalogger cabinet.
(b) It shall be possible for networking and remote monitoring of several

Dataloggers 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) Data storage and management infrastructure: To support the requirements of

local and remote access of online and offline data and alarms and reports – an
approved robust IT infrastructure shall be provided.
(e) Approved system of Data security and safety shall be provided to protect from
viruses and unauthorised access.
(f) Path Redundancy for the networks shall be provided.
Section 2: Applications of Datalogger

11.2.1 Fault & Asset Management
(a) Datalogger system provides data driven decisions to various agencies

involved with asset management and usage. An approved process for
using full potential of Datalogger system by integrating its results with the
existing process shall be provided with appropriate software.
(b) Generation of Exceptional Reports: These reports shall be generated by a

computer connected to Datalogger at the station (and at a central location also
in case of networked Dataloggers). Special software loaded in the computer,
shall implement defined logics and generate exceptional reports as alarms. As
per their category, they shall be sent as messages to required Officials for
prompt action. Please see Annexure: 11-A1 for guidance.
11.2.2 The following users may be provided with exception Reports/Alarms

(a) Maintenance staff of signalling equipments
(b) Electrical maintenance Staff
(c) P - way maintenance Staff
(d) Traffic staff/controllers
(e) Operating staff at station/cabins
Section 3: Remote Diagnostic and Predictive Maintenance

System (RDPMS)
11.3.1 The objective of providing Remote Diagnostic and Preventive Maintenance
system is to assist maintenance team in taking appropriate maintenance
action in advance to prevent the failure of signalling gears.
At functional level the system is broadly divided into two categories:
(a) Remote Diagnostic of Equipment: To reduce MTTR and providing aid to

maintenance staff in rectifying the signal failures. This is achieved by
automated analysis of parameters of Signal gears collected remotely using IoT
(Internet of Things) devices. The system shall be able to give probable cause of
failure to aid the maintenance staff for early restoration reducing MTTR.
(b) Predictive Maintenance: To facilitate predictive maintenance by advance

computing of Big data using Machine Learning and Artificial Intelligence. The
data of all the stations shall be continuously analysed by system for developing
the supervised and unsupervised machine learning. The system shall be able
to send automatic alerts for Signalling gears which are likely to fail based on the
system learning. This will assist the maintenance staff to take necessary action
to eliminate failure before it occurs.
(c) Data Acquisition from Field & Indoor Equipments: The data from each
signalling gear at the station shall be collected on real time basis using the
inbuilt diagnostic ports of the signalling gears and/or the external sensors.
Sensors of proper rating to be used as per monitoring range of various
parameters of signalling gears to be monitored.
11.3.2 IoT System
The IoT device shall be software embedded system preferably COTS

(commercially off the shelf) and will do the basic function of capturing the
parameters from the signalling gears using the sensors and diagnostic ports
and transmit the data to Local Server through Gateway at the station.
11.3.3 Network Requirements
Communication from IoT device (in station yard near point, signals and other
equipments) to Gateway at station may be on Wireless/Optical fiber/Copper
cable/Wi-Fi communication. Indoor signalling gears will also be suitably
interfaced for monitoring. For communication from Station to Cloud, optical fibre
network with redundancy may be used.
11.3.4 Cloud Based Predictive Maintenance Algorithms
(a) The exchange of information from IoT device to Local server and to
Centralized Cloud shall be on standard format for interoperability between
different systems.
(b) The time synchronization between various IoT devices is an important
requirement for data interpretation in machine learning. For master clock,
the IRNSS (Indian Regional Navigation Satellite System) clock may be
taken for reference at each station.
(c) Transfer of raw data from site using IoT devices to local server at station. 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) to anticipate any issues or failures before they occur.
(d) It is proposed that there may be integrated single cloud for all stations of
Indian Railways. However, if it is not feasible due to any reason, the cloud
can be as per Zonal Railway or a group of Zonal Railways. A mirror cloud
may also be setup for data backup.
(e) An automated alert mechanism will send information to Signal Control of
concerned Division and the concerned maintenance staff over SMS/mobile
app. The monitoring terminals shall display real-time alerts on the screen.
11.3.5 Power Supply Requirement for RDPMS at Station
(a) The power supply for IoT devices near the outdoor equipments shall be taken
from signalling equipment supply with suitable rating fuse, wherever feasible.
Where power is not existing, 24 V DC may be extended from nearby location.
(b) The power supply for IoT devices in Indoor i.e. relay room shall be provided
from 24 V DC of IPS (preferably dedicated module in N+1 configuration).
(c) The power supply for all other equipments i.e. Gateway, Local server, etc. may
be provided from 230 V UPS. The input to UPS shall be from same source of
IPS i.e. selective AT after auto-changeover of IPS. The backup time of UPS to
be decided based on the power-cut duration at particular station.

1 11-A1 Datalogger Fault Logics – An Example
Note: This Chapter has under mentioned Maintenance schedule in Appendix-I
2 11-MS1 Maintenance Schedule of Datalogger
Datalogger Fault Logics – An Example
Example of Fault
Fault Name Ref: Fault Information Momentary Confirmed
Message
The time difference between ECR (UP to DN to UP) is
S1 HECR Signal
in between 500 msec. to 2 Sec which should be taken M
1 Signal Bobbing RDSO Bobbing
as 1 count and for satisfying the fault logic 2 to 3
counts should happen within 10 Sec.
The time difference between TPR (UP to DN to UP) is in
between 50 msec to 1 Sec which should be taken as1 61 TPR Track
2 Track Bobbing RDSO M
count and for satisfying the fault logic 2 to 3 counts Bobbing
should happen within 10 seconds.
The time difference of (NWKR/RWKR) (UP to DN to UP) is
in between 500 msec. to 2 Sec which should be taken as 1 59 NWKR Point
3 Point Bobbing RDSO M
count and for satisfying the fault logic 2 to 3 counts should Bobbing
happen within 10 Sec. At that time TPR is UP.
1. If NWKR, RWKR both are down for more than time
interval then it is point failure.
4 Point Failure RDSO M C (120 Sec) 59 Point Failure
2. In case of Siemens − WKR1 is Down for more than
the given time interval.
1. In case of siemens − The time difference between
WKR1 Down to Up is in between the set time interval.
51 NWKR Point
5 Sluggish Operation of Point RDSO 2. Other than siemens − time interval of NWKR down to M
Sluggish Operation
RWKR up OR RWKR down to NWKR up is more than set
time.
Example of Fault
Message
T1,T2,T3 are sequential tracks,
a) When T2 is DN.
b) T1 and T3 UP.
51 TPR Track
6 Track Circuit Failure RDSO c) The time difference between T1 UP and T2 DN is M C (120 Sec)
more than 5 Sec. Circuit Failure
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.
When 110 V supply to signals has not failed (i.e. analog
voltage value is used in fault logic)
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 S1 HHG Fusing of
7 Fusing of Signal Lamp RDSO has not picked UP within 10 seconds. HR and DR is M C (120 Sec) Signal lamp
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.
When 110 V supply to signals has not failed and all ECRs
8 Signal Blanking RDSO M C (120 Sec) S1 Signal Blanking
are down (i.e. analog voltage value is used in fault logic).
Example of Fault
Message
When RECR is up continuously for more than 2 seconds
- in that condition if UCR/LR/U(R)S is up and HR/GR2 is S1 Signal Flying
9 Signal Flying Back to Danger RDSO M C (120 Sec)
down and signal replacement track(TPR) is up and back to Danger
EGGNR down, then it is Signal Flying back to danger.
The TIME difference between JSLR UP and NJPR UP is
S1 Timer setting
10 Timer Setting More RDSO greater by more than 10% (more than 132 seconds for M
More
120 seconds timer) of the prescribed time.
101 WNR Button
11 Button Stuck Up Button relay is up for more than specified time 20 Sec C
Relay Stuck Up
In between two sequential TPRs Down to Up (To
ensure it is train movement) if the status of NWKR or
59 Point Loose
12 Point Loose Packing RDSO RWKR Changes more than 2 times and status of EWNR C
Packing
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
Design Problem (i.e Signal Up to Dn to Up is in between 500 msec to 2 Sec and S1 HECR Signal
Control Relay not Dropped) HECR/DECR is not operated along with HR/DR then it is M Bobbing without
Sig Not Applicable Bobbing without design problem. Design Problem
ECR is triggering sig Not Applicable.
14 Signal Bobbing with Design If HR/DR is up, HECR/DECR changes its status from Up
Problem (i.e Signal Control to Dn to Up is in between 500 msec to 2 Sec and S1 HECR Signal
Relay Dropped) HECR/DECR is operated along with HR/DR then it is Sig M Bobbing with
Not Applicable Bobbing with design problem.ECR is Design Problem
triggering sig Not Applicable.
15 Signal not Lowered even
Same as Logic no.19 C
Operation is Valid
Example of Fault
Message
Power Supply
Use analog voltage monitoring where LVR is not
16 Power Supply Failure Alarm RDSO M C (120 Sec) Failure & Power
provided.
Supply Restored
17 Fuse Blown Off (Additional
Hardware to be used to RDSO Additional hardware to be used to detect Fuse Failure. C
Detect Fuse Failure)
18 ELD Detected Low Earth Leakage
Insulation of Supply appeared in 110V
(Potential Free Contact of C AC Supply, Earth
RDSO Potential free contact of ELD.
ELD to be Wired as Input to Leakage
Datalogger) disappeared in
110V AC Supply
19 Route not set when
Operation is Valid giving the
Sequence of Relay
Operations.
(1. Possible in case of panels
where button/switch relays
pick up with operation of
button/switch even-though RDSO GNR, UNR are Up, EGGNR is Dn then after given time C Route Failure
the operating conditions are interval if HR is in down then check the Route.
not favourable
2. Sequence of relays shall be
provided by railways
3. Not possible for switch
type non route setting type
panels)
Example of Fault
Message
If the train arrives on the track2 proving the sequence
of track1 DN and ahead track to point zone track is M
20 Point Burst RDSO C (120 Sec) 101 Point Burst
down, the point setting in the unfavourable position
and then the NWKR/RWKR both are DN for 2min.
At the time of HR/DR/ HECR/DECR up, signal lock relays S1 Signal Cleared
21 Clearing of Signal without RDSO i.e all G(R)LR's/G(R)R/ASR/ALSR in the possible Routes C without Route
Route Locking
from signal are in down state then it is Failure. Locking
The TIME difference between JSLR UP and NJPR UP is
S1 Timer setting
22 Timer setting Less RDSO less by more than 10% (less than 108 seconds for 120 C
Less
seconds timer) of the prescribed time.
Example of Fault
Message
23 Check for Passing of Danger a) When track 2 is DN after track 1 is DN and RECR is UP.
Signal b) The time difference between T2 DN and T3 UP is
more than 5 Sec.
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 S1 Check for
RDSO time interval T1, TPR2 is continuously Down for T2. C Passing of Danger
T2 is triggering. Signal
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.
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.
Example of Fault
Message
24 Route Released without a) ASR UP / G(N)LR Up and S1 Route released
Sequential Route Relays in b) Concerned route TSSLR DN or TPZR DN or TLSR DN or without sequential
Route Picking up RDSO C
TRSR DN or UYRs Down or U(R)Ss Up. route relays in
c) Emergency route cancellation, NJPR DN, AJTR3 /JR Dn. route picking up
25 Signal assuming Green with S1 Signal assuming
At the time of DR/DECR is picked up, RWKR in the
Points in the Route Reverse RDSO C Green with 31
corresponding Route are picked up then it is Fault.
Point Reverse
26 Home/Main Line Starter S1 Home Signal
Signal assuming Green with When DR/DECR Of Home/Main Line starter Signal is up assuming Green
RDSO C
Adv Starter Danger and if the Advance Starter RECR is up then it is Fault. with S2 Adv Starter
Danger
27 Advance Starter Off without S2 Advance starter
Line Clear HR/DR UP and concerned Line clear relay DN. C Off without Line
Clear
T1, T2 and T3 are track circuits in sequence. Length of
T2 is fed in the logic option
a) Counter starts when T2 goes DN with T1 already DN. Over Speeding at
M
28 Over Speeding RDSO b) Counter stops when T3 goes DN with T2 already DN. 1TPR On Main
c) Time interval between (a) and (b) is less than length line/Loop line
of T2 divided by maximum permissible speed by
more than 10%.
Example of Fault
Message
29 Failure to set Point Against After complete arrival of the train, if the point is not set
Occupied Line against the line on which the train is received within a
pre determined time. On Double line rear end points Rear end Point not
and on single line both front and rear end points are to set against 01T
RDSO be considered. C Occupied line
Note: 1. Implementation of this logic on big yards is not from S1-S4
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.
Relay Room Opening If Relay Room Door Relay is Down then it is Relay room Relay Room Door
30 RDSO C
(75,76) opened. Opened, Closed
31 Emergency Route S1-S2 Emergency
RDSO Operation of required buttons/switches. C
Cancellation Route Cancellation
32 Point Emergency Operation
101 Emergency
When Point Controlling RDSO Operation of required buttons/switches. C
Point Operation
Track(S) Fails
Axle Counter
33 Axle Counter Resetting RDSO Operation of required buttons/switches. C
Reset
Approach track drop,1st controlling track drop,2nd
Train Passed at S1
34 Train Passing Blank Signal RDSO controlling track pick up & RECR,HECR,DECR,CO ECR,SH C
Blank Signal
ECR drop for specific time.
a) Berthing track DN and
b) HECR/DECR UP and
Late start of Train
35 Late Start of Train RDSO c) Signal replacement track DN and M
at S1 Signal
d) Time difference between time of occurrence of b
and c is more than time defined by user.
Example of Fault
Message
The time difference between signal approach track circuit
Late Lowering of Home down and signal HECR/DECR/HHECR/COECR Up time is Late Operation of
36 RDSO M
signal more than set time. Time difference to be displayed in case S1 Home Signal
signal is cleared late compared to set time.
Premature
37 Premature Operation of C
RDSO If LCPR Dn before DR/DECR Dn and SR is Up. Operation of Block
Double Line Block to TOL
Instrument
Possible in case the design of circuit is such that route
Late Closing of LC-
gets locked after operation of the signal before gate M
38 Late Closure of LC Gate RDSO 131 Gate in the
closing and the signal clears as soon as the gate is
Route S1-S3
closed.
At the time of COECR (input1) (triggering) Up, if COJSLR S1A Calling on
39 Calling On Operation MM
(input2) is in up state then it is Calling On Operation. operation
In between ASR (input1) Down to Up if JSLR (input2)

Operated then it is Emergency Route Release. ASR Up is
triggering (or) GNR (input1) Up, UNR (input2) Up S1-S2 Emergency
40 Emergency Route Released OM
EUUYNR (input3) Up after given time interval if ASR Route Released
(input4) Up then it is Emergency Route Released.GNR,
UNR, EUUYNR are triggerings.
S1-S2 Emergency
41 Emergency Sub Route If EUYNR (input1) Up and WNR (input2) Up then it is
OM Sub Route
Released Emergency Sub Route Released. Both are triggering.
Released
If UNR (input1) is Up and if OVYNR (input2) Up then it is S1-S2 Emergency
42 Emergency Overlap
Emergency overlap cancellation. Both are triggering OM Overlap
Cancellation
signals. Cancellation
Example of Fault
Message
43 Emergency Signal If GNR (Input1) is Up & EGGNR (input2) is Up then it is S1 Emergency

OM
Cancellation Emergency Signal Cancellation. GNR, EGGNR are triggering. Signal Cancellation
In Between WNR (input1) Up to Up, if NWKR (input2),

RWKR (input3) are not Up then it is Point Repeated 13 NWKR Point
44 Point Repeated Operation Operation. WNR is triggering (or) In between NCR/RCR OM Repeated
up to Down if Point (NWKR/RWKR) is not set then it is Operation
Point repeated operation, NCR/RCR (Down) triggering.
45 Panel Failure due to AC Panel Failure Due
All RECR's (Conflicting signals) are down then it is Panel
MM to AC Power
Power Failure failure due to AC Power Failure. All are triggering inputs.
Failure
46 Panel Failure due to DC All ASR's (Conflicting signals) are down then it is Panel Panel Failure Due
failure due to DC Power Failure. All are triggering MM to DC Power
Power Failure
inputs. Failure
When RECR (input1) is Up and TPR1 (input2), TPR2
(input3) are Down, TPR3 (input4) is Up and time
difference between TPR2 Down (triggering) and TPR3
S1 Shunting with
47 Shunting with Permission Up is more than time T1, and the time difference MM
Permission
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.
Example of Fault
Message
When RECR (input1) is Up and TPR1 (input2), TPR2
(input3) are Down, TPR3 (input4) is Up and time
48 SPAD at Adv Str without difference between TPR2 Down (triggering) and TPR3 S1 SPAD at adv str
Up is more than time T1, and the time difference SC without shunt
Shunt Permission
between TPR2 Down and RECR Up is more than the permission
given time interval T1, TPR2 is continuously Down for
T2., SHKR Up status considered in extra variable.
DC-DC Converter, Inverter-1,2,3...., SMPS, CALL S&T,
49 IPS Failure RDSO MC (120 sec) IPS Failure
50% DOD, MAINS FAIL, FRFC FAIL.
DC-DC Converter, Inverter-1,2,3...., SMPS, CALL S&T,
50 IPS Restored RDSO MM (120 sec) IPS Restored
50% DOD, MAINS FAIL, FRFC FAIL.
51 TFR Relay Stuckup IF TFR IS PICKED UP THEN IT IS TFR RELAY STUCKUP. MM
If Buttons (GNR, UNR) are pressed in wrong
S1-S2 Wrong
52 Wrong Operation combination Then it is WRONG OPERATION. Both are MM
Operation
triggering signals.
At the time of Point zone track (input1) Up, if Platform
track (input2) Down, Before Point zone track (input3)
Up and after time interval if G(R)LR (input4) is Up then S1-S2 Route not
53 Route not Released RDSO MM
Check the following. Backlock tracks are in Up state and Released
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 define & configure some more Logics as per Specific need
Chapter 12: Installation, Testing & Maintenance of Mechanical
Signalling Equipment
Section 1: Installation
12.1.1 Lever Frame
Conformity to Drawings and Specifications: Interlocking frames shall

conform to approved drawings and specifications.
12.1.2 Marking of Parts
(a) Standards, quadrants, quadrant supports, levers shoes, locking boxes

and covers, shafts and intermediate supports shall be marked with
identifying letters or figures painted on them.
(b) Plungers, interlocking bars, mechanical interlocking locks and other parts
constituting the 'Locking’ shall be stamped as under:
(i) Plungers shall be marked with their relevant lever numbers and
number of the ‘locking' box;
(ii) Interlocking bars shall bear the number beginning from the first left
hand side lock to last right hand side lock, the number of the channel
of the locking box, and its position in the channel; and
(iii) Mechanical interlocking locks (popularly called 'dogs') shall be marked

with their respective lever number and the number of the channel of
the locking box.
12.1.3 Assembling Mechanical Locking: Mechanical locking shall be assembled

in accordance with approved Locking Diagram. Approval shall be obtained
for any alteration, constructional or technical, found essential during the
course of assembling locking. Some important instructions for assembling
locking are detailed below:
(a) Locking boxes shall be correctly aligned.
(b) All pin joints shall be made a proper fit with no slackness. This is of
particular importance in catch handle type of locking where a number of
pin joints are provided to work the locking through the catch handle. For
newly fitted locking frames there shall be practically no lost motion in
connections or locking. Levers shall be straightened where required to
maintain proper alignment. It shall be ensured that all parts of the lever
frames including spare levers and their tappets are intact.
(c) Notches shall be marked off in accordance with the locking diagrams.
Marking shall be done with the help of templates and the outline punch
marked.
(i) In the case of catch handle locking, it is most important that the catch
rod and links are in correct position before marking.
Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 236 of 530
(ii) It is a good practice to operate the catch handle several times, both in
the normal and the reverse positions, in the case of catch handle
locking and operate the lever several times in the case of Direct Lever
Locking before the notches are actually marked. While doing so, the
catch block shall be properly held against the quadrant.
(d) Notches shall be cut to proper sizes and shapes as marked. Normal and
reverse notches for point levers and those signal levers which have back
tails or long leads may be cut with a small clearance up to 1 mm. Notches
of straight edge locks may have a clearance up to 3 mm for the straight
edge of the lock.
(e) Joints in interlocking bars shall be avoided as far as possible. Where
necessary, the joints shall be made smithy welding. The welded bars shall
be kept truly straight and perfect in shape.
(f) All locks and driving pieces shall be securely fixed square to the
interlocking bar. Locks (dogs) shall have free movement in the channels
of the locking box.
(g) Unsupported and long interlocking bars spanning more than 10 levers in
SA 1101 Lever Frame and 7 levers in SA 530 Lever Frame shall be
provided with a carrier lock or dummy pieces.
(h) Any top piece fixed in the plunger shall be ordinarily rivetted except when
it is accessible from outside, it shall be welded on to the plunger.
(i) Each assembled interlocking bar shall be checked and tested to see that -
(i) It is in accordance with approved Locking Diagram.
(ii) The locking provided through each bar is in accordance with
approved interlocking table.
(iii) The lost motion of a lever, which is locked, shall be such that the
lever block cannot be moved more than 12 mm over the lever
quadrant in the case of locking operated directly by the lever. In the
case of catch handle operated locking, it shall not be possible to raise
the catch handle block more than 10 mm.
(iv) The locking shall be strong, durable and accurate. It shall not be
possible for any mechanical lock to enter a notch other than that for
which it is intended or to force the locking.
(v) The locking in the lever frame shall be effected just at the
commencement of the movement of the lever or the catch handle as
the case may be.
(vi) The release locking shall not be effected before the completion of the
movement of the lever.
(vii) The locked lever shall not be free before the releasing lever has
completed its travel proving thereby that there are no conflicting notches.
(j) Plungers, interlocking bars and locks (dogs) shall be marked as detailed in
Para 12.1.2.
(k) Locking strips shall be in accordance with approved plans.
(l) Locking box covers shall be securely fixed so that it is not possible to
force the locking by displacing the locks or bars. The covers shall be
padlocked and sealed.
(m) After assembling locking, it shall be carefully checked and compared with
the approved Locking Diagram.
12.1.4 Checking of Components: The SSE/JE (Signal) shall carefully check the
components of a new interlocking frame on receipt against plans and take
necessary action.
12.1.5 Erection: Interlocking frames shall be erected in accordance with approved

plans and locking fitted in accordance with the approved Locking Diagram.
The locking shall then be carefully checked and compared with the approved
Locking Diagram and tested by pulling of individual levers against the
approved Interlocking Table as per instructions laid down in para 12.26.7.
12.1.6 Subsequent Additions and Alterations
(a) Any additions and alterations to interlocking frames shall be carried out only in
accordance with the approved revised plans and interlocking tables.
(b) The SSE/JE (Signal) shall requisition all requirements of materials in

accordance with the additions and alterations shown on the approved
revised plan and locking diagram and when requisitioning new plungers
shall quote correct drawing number and if that is not available, state the
type of frame and length of plunger required. When requisitioning new
mechanical interlocking locks (dogs), the locks (dogs) required must be
specified by quoting the type number shown against each lock on the
standard drawings.
(c) After carrying out additions and alterations, locking shall be checked
completely as detailed in para 12.26.7.
12.1.7 Information to the Divisional Signal & Telecommunication Engineer:

The SSE/JE (Signal) shall inform the DSTE/ADSTE incharge of the section
when a new interlocking frame or an alteration to the existing interlocking
frame is ready for his test and introduction.
Section 2: Point Rodding and Fittings

12.2.1 Point Rodding: Point rodding shall be solid and shall be in accordance with
I.R.S Specification No. S 5.
12.2.2 Alignment: Point rodding shall be straight before being laid. Runs of rodding
shall normally be in a straight alignment.
12.2.3 Distance from the Centre of Track: The distance from the nearest rod to
the centre of the nearest track shall not be less than 1905 mm on BG lines
and 1370 mm on MG/NG lines except when platform walls or other structures
render this impossible.
12.2.4 Branching Off: Where practicable, rods in a main run shall be arranged so
that they branch off on the track side in regular order.
12.2.5 Rodding Running Under Track: When practicable, rodding running under
tracks shall be arranged to permit the standard spacing and packing of
sleepers. The top of the rodding shall not be less than 25 mm below the
bottom of the rails. Whenever possible, the running of rods under rail joints
shall be avoided.
12.2.6 Fixing Roller Standard: The top of roller standards adjacent to tracks shall
not be fixed more than 64 mm above rail level.
12.2.7 Spacing of Rollers: Runs of rodding shall be supported on rollers spaced not
more than 2.2 metre apart for solid rodding and 1.85 metre apart for tubular
rodding. On curves the distance apart shall be 1.85 metre for both types.
12.2.8 Offsets in Roddings: Offsets in rodding shall be limited, wherever possible
to 60 mm. Offsets of 90 mm may, however, be made where solid rodding is
used. The minimum length of the offset shall not be less than twice the
amount of the offset. Where more than one offset is necessary, a guide shall
be provided. When making offsets in joints, the pin shall be kept in place to
keep the pin holes true.
Section 3: Point Operation in Mechanical Signalling

12.3.1 Essential requirements before Interlocking of a Point: Before any newly
laid point is connected to the lever frame or a point machine and interlocked,
it shall be ensured that the SSE/JE (P-Way) has taken necessary steps as
detailed in Annexure:12-A1.
12.3.2 Adjustment of Point Switches: Point switches and switch and lock
movements shall be so adjusted that the lever operating them is sprung
equally in the normal and reverse positions. This springing shall normally be
12 mm on the lever quadrant.
12.3.3 Permissible Distances: The distance at which Points may be worked by
rodding must not exceed 320 meters except where the stroke at the lever tail
is not less than 200 mm, in which case the above distance may be increased
to 460 meters. For special type of switches, the Chief Signal and
Telecommunication Engineer may stipulate the permissible distance.
Section 4: Facing Point Locks, Switch & Lock Movements

and Spring Point Levers
12.4.1 Layout
(a) Facing Point layouts shall be installed in accordance with approved plans.
(b) Facing Point lock shall be fitted on the gauge tie plate where steel
sleepers are not provided.
(c) A key lock shall be so placed as to be inaccessible during the passage of
a train unless the arrangement is such that a key is used to release the
signals and cannot be brought back to the points until such signals have
been put to the 'ON' position.
(d) The FPL may be fitted nearer to the closed switch rail leading to higher
speed movement.
12.4.2 Notches: Notches in stretcher blades shall be cut clean and square and to
correct size.
12.4.3 Facing Point Lock - Plunger Type
(a) Facing Point lock plunger shall be square ended and installed 12 to 20
mm clear of the stretcher blades when the points are unlocked.
(b) The plunger shall have a stroke of at least 150 mm.
12.4.4 Obstruction Test: Facing point locks shall be tested by 'obstruction test' with
a test piece of 5 mm thickness placed between the switch and stock rails at
150 mm from the toe. With the obstruction in, it shall not then be possible for
the lever working the facing point lock to be latched.
12.4.5 Switch and lock layouts are not permitted in new installations. Spring point
levers self-reversing shall be installed in accordance with approved plan.
Section 5: Location of Signals in Mechanical Signalling

12.5.1 Placement of Signal
(a) Signals shall be so located that they do not infringe the Schedule of
Dimensions. Deviations shall be sanctioned by the competent authority.
(b) Signal posts shall normally be on the left side and adjacent to the line to
which they refer, and signals shall be located so that they are normally on
the left of, or above the line to which they apply, unless authorised by
special instructions.
(c) Signals shall be inspected by a Signal sighting committee consisting of

officials of Signal, Traffic and Mechanical/Electrical Departments before
being brought into use.
12.5.2 Fixed Green Light of Warner Signal: The fixed green light above a Warner
Signal on a post by itself shall be provided and shall be repeated.
12.5.3 Fixing Signal arms: All signal arms shall be fixed on the left hand side of the
post.
12.5.4 Placement of Warner Signal: A warner Signal may be placed, either
(a) on a post by itself with a fixed green light by night 1.5 metres to 2 metres
above it at an adequate distance (not less than 1200 metres unless
otherwise permitted by approved special instructions) outside the First
Stop Signal or Gate Stop Signal; or
(b) on the same post, but 1.5 metres to 2 metres below the arm of the outer
Signal; and
(c) on the same post as, but 1.5 metres to 2 metres below the Last Stop
Signal of a station in rear.
(d) Warner Signal below a Stop Signal: When the Warner Signal is placed
below a Stop Signal, the variable light of the Stop Signal shall take the
place of the fixed green light of the Warner Signal and the arrangements
shall be such that the Warner Signal cannot be taken 'OFF' while the Stop
signal above it is 'ON'.
12.5.5 Stop Signals
(a) Semaphore arm: The Semaphore arm of a Stop Signal shall be square
ended. The front of the arm shall be red with a white bar. The back of the
arm shall be white with a black band. The bars shall be parallel to the end
of the arm.
(b) Day and night indications: By day the arm of a Stop Signal shall be
horizontal in the 'ON' position and 45° to 60° below the horizontal in the
'OFF' position. By night, the signal shall display a red light in the 'ON'
position and a green light in the 'OFF' position.
12.5.6 Location of Stop Signals
(a) Outer Signals: The outer signal where provided or the Home Signal,
where an outer Signal is not provided, shall be placed not less than 400
metres in rear of the Points up to which the line may be obstructed after
Line Clear has been given to the Station in rear.
(b) Home Signals: The Home Signal shall be placed in rear of all
connections, if any, on the line to which it refers.
(c) Routing Signal: A Routing Signal shall be placed in the rear of the
Points, which it protects.
(d) Starter Signals
(i) A starter Signal shall be placed at not less than 400 metres in advance
of the Home Signal.
(ii) Where a Starter Signal is provided for each converging line, it shall be
placed as to protect the adjacent running line or lines.
(iii) Where one starter Signal only is provided for two or more converging lines,
it shall be placed outside the connections on the line to which it applies.
(e) Intermediate Starter: An Intermediate Starter Signal shall be placed

clear of fouling marks in rear of the points, if any, which it protects.
(f) Advanced Starter: Unless approved under special instructions, an

Advanced Starter Signal shall be placed outside all connections on the
line to which it applies. It shall be placed at not less than 180 metres from
the outermost point in the case of single line section. This distance shall
be reckoned from the starter in the case of double line section. On special
nominated sections, the portion between the fouling mark to block section
limit shall be track circuited when
(i) visibility of the portion between fouling marks to block section limit is
obscured from the place of operation; or
(ii) frequent shunting involving main line takes place; or
(iii) Advanced Starter is placed at a distance of full train length beyond the
trailing points.
12.5.7 Where Signals are carried on gantries, left hand signal in each case shall refer to
the left hand line, the second signal from the left shall refer to the next line from
the left and so on. The Signal for the main line shall be placed at a higher level
than the signal or signals referring to the other running line or lines.
12.5.8 Calling-on Signal Semaphore arm: The Semaphore arm of a Calling-on
Signal shall be a short square ended arm. The front of the arm shall be white
with a red bar. The back of the arm shall be white with a black bar. The bars
shall be parallel to the end of the arm.
(a) Day indication-By day, the arm shall be
(i) Horizontal in the 'ON' position;
(ii) 45° to 60° below the horizontal in the 'OFF' position.
(b) Calling-on Signal shall be placed below a Stop Signal governing the approach
of a train. Under approved special instructions, a Calling-on Signal may be
provided below any other Stop Signal except the last Stop Signal.
12.5.9 Shunt Signal
(a) Under special instructions, a shunt Signal may be a miniature Semaphore
arm.
(b) Miniature Semaphore Signal:
(i) The Semaphore arm of a shunt Signal shall be square ended. The front of
the arm shall be red with a white bar. The back of the arm shall be white
with a black bar. The bars shall be parallel to the end of the arm.
(ii) By day the arm of a Stop Signal shall be horizontal in the 'ON' position
and 45° to 60° below the horizontal in the 'OFF' position. By night, the
signal shall display a red light in the 'ON' position and a green light in
the 'OFF' position.
(c) Diverging routes: More than one shunt signal may be placed on the same
post and when so placed, the top most Shunt Signal shall apply to the extreme
left-hand line and the second shunt signal from the top shall apply to the next
line from the left and so on. One shunt Signal with or without a route indicator
may also be provided for a number of diverging routes.
12.5.10 Repeating Signal
(a) A repeating signal is a signal placed in rear of a fixed signal for the
purpose of repeating to the driver of an approaching train aspects of the
fixed signal in advance. It shall be provided with a marker consisting of a
white-enameled disc with letter 'R' in black.
(b) A repeating signal shall be of a square ended Semaphore arm.
(i) The arm of a semaphore repeating signal shall be square ended. The front
of the arm shall be yellow with a black bar. The back of the arm shall be
white with a black bar. The bars shall be parallel to the end of the arm.
(ii) By day, the arm shall be horizontal in the 'ON' position and 45° to 60°
below the horizontal in the 'OFF' position. By night the signal shall exhibit a
yellow light in the 'ON' position and a green Light in the 'OFF' position.
12.5.11 Co-acting Signals: Co-acting signals are duplicate signals fixed below Stop
Signals and are provided where, in consequence of the height of the signal
post or of there being an over-bridge or other obstacle, the main arm or light
is not in view of the Driver during the whole time that he is approaching it.
Multiple Aspect Signalling
12.5.12 Distant Signals
(a) Electric Lighting of Distant Signal: Distant Signals shall be electrically

lit on all the Trunk routes and important main lines.
(b) Location: On both double and single line sections, the Distant Signal
shall be placed at an adequate distance in rear of the First Stop Signal,
the adequate distance being not less than 1 kilometre.
(c) Semaphore arm: The Semaphore arm of a Distant Signal shall be fish-
tailed. The front of the arm shall be yellow with a fish-tailed black bar. The
back of the arm shall be white with a fish-tailed black bar.
(d) Day and night indications
(i) By day, the arm of a Distant Signal shall be horizontal in the 'ON'
position displaying the 'Caution' aspect. It shall be 40° to 45° above
the horizontal in the 'OFF' position displaying 'Attention' aspect. It shall
be 85° to 90° above the horizontal in the 'OFF' position displaying the
'Proceed' aspect.
(ii) By night, the signal shall display one yellow light for the 'Caution'
aspect, two yellow lights in a vertical line 1.5 metres apart for the
'Attention' aspect and one green light for the 'Proceed' aspect.
12.5.13 Stop Signals
(a) The Semaphore arm of a Stop Signal shall be square ended. The front of
the arm shall be red with a white bar. The back of the arm shall be white
with a black band. The bars shall be parallel to the end of the arm.
(b) Day and night indications
(i) By day, the arm of a Stop Signal shall be horizontal in the 'ON' position
displaying the 'STOP' aspect. It shall be 40° to 45° above the horizontal in
the 'OFF' position displaying the 'Caution' aspect. It shall be 85° to 90°
above the horizontal in the 'OFF' position displaying the 'Proceed' aspect.
12.5.14 Location of Stop Signals
(a) Home Signal: The Home Signal shall be placed in rear of all connections,
if any, on the line to which it refers. The Home Signal shall be placed not
less than 180 metres in rear of the points upto which the line may be
obstructed after line clear has been granted to the station in rear.
(b) Routing Signal: A Routing Signal shall be placed as in Para 12.5.6 (c).
(c) Starter Signals: When one Starter Signal is provided for each converging
line, it shall be so placed as to protect the adjacent running line or lines.
(d) Intermediate Starter Signal: An Intermediate Starter Signal shall be

placed clear of fouling marks in rear of the points, if any, which it protects.
(e) Advanced Starter Signal: Unless approved under special instructions,

an Advanced Starter Signal shall be placed outside all connections on the
line to which it applies. It shall be located at a distance of not less than
120 metres from the outermost points in the case of Single Line Section.
This distance shall be reckoned from the starter in case of Double Line
Section. On special nominated sections the portion between the fouling
mark to block section limit shall be track circuited when
(i) visibility of the portion between fouling mark to block section limit is
obscured from the place of operation; or
(ii) frequent shunting involving main lines takes place; or
Advanced Starter is placed at a distance of full train length beyond the
trailing points.
12.5.15 Calling On signal
(a) The Semaphore arm of a Calling-on Signal: By day, the Semaphore

arm of a Calling-on Signal shall be-
(i) Horizontal in the 'ON' position, and

(ii) 40° to 45° above the horizontal in the 'OFF' position.
12.5.16 Holding Route
(a) Signals governing movements over Points shall be placed as close as

possible to the Points. Where a signal is more than 180 meters from the
Facing points it controls, arrangements shall be made to keep the Points
locked until the train has passed them. Similar arrangements shall also be
made to hold consecutive Points, where the distance between them
should be more than 180 meters.
(b) At a station where trains run through at speeds more than 50 kilometres
per hour, such arrangements to hold the route are also required in case of
trailing points situated more than 180 meters from the signal controlling
them. However, such arrangements are not required if the Points are
locked in either position by the signal in advance.
(c) Route holding arrangements for facing or trailing points are however not
necessary, if due to the manipulations required in the system of control, it
is impossible under normal working conditions for the Points to be
operated before the train has passed.
Section 6: Signal Wire Run

12.6.1 Single Wire/Rope
(a) Galvanised steel wire strand No.7/1.40 mm (dia) to IS Specification No.
2265, or galvanized solid steel wire 3.35 mm (dia) to IRS Specification
No. Sl62, shall be used for signal connections.
(b) Coils of wire shall be run out from a creel. Twists, kinks and nicks shall be
avoided.
12.6.2 Galvanized wire rope: Galvanized steel wire rope for signalling purposes
ordinarily used for single wire runs shall be to IRS Specification No. S-3.
12.6.3 Wire rope round wheels: Wire rope when used for making turns on wheels
shall not be less than 2 meter in length.
12.6.4 Wire rope on cabin wire adjusters: Wire rope when used on cabin wire
adjusters and draft wheels shall be in a continuous length.
Section 7: Painting of Mechanical Signalling

12.7.1. Equipment to be painted: The following are the main items of mechanical
signalling equipment that need regular painting:
(a) Signal arms, Point Indicators, boards and markers;
(b) Signal posts and Signal fittings;
(c) Interlocking frames, their levers & fittings;
(d) Ground and miscellaneous gear, such as rodding, guide roller assembly,
cranks, compensators, turnout wheels;
(e) Lifting barriers, if maintained by Signal and Telecommunication department.
12.7.2 Colouring Scheme: Items detailed in Para:12.7.1 shall be painted in
accordance with colouring scheme shown for the respective item as in Drg
No:12-D1.
12.7.3 Interval of Painting: The general principles for fixing intervals shall be the
following:
(a) Signal arms, indicators etc. which are required to be painted to
conventional shapes and/or colours shall be painted once a year.
(b) Signal posts which are to be kept conspicuous and cabin levers which are
to be distinguished by colours, shall be painted once in three years;
(c) Rodding, guide roller assembly etc. which only need a protective
covering, shall be painted once in six years.
Note: The intervals mentioned above may be reduced in areas where, on account of
weather or other local conditions painting at shorter intervals is necessary.
12.7.4 Record of Painting
(a) Each SSE/JE (Signal) shall maintain a Painting Register, one page or
more being allotted to each station or cabin on his section. Record of the
painting work done with dates of commencing and completing the work
shall be regularly entered in this register.
(b) Each SSE/JE (Signal) shall also record the date of painting with
particulars of the programme carried out in the Signal Incidences Book
maintained at each station. This should be done on the very first
inspection by him after painting work has been completed.
12.7.5 General Instructions on Paints/Painting
(a) Storage: Paint shall be stored in a cool dry place away from flame or
naked light.
(b) All containers shall be kept securely closed when not in use, to avoid loss
of material due to skinning and contamination. Paints, especially quick
drying paints, shall not be left open to the atmosphere.
12.7.6 Mixing of Paints
(a) Paints from pigments and pastes shall be prepared in accordance with
standard specifications.
(b) Linseed oil or turpentine shall not be added to ready mixed paints. Mixing
of kerosene with paints is forbidden.
12.7.7 Painting of Steel Works
(a) The surface of metal shall be clean and free from dirt, scale, deteriorated
old paint and rust and shall be perfectly dry before application of paint.
Painting shall be done preferably during dry weather.
(b) For a new steel work, three coats of paints shall be applied. First coat
shall be 'Red Lead', the second 'Red Oxide' and the third of the specific
paint recommended for the structure. When repainting a structure, if the
old paint does not show any signs of blistering, scaling or cracking, it need
not be scraped off. It may be used as foundation for the new coat.
(c) When there are patches of blistering, scaling or cracking, these patches
shall be cleaned down to the steel and treated in a manner as
recommended for a new structure.
(d) The surface of metal shall be cleaned by scraping, chipping or scrubbing

with brickbats. No chemical of any kind shall be used. Old paint may be
burnt, if necessary and then scraped off.
(e) Paint shall be applied with brushes and spread evenly, smoothly and as thin
as possible. Rags or waste cotton shall not be used for the application of paint.
(f) Brushes shall be thoroughly cleaned in proper driers after use.
12.7.8 Enamel Signal Arms
(a) Enamel signal arms shall be scrubbed with soap to clean them. If
corroded in places, these shall be touched up with enamel paints.
(b) Signal arms which are not enamelled, shall be painted with enamel paints.
12.7.9 Numbering of Points and Signals
(a) The cabin lever number of points and facing point Lockbars shall be
painted in 50 mm letters on the web and close to the toe of the switch rail.
(b) The number of the cabin lever operating the signal shall be painted in 50
mm letters at the back of the signal arm blade.
12.7.10 Numbers shall be written in codes as under: (table)
i) Points - 20 W ’20 W’ stands for lever No. 20 West Cabin
ii) Points & Facing Point ‘P32” stands for points lever No. 32 and ‘L33E’
lock (P32 L33E) stands for lock bar lever No. 33, East Cabin
iii) Signals - 51 A ‘51A’ stands for lever No. 51 ‘A’ Cabin,

- 52 B ‘52B’ stands for lever No. 52 ‘B’ Cabin
- 53 GFA ’53 GFA’ stands for lever No. 53 Ground Frame ‘A’.
(a) Numbers of interlocking frame levers shall also be painted on the front
and back side of the main girder supporting the frame opposite each lever
in 50 mm white letters.
12.7.11 Dates of Painting: The year and the month of painting work shall be clearly
and neatly shown on all interlocking frames, signal posts, block instruments,
Station master's slide control frames and instruments. Suitable entries shall
also be made in the Register maintained for this purpose.
Section 8: Maintenance of Mechanical Signalling

12.8.1 Cabin equipment: All cabins shall be equipped with
(a) A Cabin Diagram showing the location and normal position of all points.
Facing point locks, Signals and Level Crossings, with their respective
cabin lever numbers;
(b) A lever pull chart suitably exhibited;
(c) Lever collars;
(d) A suitable staging with ladder for attending to interlocking frame;
(e) Telephones, as necessary;
(f) All equipments as required to be provided by concerned Departments
including a clock, and
(g) A name board of sufficient size.
Note: The lever pull chart, referred in (2) above, need not be provided in Cabins
where the number of release lever concerned are indicated on the lever name plates
to guide the Cabin man in following the correct sequence for pulling the levers.
12.8.2 Numbering of levers: All levers, including spares, shall be numbered

consecutively through the frame from left to right. Each lever shall be
provided with a number plate. This will show the function in the order of
operation which must precede to release when no lever description board is
provided.
12.8.3 Cabins-Cleanliness, Repair and Fittings
(a) Ground floor of cabins shall be kept clean and tidy.
(b) Cabins including battery room and repair room shall be kept in good
condition and periodically painted/distempered. The roof shall be so
maintained as to prevent leakage. "Ghara" stands shall be kept properly
drained off. Wash basins, where provided, shall be kept in perfect repair.
Any repair required shall be promptly notified to the SSE/JE (Woks).
(c) SSE/JE (Signal) shall bring to the notice of his Sr.DSTE or DSTE or
ADSTE incharge of the section when repairs to cabin are delayed.
(d) Windows of cabins shall be kept clean. This is the duty of the operating staff.
(e) Each SSE/JE (Signal) shall see that the cabin diagram, pull chart, Cabin
man's instructions and Maintained programme provided in the Cabin are
up-to-date and their glazed frames are in proper repair.
Section 9: Maintenance of Lever Frame

12.9.1 Responsibility: Each SSE/JE (Signal) is personally responsible for efficient
maintenance of the locking of the interlocking frames under his charge.
Locking box covers shall be kept padlocked and sealed with his personal
seal supplied to him for the purpose.
12.9.2 Instructions for Technicians
(a) All accessible working parts of interlocking frames shall be thoroughly

lubricated and cleaned.
(b) All split pins shall be checked to ensure that they are intact and properly open.
Also all nuts and bolts shall be checked and tightened wherever necessary.
(c) Handles of levers of interlocking frames shall be kept clean and bright by
the Transportation Staff.
12.9.3 Instructions for SSE/JE (Signal):
(a) The SSE/JE (Signal) shall ensure that the interlocking frames are kept
clean and lubricated.
(b) Locking of all interlocking frames shall be tested as per instructions

contained in para 12.26.7.
(c) During the testing of interlocking frames, careful note shall be taken of
slack locking and if the slack locking exceeds the limits laid down in Para
no's.12.1.3(i), overhauling shall be taken up forthwith.
(d) Locking of all interlocking frames shall be overhauled at least once every
three years or earlier, if necessary, as per instructions laid down in para
12.25.5.
Section 10: Maintenance of Lead outs (Rodding)

12.10.1 All lead outs shall be examined regularly and kept clean and well oiled.
12.10.2 All connections, especially the down rods, shall be examined to detect cracks
and worn out threads. The whole of the apparatus shall be kept rigidly and
solidly connected.
Section 11: Maintenance of Point Rodding and Fittings

12.11.1 Examination
(a) All runs of rodding shall be regularly examined to see that all joints make
good and solid connections.
(b) All couplings, adjusting screws and adjustable joints shall be examined for
looseness, worn out threads or slack nuts.
(c) Rodding shall be examined for detecting weak places due to rust,
corrosion or other causes.
12.11.2 Alignment: The rods shall be kept in true alignment and free from all
obstructions.
12.11.3 Rollers: Rollers shall fit properly in the standards and move freely. Broken
roller standards, missing rollers and pins shall be replaced.
12.11.4 Roller Foundations: Roller foundations shall be realigned if found to have

shifted or sunk and shall be renewed when necessary.
12.11.5 Points, Locks and Bars shall not be operated by wire but by rodding or by
electrical means.
12.11.6 Operation of Facing Point lock: The operation of the facing point lock shall
depend on the correct operation of the Lockbar. This Lockbar shall form a
part of the transmission and be in series with it.
Section 12: Maintenance of Cranks, Compensators, Screws,
Bolts, Nuts, Pins and Cotters
12.12.1 Examination
(a) All cranks and compensators shall be examined regularly and working
parts well oiled.
(b) The position of the compensators shall be carefully checked when a point
or Lockbar does not work properly or where the stroke at the adjusting
crank has to be unduly increased.
12.12.2 Replacement of cracked or broken parts: Cracked or broken parts of
cranks, compensators shall be repaired or renewed.
12.12.3 Cleaning of oil holes: Oil holes shall be cleaned before oil is applied. Oil
shall not be used in excess as it collects dust.
12.12.4 Screws, bolts and nuts: All screws, bolts and nuts shall be in place and
shall be kept tight.
12.12.5 Adjusting Screws: Threads of point adjusting screws shall be oiled regularly
and kept free from dust. Lock nuts of adjusting screws and set screws of
adjusting cranks shall be kept tight.
12.12.6 Pins
(a) All pins of cranks, wheels, etc., shall be in place and kept oiled regularly.
All pins shall be raised slightly where possible, and oil applied underneath
so as to ensure proper distribution.
(b) All badly worn pins shall be replaced by new pins.
(c) Tight pins can often be loosened with kerosene; if this is not possible, pins
shall be driven out and thoroughly cleaned. Pin holes shall never be filed.
12.12.7 Keys and Cotters: All keys and cotters shall be examined regularly. Keys
and cotters shall be in place and properly spread, split ends shall be spread
not less than 10 mm. Keys and cotters shall be of proper size and in good
condition, old nails or pieces of wire shall not be used.
Section 13: Maintenance of Points

12.13.1 Visual inspection of the condition of insulation of insulated rod joints shall be
done during maintenance inspections.
12.13.2 Responsibility of SSE/JE (P-Way) & SSE/JE (Signal):
(a) Maintenance of switches, gauge tie plates and bolts and cotters for pad
locks is the responsibility of the SSE/JE (P-Way). In addition, all non-
interlocked switches, leading and following stretcher bars connecting
rods, self reversing levers, hand points, spring loaded points are also
maintained by him. Connections to switches other than those specified
above such as facing point locks and bars, detectors, point and trap
indicators are maintained by the SSE/JE (Signal).
(b) S&T Staff shall not take on themselves the responsibility of disconnecting
the permanent way fittings or making adjustments thereof.
(c) The primarily responsibility of points layout and its allied equipments
binding with the concerned departments who own the equipment/gears.
12.13.3 Damaged Switches and Packing of Sleepers
(a) Advice of switches found chipped or damaged shall be promptly given in

writing to the SSE/JE (P way).
(b) Sleepers under interlocked points and cross overs shall be kept well
packed. Advice of loose packing shall be given promptly to the SSE/JE
(P-Way). When packing of sleepers of interlocked points is being done by
the permanent way staff, signal technician shall also be present there.
12.13.4 Testing and Adjustment
(a) All switches shall be frequently tested to see if they are in correct
adjustment. For testing, the switches shall be moved slowly and it shall be
ensured that-
(i) the switches are set properly against the stock rail, and
(ii) the lever operating the points springs a little, equally in the normal and
the reverse positions before being latched.
(b) When two or more switches are operated by a single lever, all switches
shall be adjusted correctly.
(c) The switches get out of adjustment on account of wear in fittings and pins,
creep of track and poor track maintenance. When the slackness in fittings
becomes excessive, slack fittings shall be replaced. Where creep and
maintenance of track is affecting the adjustment of signalling gear at the
points, it shall be promptly reported to the SSE/JE (P-Way). After
adjustment/replacement of fittings/switches, Obstruction test as per para
12.4.4 shall be done.
Section 14: Maintenance of Facing Point Locks, Switch &

Lock Movements and Spring Point Levers
12.14.1 Facing Point Locks: Facing point lock plunger shall be kept lubricated and free
from rust. The end of the plunger shall be square. It shall be adjusted to be at
least 12 mm clear from the stretcher blades, when the points are unlocked. The
edges of notches in stretcher blades shall be kept square and sharp.
12.14.2 Switch & Lock Movement for existing installations:
(a) All sliding parts of switch and lock movements shall be thoroughly
lubricated.
(b) Switch and lock movements shall be kept adjusted so that the Lockbar shall
rise to two-thirds of its full height before the switch points start to open.
12.14.3 Loose or cracked parts: Switch and lock movements and facing point locks
and bars shall be examined closely to detect loose or cracked parts. Loose or
cracked parts shall be replaced at the earliest.
12.14.4 Cross Slides: In the case of facing point bolt locks provided with cross slides
or plunger detection, there shall be no undue play between the cross slide
and the facing point detector connections.
12.14.5 Testing Switch and Lock movements and Facing Point Locks: Switch
and lock movements and facing point locks shall be given an obstruction test
by inserting a test piece of 5mm between the switch and stock rails at
150 mm from the toe of the switch. The obstruction shall;
(a) In the case of facing point bolt lock, prevent the lever working the facing
point bolt lock from being latched;
(b) In the case of facing point lock, key type, prevent the extraction of the key; and
(c) In the case of switch and lock movement, prevent the signal governing the
movement over the switch and lock movement from being cleared.
12.14.6 Spring Points if used, in the facing direction must be fitted with facing point
locks. They may be operated from a Cabin or from a ground lever. In the later
case, the ground lever shall be of such a type that it will not move when the
Points are being trailed through.
Section 15: Maintenance of Lockbars

12.15.1 Length of Lockbars: The length of Lockbar shall exceed the greatest
distance between any two adjacent axles of any vehicle likely to be used on
the section.
12.15.2 Lockbars shall not be less than 12800 mm long for Broad Gauge and
12200 mm for Metre Gauge and Narrow Gauge lines.
12.15.3 Adjustment
(a) Lockbars shall be so installed that with the operating lever normal
(i) An outside Lockbarlies practically level with the top of the rail.
Note: In new installations, outside Lockbars shall not be used;
(ii) An inside Lockbarlies 38 mm below the top of the rail and the bar does
not lean away from the rail.
(iii) Whenever practicable, the end of the Lockbar shall not be more than
25 mm clear of the toe of the switch, when the points are bolted.
(b) Each Lockbar shall be provided with not less than twelve clips and three
stops located in such a manner that the maximum inter clip distance is
1220 mm. A Lockbar clip shall be fixed as near the end of the bar as
possible but not more than 225 mm.
(c) Lockbar shall not be installed over a check rail portion as a matter of
course. Under special circumstances and only if other electrical means
cannot be provided, Lockbars can be installed over check rail portion
when they are fitted with a special type of check rail joint.
(d) Lockbars shall preferably be installed on the rail associated with straight track.
12.15.4 Lockbar General
(a) Lockbars shall be kept straight and true both vertically and horizontally,
driving pieces shall be examined to see if there is any lost motion.
(b) Lockbar clips, stops and guides shall be tightly attached to the rails. Arms
and pins of clips shall be kept in good order so as to ensure that the
Lockbars fit close up to the rail. Bearings of clips shall be kept well oiled.
Lockbar clips shall not be bent to prevent leaning away. Care shall be
taken to ensure that there is adequate clearance between clip hanger and
the top studs when fully tightened so as to permit easy working.
(c) All Lockbars, clips, stops and guides shall be overhauled and thoroughly
cleaned at least once a year. Renewals shall be made where necessary.
(d) If rail creep is affecting the working of Lockbars, Technician shall make a
report in writing to the SSE/JE (P-Way), giving copy to the SSE/JE (Signal).
12.15.5 Testing Lockbars: Lockbars shall be tested to see that with the operating
lever normal or reverse-
(a) Outside Lockbars lie practically level with the top of the rail;
(b) Inside Lockbars lie 38 mm below the top of the rail. They shall lie flush
with the top of the rail when the lever is in the mid-stroke.
Section 16: Maintenance of Mechanical Detectors

12.16.1 All detectors shall be examined regularly and the slides kept well lubricated.
12.16.2 Detector notches: Detector notches shall be kept square and not eased
beyond the standard size. Notches in point slides shall be kept properly
adjusted.
12.16.3 Cleaning of detector shoes and angle slides: Detector shoes and their
angle slides should be regularly cleaned and graphited to permit free
movement of the detector shoe.
12.16.4 Testing of detectors: Detectors shall be regularly tested by obstruction test

with a test piece of 5 mm thickness placed between the switch and stock rail
at 150 mm from the toe, with the obstruction in, the signal slide shall get
obstructed.
12.16.5 Replacement of cracked or broken parts: Cracked or broken parts of

detectors shall be repaired or renewed.
Section 17: Maintenance of Signal Wire Run (Single Wire)
12.17.1 Alignment: All wire runs shall be maintained in proper level and alignment.
12.17.2 Wires Generally
(a) Damaged wire or wire rope showing signs of corrosion or rusting shall be
renewed. Kinked wire shall be straightened and bad joints removed.
(b) To prevent excessive wear over pulley wheels at one point, the wire shall
be periodically moved and worn out portion shifted off the pulley wheel.
12.17.3 Wires under track: Wires running under the track shall neither drag on the
ground nor rub against ballast, base of rails or side of sleepers.
Section 18: Maintenance of Pulley Stakes and Pulleys

12.18.1 Pulleys and Pulley Stakes
(a) Brackets of pulley wheels shall be examined to see that they are securely
fixed and that the wheels revolve freely.
(b) All damaged, broken and missing pulley wheels or brackets shall be
renewed promptly.
(c) Bent pulley stakes shall be straightened and worn-out ones replaced.
Section 19: Maintenance of Electrical Repeaters and Signal

Lamps/LEDs
12.19.1 The SSE/JE (Signal) shall test the working of the signals fitted with electric
repeaters when making their periodical inspection and see that they are in
proper adjustment.
12.19.2 Examination and Replacement of Signal & Indicator Lamps
(a) All Signals (oil lit and electrically lit) and Point and Trap Indicator lamps shall
be examined regularly and any lamps or founts found defective shall be
replaced promptly. Cases of excessive damage to lamps or neglect in
cleaning shall be reported to the Sr.DSTE or DSTE or ADSTE incharge of the
section. Cleaning of signal lamps is the responsibility of the operating staff.
(b) Overhauling and Repairs: All lamps shall be overhauled once a year
and the date of overhaul marked on each lamp.
(c) Only petty repairs to Signal lamps are to be carried out by SSE/JE
(Signal). Lamps requiring heavy repairs shall be carefully packed and sent
to the Signal Workshops.
Section 20: Maintenance of Double Wire Installations

12.20.1 Transmissions Generally
(a) All transmissions shall work freely and loss of stroke at the end of
transmission shall be avoided.
(b) There shall be no binding in any part of transmissions and all wires and
ropes shall lie properly in the grooves of pulleys and wheels respectively.
All pulleys shall be parallel to the wire run.
(c) All transmissions shall be kept taut; there shall be no appreciable sag
between pulleys.
(d) Care shall be taken to see that wires and ropes do not scrape against
platform and other objects as rails, chairs, covers and lids.
(e) All wheels and mechanisms shall be thoroughly lubricated with a grease
gun and made to work easily. All cam paths shall be kept well lubricated
with grease.
12.20.2 Maintenance of Compensators: Compensators shall be maintained as per the

instructions for 'Installation and Maintenance of Double Wire Compensators'.
Some of the salient features are-
(a) All moving parts shall be lubricated every fortnight with axle oil medium to
IS:1628 and where nipples are provided Grease to IS:507 shall be used with a
grease gun. The compensator wheels grooves and the wire rope lengths
working in them shall be lubricated with graphited grease grade I to IS:508.
(b) It shall be checked that all bolts are properly tightened and all split pins
and nuts are in proper positions.
(c) All broken parts shall be replaced immediately.
(d) It shall be checked that both the weight levers move independently.
Weight levers shall not be bound together either by wire or by chain.
(e) It shall be maintained that locking pawl is in a position normally free from
the ratchet rod but during lever operation they shall be engaged properly
with the ratchet rod teeth.
(f) In case of hard working of Double Wire transmission during cold weather, it
shall be checked by night that weight levers are not binding against stop pin at
the bottom of the ratchet rod and adjustments made where required.
12.20.3 Testing Point, Lock, Detector and Signal Levers: The SSE (Signal)/incharge
of Double Wire transmission shall test each point, lock, detector and signal lever
by means of dynamometer as shown in Diagram once every 6 months. It shall be
ascertained that-
(a) The force required to operate a lever does not ordinarily exceed 35 kg. In the
case of a signal lever without detectors, it shall not ordinarily exceed 27 kg.
(b) Point, lock or detector lever clutch does not trip after completion of lever
movement. Should it do so, it indicates that the coupling spring
adjustment is not correct or that somewhere in the transmission, usually
at point or lock mechanism or detector, tight working or an obstruction
exists. The cause shall always be carefully traced and rectified.
12.20.4 Broken wire locks: Broken wire locks on Point and Lock mechanisms shall
be inspected to see that they are properly adjusted and are working correctly.
(a) Reconnection or repairs after wire breakage.
(b) After each test, or after wire breakage, compensator weights shall first be lifted
by means of a pulley block to enable reconnection or repairs to be made.
(c) The drum of a trailable or clutch lever shall be reset by an auxiliary lever.
12.20.5 Responsibility and Periodicity of Broken Wire Tests: Broken wire tests
shall be carried out by each Senior Section Engineer (Signal)/incharge of
maintenance of Double Wire installations atleast once a year and ensure that
equipment failure is on safe side, unless otherwise specified.
(a) Necessary steps shall be taken to shorten the wire wherever necessary in
a newly laid Double Wire transmission for the wire stretch occurring in the
course of time.
Section 21: Maintenance of Signals and Fittings

12.21.1 Signal arms and its Fittings
(a) Signal arms on a straight track shall be at right angles to the track
concerned when sufficient approach is on the straight. On curves, signal
arms shall be at right angles to an imaginary line drawn from the signal to
the point where the best view is to be provided to the Loco Pilot.
(b) Signal arms shall be kept securely fastened to the spectacles casting and
maintained at the correct level when in the 'ON' position.
(c) Signal arms shall be kept clean and properly painted.
(d) It shall be ensured that spectacles are securely fixed on their spindles or
studs, bearing brackets are firmly attached to the post and back light
blinders are in their correct position.
(e) Arm spindles or studs and counterweight lever connections shall be oiled
regularly and kept working freely. It shall be ensured that counterweights
are in their correct position and firmly secured and that the lock nuts on
adjustable joints are tight.
(f) Spectacle roundels or glasses found loose, cracked or broken shall be

attended to and replaced promptly.
12.21.2 Slotting
(a) Where signals are slotted, any of the controlling agencies shall be
independently capable of returning the signal to 'ON'.
(b) When a Warner arm is placed below a Stop arm, the slot lever shall be
installed so that the Warner cannot be taken 'OFF' unless the Stop Signal
above is at 'OFF'. When the Stop Signal is returned to 'ON', the Warner
shall return to 'ON'.
12.21.3 Shunt Signals: Where a Shunt Signal is placed on the same post as a main
line signal, it shall be placed not less than 2.5 meters below the main arm.
12.21.4 Balance Levers: Where practicable, balance levers shall be placed out of reach
from the ground and parallel to the line. Counterweights shall be securely
fastened to the levers and safety bolts provided at the end of the levers.
12.21.5 Back Lights
(a) Indications: Except when the front light can be seen from the Cabin or
interlocking frame location, back lights of mechanical signals shall show a
white light when the arm is in the 'ON' position and no light in any other
position.
(b) Warner Signal Fixed green light: The fixed green light of a Warner
Signal shall also show a back light.
(c) Distant Signals: Distant Signals in multiple aspect area shall show two
back lights in the 'ON' position and no light in any other position. However,
where electric lighting of Distant Signals is provided, the Distant Signals in
Multiple aspect area may show atleast one back light in the 'ON' position if
the arrangement is such that the bottom light is lit only when the arm is
displaying the 'attention' aspect.
12.21.6 Trimming of Trees Obstructing Visibility: Where trees interfere with the Loco
Pilot's or cabin man's sighting of signals, the SSE/JE (Signal) shall arrange with
the SSE/JE (Works) for Trimming of tree branches or cutting of trees within the
Railway boundary. If the trees are in private land, the Sr.DSTE or DSTE or
ADSTE incharge of the section shall be informed so that he may arrange through
Sr.DEN or DEN or ADEN for the removal or cutting of the trees.
12.21.7 Artificial backgrounds
(a) Signals may be provided with an artificial background painted white, if

found necessary to improve the sighting or when the background is a
bridge or structure, such portion as necessary to form a background, may
be painted white or be white washed.
(b) Arms provided with an artificial background shall project 150 mm beyond or be
provided with a tell tale arm so that it can be seen by the Station Master.
12.21.8 Posts: Signal posts shall be kept plumb. Signal post guys, where provided
shall be kept tight and in good repair.
12.21.9 Deck Boards: Deck boards on bracket posts and gantries shall be inspected to
detect decayed or loose boards. Missing or defective boards shall be replaced.
12.21.10 Provision of Signal Dubbers and Kerosene: Whenever kerosene lit signals are
provided, the signal dubbers and kerosene shall be provided by Traffic staff.
12.21.11 Cleaning of Signal Glasses and Lamp Lenses: The Traffic staff are
responsible for wiping and cleaning of signal glasses, roundels, and lenses of
kerosene lit signals. Roundels of electrically lit signals shall be cleaned by
signal staff.
Section 22: Maintenance of Point, Trap and Shunting

Permitted Indicators
12.22.1 Type, Provision, Placing and Indication
(a) Point, Trap and Shunting Permitted Indicators shall be provided in

accordance with the approved plans.
(b) Type, Provision, Placing and Indication of these indicators are covered in
detail in Chapter 7 of SEM.
Section 23: Maintenance Schedule

12.23.1 The maintenance schedule for various items of 'Mechanical signalling
equipment shall be as in Annexure: 12-MS1. At stations having dense traffic
and high speeds, the Railways may prescribe more frequent inspections, if
considered necessary.
Section 24: Overhauling and Testing of Interlocking
Mechanical/Electromechanical
12.24.1 Interlocking Frames
(a) All interlocking frames, interlocking key boxes and Station Master's Slide
Control frames shall be overhauled once in three years and tested
periodically once in a year. The records of the same shall be maintained.
(b) The Electromechanical Frames shall be overhauled and tested
periodically as per requirement contained in the above para.
12.24.2 System and Equipment Testing
(a) Relay interlocking and Electronic interlocking installations shall be tested
as indicated in SEM Chapter 21.
(b) Periodical testing and overhauling of mechanical signalling equipment
used in signalling installations shall be done as per requirements
contained in para 12.25.5 &12.26.7.
Section 25: Overhauling of Interlocking Frames, Interlocking

Key Boxes and Station Master's Slide Control Frames
12.25.1 Periodicity
(a) All interlocking frames, interlocking key boxes and Station Master's Slide
Control frames shall be overhauled once in every three years or earlier, if
necessary.
12.25.2 Programme of Overhauling
(a) The Sr.DSTE/DSTE shall draw out a programme of overhauling of
interlocking frames, interlocking key boxes and Station Master’s slide
control frames on the Division on a monthly basis spread preferably over
the first 9 months of a calendar year. Any overhauling work that may fall
into arrears due to unforeseen circumstances shall be completed during
the remaining three months.
(b) The programme shall indicate
(i) Particulars of Interlocking Frames, Interlocking Key Boxes and Station
Master’s slide control frames to be overhauled month by month;
(ii) Dates of last overhauling.
(c) A Copy of the programme shall be supplied to each SSE/JE (Signal)
incharge who has to carry out the overhauling accordingly.
12.25.3 Requirement of Materials for Overhauling
(a) The Supervisory SSE/JE (Signal)/incharge shall check before undertaking
the work that the material needed for overhauling of interlocking frames,
interlocking key boxes and Station Master's slide control frames is
available. If not, he shall requisition the same sufficiently in advance so
that it is available for the work in time.
12.25.4 Interlocking Frame
(a) Instructions for working of Traffic during overhauling: When a lever frame,
Station Master's control frame or interlocked key box or any other interlocking
frame is being overhauled, the station shall be worked in accordance with
special instructions issued by each Railway to ensure full compliance with
G.R.3.38 and 3.39 and the Station Master shall be responsible for ensuring
that all the facing points over which the train will pass, are correctly set,
clamped and padlocked and that all trailing points over which the train will
pass are correctly set before taking 'OFF' signals. The manner in which
Station Master will ensure this shall be clearly laid down. Detailed temporary
working instructions shall be prepared for every station by the DSO for each
phase of the work in consultation with concerned DSTE and supplied to the
station before overhauling is commenced.
(b) A notification showing the date and time when the overhauling work would be
taken in hand, its probable duration and instructions for the station Master to
issue Caution Order to Loco pilots and for Loco Inspector to advise Loco
pilots to observe the temporary speed restriction shall be issued jointly by the
Sr.DSTE/DSTE and the DSO.
(c) For the portion of the yard, which is controlled by the Cabin to be
overhauled
(i) Before undertaking overhauling work wherever required, suitable

communication facilities shall be provided.
(ii) The Loco pilots shall be issued a Caution order at the last stopping
station instructing him/her of the speed restriction of 30 Km/h at the
station where overhauling of interlocking frame is in progress.
(iii) Special instructions for reception/dispatch of trains and shunting

operations, if any, should be drawn keeping in view GR & SR 15.09
(2) and annexed to the notification referred to in para 12.25.4(a).
(iv) Distant/warner signal and main home signal proceed aspect shall be
made inoperative. Distant/warner signal shall be kept at 'ON' position
and first auto signal in automatic block sections to be kept inoperative
for ‘Attention’ and ‘Proceed’ aspects.
(v) Wherever work is required to be done during night hours, adequate

lighting arrangements shall be provided.
(vi) Section of the track, on which caution order is to be imposed, must be

specified.
(d) Only after the Station Master on duty has assured himself that the line
has been correctly set and facing points locked for the required
movement, he may permit the signals to be taken 'OFF' for the reception
or dispatch of a train.
(e) Disconnection Memo on Form No. S&T/DN (Annexure: 3-A10) shall be
given by the SSE/JE (Signal)/incharge, to the Station Master on duty and
his signature shall be obtained before starting the work and reconnection
memo shall be given after the work is completed.
(f) The issue of caution orders and the imposition of speed restriction of 30
KMPH shall remain in force until interlocking frame has been tested by the
authorised official and normal working is restored.
12.25.5 Detailed Instructions for Overhauling
(a) All interlocking frames shall be overhauled under the personal supervision
of the SSE/JE (Signal)/Incharge.
(b) Before taking up the overhauling of a lever frame, the SSE/JE

(Signal)/incharge shall examine the lever frame and collect the necessary
materials to carry out repairs/rectify deficiencies noticed.
(c) Quadrants, Quadrant supports, Levers, Lever shoes, Locking Boxes,

Locking Box supports and Holding down bolts shall be examined to see
that they are rigidly fixed and properly secured. The levers shall be
aligned in straight line in case any misalignment exists. It shall be ensured
that all the parts of the Lever Frame including the spare levers and their
tappets are intact. It shall also be ensured that proper padlocking and
sealing facility exists.
(d) All notches in tappets, locks and the lock rivets shall be examined to
ensure that they have not become unduly worn or slack. False (spare)
notches in tappets shall be filled up or the tappets replaced.
(e) All interlocking bars shall be examined to ensure that they are rigid, truly
straight and not twisted or buckled. Spare holes in interlocking bars shall
be filled up.
(f) All tappets and connecting link pins shall be examined to see that they are
not unduly worn out and do not permit excessive lost motion.
(g) All worn out/cracked parts must be replaced wherever necessary.
(h) The inside of the locking box as also the bars, the tappets and the locks
shall be thoroughly cleaned with a stiff brush and kerosene. Afterwards,
they shall be polished with graphite mixed with thin oil and finally dusted
with graphite.
(i) Each interlocking bar shall be tested before refitting to ensure that the
locking provided through it is correct and the lost motion of the locked
levers or their catch handles is within the permissible limit, i.e. the lever
block cannot be moved more than 12 mm over the lever quadrant in the
case of locking operated directly by the lever. In case of catch handle
operated locking, it shall not be possible to raise the catch handle block
more than 10 mm. Defects, if any, shall be rectified.
(j) Locking shall be refitted carefully. Before replacing the covers, the locking
shall be again powdered with graphite. Thin mineral oil shall be used for
lubrication when graphite is found unsuitable owing to climatic conditions.
(k) It shall be ensured that waste cotton pieces or any other foreign materials
are not left inside the locking boxes.
(l) Before replacing the covers, the locking shall be carefully checked with
the approved locking diagram.
12.25.6 Resumption of normal working
(a) It will be personal responsibility of the Supervisory SSE/JE (Signal) to test

all interlocking frames up to 20 working levers after completion of
overhauling and to introduce normal working. As regards interlocking
frames with 21 to 30 working levers, normal working can be introduced
after completion of overhauling and testing of interlocking by the
Supervisory SSE/JE (Signal). The DSTE/ADSTE must, however test the
locking as soon as possible after normal working has been resumed by
the Supervisory SSE/JE (Signal).
(b) When the lever frame to be overhauled is more than 20 working levers, as
soon as the overhauling work has been completed, it will be the personal
responsibility of the SSE/JE (Signal) incharge to intimate the Signal
Officer concerned that the interlocking frame is ready for his test.
(c) In regard to interlocking frames with more than 30 working levers, it will be
the personal responsibility of the Signal Officer concerned to test all such
interlocking frames after completion of overhauling and to introduce
normal working.
(d) The testing referred to in para 12.26.7 shall be carried out as per
approved locking table.
(e) The Sr.DSTE/DSTE/ADSTE must keep in close touch with the progress of
the overhauling work and see that the duration of the work is reduced to
what is actually necessary to avoid undue continuance of the restrictions
imposed on the traffic working.
12.25.7 Overhauling of Interlocking Key Boxes
(a) Interlocking Key Boxes must be overhauled under the personal

supervision of the SSE/JE (Signal) incharge.
(b) Disconnection Memo on Form S&T/DN (Annexure: 3-A10) shall be issued

by the SSE/JE (Signal) to the Station Master on duty and his signature
obtained before starting and reconnection memo issued after completion
of the overhauling work.
(c) The responsibility for the safe custody of the interlocking keys released
from the interlocking key box as long as the locking is disconnected shall
rest with the SSE/JE (Signal)/incharge.
12.25.8 Overhauling of Station Master's Slide Control Frame
(a) Station Master's Slide Control Frames shall be overhauled under the
personal supervision of the SSE/JE (Signal)/incharge.
(b) Instructions for working of Traffic during overhauling as laid down in para
12.25.4 shall be applicable during overhauling of Station Master's Slide
Control Frames.
(c) The Supervisory SSE/JE (Signal)/incharge shall issue disconnection

memo on Form S&T/DN Annexure-3-A10 to the Station Master on duty
and his signature obtained before starting and reconnection memo issued
after completion of overhauling work. The following precautions should
also be taken by SM on duty to ensure the safety of the train movements.
(i) The Cabin man on duty should be instructed to see that no signals are
taken 'OFF' by him/her unless permitted by the Station Master on duty.
(ii) It should be ensured that no electric slot or key is transmitted in an
unauthorised manner and that no conflicting slot or key is transmitted.
12.25.9 Certificate of Overhauling
(a) Locking overhauling certificates on Form S&T/LO Annexure-12-A3 for all

interlocking frames, interlocking key boxes and Station Master's slide control
frames shall be promptly submitted by the SSE/JE (Signal) to the
Sr.DSTE/DSTE, in duplicate. The Sr.DSTE/DSTE shall, after necessary
scrutiny forward a consolidated statement of the overhauling carried out every
quarter along with one copy of the Certificate to the PCSTE for his record.
Section 26: Testing of Interlocking Frames, Interlocking Key

Boxes and Station Master's Slide Control Frames
12.26.1 Periodicity
(a) Locking of interlocking frames, interlocking key boxes and Station Master's
slide control frames shall be tested once in a year or earlier if required.
(b) Locking shall also be tested before opening a new installation, after every
addition and alteration and immediately after overhauling.
12.26.2 Programme of Testing
(a) The testing of interlocking frames, interlocking key boxes and Station
Master's slide control frames shall be done in a programmed basis on the
same lines as laid down in Section '25' for overhauling. The testing
programme shall be arranged as follows:
(b) First at the time of overhauling, second a year later and third 2 years after
overhauling. At the end of the third year, a test should be carried out
separately only if overhauling is not proposed to be done within two
months of the date on which periodical testing is due.
12.26.3 Essential Requirements of Locking to be Tested
(a) It is essential that the interlocking of all signals with the points is so
effected as to ensure the following conditions:-
(i) It shall not be possible to take 'OFF' a running signal until all points on the
running line are correctly set and the facing points locked, all points giving
access to the running lines from interlocked siding and goods lines are set
against the running lines and interlocked level crossing gates on the routes
including overlap are closed and locked across the road way. A signal
lever when pulled shall lock or back lock as necessary the levers operating
the points and gate locks referred to above.
(ii) It shall not be possible to take 'OFF' conflicting signals at the same time.
(iii) When signals are at 'ON', all points, which would be locked by the
taking 'OFF' of such signals, shall be free.
(iv) It shall not be possible to take 'OFF' a Warner Signal until all the
relative Stop Signals in advance have first been taken 'OFF' and when
'OFF' it must back lock such signals.
(v) It shall not be possible to take 'OFF' main home signal to proceed
aspect unless all advance signals like advanced starter, intermediate
starter and mainline starter are taken 'OFF'.
(b) The locking in the frame shall correspond with that shown in the approved
Interlocking Table.
(c) The Locking shall be strong, durable and accurate and it should not be
possible –
(i) for any mechanical lock to enter a notch other than that for which it is
intended;
(ii) to force the locking.
(d) The locking in the lever frame shall act on the commencement of the
movement of the lever in the case of a direct type lever frame. In the case
of a catch handle type of lever frame, the locking shall act on the
commencement of the movement of the catch handle.
(e) The release locking shall not be effected before the completion of the
movement of lever and releasing the catch handle in the case of catch
handle type lever frame.
(f) Lever collars and slide collars shall be tested so that it is not possible to
operate a lever or slide with a collar placed on it.
12.26.4 Methods of Testing
(a) There are two methods of testing the locking:-
(i) against the Interlocking Table, and

(ii) against the signalling Plan.
12.26.5 Testing by the SSE/JE (Signal)/incharge
(a) TheSSE/JE(Signal)/incharge shall test locking against the interlocking
table and do spot checks from the Signalling Plan.
12.26.6 Testing by the DSTE/ADSTE

(a) DSTE/ADSTE shall test locking against the interlocking table as well as
make spot checks from the Signalling Plan.
12.26.7 Instructions for Testing
(a) All levers shall be placed in their normal position before testing is started.
When testing against the interlocking table, levers shall ordinarily be
tested consecutively beginning from lever number-1.
(b) In each case where a lever is released by a combination of other levers, it

is necessary to have all the levers of the group pulled over to test the
back locks, then to put back each lever separately, leaving the other
levers pulled over, to test each individual lock.
(c) Some examples of testing locking are as follows
(i) Warner Signal
 Try the Warner lever. It should be locked.
 Pull over the relative Loop Homes and Outer Levers and also Loop
starters if worked from the same cabin. Try the Warner lever again,
it should be locked.
 Pull over the relative Main Home and Outer levers and try the
Warner lever again. It should be locked.
 Pull over the Main line Starter lever and once more try the Warner
lever. It should be free if there is no other running signal in
advance of the Starter signal.
 After pulling the Warner lever, see if the Outer, the Home and the
Starter signal levers are back locked. If Advanced starter exist then
should be back locked.
 Replace the Warner, the Outer and the Home signal levers, but
leave the starter lever pulled over. Try again to pull the Warner
lever. The Warner lever should be locked.
(ii) Stop Signal
 Set up each route separately, and if the stop signal is released by

another signal (e.g., the Outer by the Home), prove that the
releasing and back locking is correct as in the case of Warner
signal levers.
 See that all conflicting point and signal levers, both in advance and
in rear of the signal under test, are locked.
 Replace the signal lever under test and pull over each conflicting
point lever or combination of conflicting point levers in the route
separately and see if the signal lever is locked.
 Try each conflicting signal with the signal lever under test in the
normal position, pulling such levers as required releasing each
conflicting signal.
 Points in rear of the signal under test should be tried both in the
normal and reverse positions with the signal lever reversed to see
if the both ways locking is correct.
 The extent of this both ways locking in rear of each signal varies
according to local condition.
(iii) Junction Signal Test
(iv) In Figure 1, when lever No.2 is tested, it is not sufficient to pull 3 and
try if 4 is locked normal because 3 locks 4 both ways. The methods
of testing where the facing points stand normally unlocked, should be
as follows :-
 Try 1 and 2. Both should be locked.
 Pull 3 and try 1, 2 and 4, 2 and 4 should be locked and 1 free.
 Pull 1 and see that 3 is back locked.
 Replace all levers and pull 4 and 3, 1 should be locked, 4 locked in

reverse and 2 free.
 Pull 2 and see that 3 is back locked.
(v) Point Locking
(i) The locking between point levers is tested on the same principles as
the locking between signal levers, care being taken that each point
lever is free to be tested by pulling the releasing levers, if any, and also
that points are not being held by facing point locks.
(vi) Special/Conditional Locking
(vii) Figure 2 is an example of special locking, where 1 is released by 3

when 2 is normal. The method should be as follows:-
 Try 1, 1 should be locked,
 Pull 2 and try 1, 1 should be free,
 Pull 1, 3 should be locked and 2 backlocked.
 Replace all levers. Pull 3 and try 1, 1 should be free,
 Pull 1, 2 should be locked and 3 backlocked.
 In each case, where a lever is released by a special combination,

as in Fig.3, where 1 is released by 4 with 2 and 3 normal, each
part of the combination must be tested on the same principle as
before. Either 2 reverse or 3 reverse must "break-down" the
release on 1 by 4.
 Reciprocal Locks and Checking
 As each lock is tested, its reciprocal should, whenever possible, be

tested at the same time. As and when they are dealt with, the
figures must be ticked off on the interlocking table so that no lock
is missed.
 Locked Levers
 While testing a locked lever, a steady pressure should be applied so

as to ensure that it is not free before the releasing lever has completed
its travel. This will prove that there are no conflicting notches.
12.26.8 Test Charts
(a) Test Charts showing the manipulation of various levers to check each
locking as detailed in para 12.26.7 should preferably be prepared to
facilitate testing of large interlocking frames.
12.26.9 Lost Motion Test
(a) When a lever or catch handle which should be locked can be moved more
than the allowance stipulated in para 12.1.3(i).it should be considered as
having too much lost motion, which must be removed.
12.26.10 Certificate of testing locking
(a) Certificate of Testing locking on Form S&T/LT (Annexure-12-A4) for all

interlocking frames, interlocking Key Boxes and Station Master's slide
control frames shall be promptly submitted by the SSE/JE(Signal) to the
Sr.DSTE/DSTE in duplicate. The Sr.DSTE/DSTE shall, after necessary
scrutiny, forward a consolidated statement along with a copy of the
certificate to the PCSTE for his/her record.
Section 27: Records of Testing and Overhauling

12.27.1 Records of Testing and Overhauling
(a) Record of testing and overhauling of interlocking frames, interlocking key

boxes and Station Master's slide control frames shall be maintained as
follows:-
(i) At individual stations: In the Signal incidences and Inspection register.
(ii) With the SSE/JE (Signal): In a separate Register, a separate page

shall be used for each interlocking frame, interlocking key box and
Station Master's slide control frame.
(iii) With the Sr.DSTE/DSTE and the PCSTE on cards. One card shall be
used for each interlocking frame, interlocking key box and Station
Master's slide control frame. These cards shall be suitably filled to
indicate -
 Testing or overhauling due "current period".
 Testing or overhauling "over-due".
 Testing or overhauling "done during the period".
 Testing or overhauling "done during previous period and not

requiring immediate attention".
(iv) A site verified copy of approved locking table and locking diagram,
which was basis for testing on completion of overhauling shall each be
maintained with the SSE/JE (signal) and the Divisional Office.
12.27.2 Date of last Overhauling and Testing
(a) Date of last overhauling and testing shall be painted on the lever frames,
interlocking key boxes and Station Master's slide control frames.
Section 28: Testing and Overhauling of Electromechanical

Installations
12.28.1 Mechanical Locking
(a) Instructions contained in the preceding paragraphs for the installation,
maintenance, overhauling and testing of locking of mechanical interlocking
frames shall also apply to electromechanical installations with mechanical
locking frames wherever relevant.
(b) The mechanical locking of interlocking frames shall be tested for lost
motion, as per para 12.1.3(i) and lost motion, when in excess of the
prescribed limits, shall be removed.
12.28.2 Electrical Locking
(a) In electromechanical installations electric lever locks, key transmitters,
circuit controllers, Detectors etc. shall be provided as per approved plan.
(b) Diagram of electrical circuits for each such gears shall be prepared and
shall show all the necessary controls which shall be required to release a
particular lever.
(c) Where lever locks have been provided in the mechanical lever frames for
controlling operation of Electric Point Machine, Electric Signal Machine or
for route holding etc the functioning of the same shall be tested.
(i) Points Lever: In points lever ABDE locks are provided for Track &
Indication locking. Lever shall be tested to ensure that the lever lock is
energised and the lever is free to be operated in A/E position only
when the controlling tracks are clear. The lever shall again be locked
in D position when the point is being operated from normal to reverse
and lever shall be free only when the points has operated fully and
locked and detected in reverse position. Similarly, while operating the
lever from reverse to normal the lever shall be first locked in E position
to ensure track locking and subsequently will be held at B position for
point operation. The lever lock shall not energise at B position unless
the points have operated, set, locked and detected in normal position.
(ii) Signal Lever: While pulling the signal lever from normal to reverse
the lever shall be locked in A position and will be free only when route
for the reception of the train has been correctly set, all facing points
locked and all the controlling tracks are clear i.e. all conditions are
fulfilled for taking 'OFF' the signal. While putting back the lever from
reverse to normal position the lever shall be locked at B position and
will be free only when the intended movement is completed and it is
free from back locking as well as approach locking where provided.
Normal indication locking must also be effective in B position in case
of semaphore signal.
12.28.3 Testing and overhauling of Electrical Locking
(a) Mechanical interlocking frames provided with electrical signalling
equipment shall be tested and overhauled as per requirements contained
in paras.12.25.5 & 12.26.7.
(b) The testing of electrical locking shall be carried out in accordance with the
approved release circuit of each lever as shown on the approved diagram
of electrical circuits.
(c) For testing the electrical locking provided on a lever, the other levers
required to release that lever shall be pulled and it must be ensured that
the lever is free to be pulled mechanically.
(d) All the conditions for the release of the electrical lock of the lever under
test shall be set up. The lever shall now be pulled from normal to reverse
for testing of A&D locks and reverse to normal for E&B locks and proper
functioning of the lever locks checked.
(e) A test lamp/voltmeter shall now be connected on the electrical lock of the
lever under test. The lever shall now be pulled from normal to reverse and
vice versa. The test lamp should lit up at lock positions. The lever shall be
held at these positions one after the other and all the lock release
conditions shall be broken one by one. It shall be ensured that feed to the
lever lock is disconnected each time. While doing this test, care shall be
taken to test each circuit individually one after the other duly isolating
other parallel circuits.
12.28.4 Testing of other electrical equipment
(a) Instructions contained in Chapter 19 of SEM for testing of electrical
signalling installations shall also apply to electromechanical installations
wherever relevant.
(b) All electrical equipments such as electric lever locks, circuit controllers
etc., as well as wiring shall be examined and tested for insulation. The
insulation must not be less than 10 Mega Ohm. Defective equipments
shall be replaced.
(c) Moving parts of circuit controllers, their mechanical connections and
contact makers shall be checked. Repairs and replacements should be
carried out wherever necessary.
12.28.5 Date of last overhauling and testing
(a) Date of last overhauling and testing should be painted on the interlocking
frame.
12.28.6 Certificate of overhauling
(a) Locking overhauling certificate on Form S&T/LO (Annexure:12-A3) for all
mechanical interlocking frames shall be promptly submitted by the
SSE/JE (Signal) to the Sr.DSTE/DSTE, who shall after necessary
scrutiny forward a consolidated certificate to the PCSTE.
Note:- This Chapter has under mentioned Annexures
1 12-A1 Essential Requirements before Interlocking of a Point
2 12-A2 Certificate of Overhauling Interlocking Frames
3 12-A3 Certificate of Testing of locking
Note: This Chapter has under mentioned Annexures in Appendix I

No
1 12-MS1 Maintenance Schedules for Mechanical Signalling
Drawing
S. No Description
No
1 12-D1 Mechanical Signalling Gears – Colouring Scheme ( 6 Sheets)
Para No. 12.3.1, 19.3.1 (b) Annexure: 12-A1
Essential Requirements before Interlocking of a Point
Before the interlocking work at points is undertaken, it must be ensured that the JE/SSE( P-Way) has:
(a) brought the track to correct level and alignment.

(b) eased off rail joints on either side of points to be interlocked and closed the stock rail joints
associated with lock bars.
(c) fully ballasted and packed all points which are to be interlocked and taken adequate measures
to prevent lateral and longitudinal movement of points.
(d) provided creep and level pillars.
(e) arranged the sleepers on adjacent tracks in alignment, where rods and wires have to cross.
(f) seen that the gauge is correct.
(g) provided and fixed special timbers as required.
(h) provided means to prevent creep in the vicinity of points.
(i) fitted gauge tie plates correctly.
(j) made the stretchers of such a length so that the throw of switches is as per approved
drawings.
(k) adjusted loose heel switches so that:
(i) they can be thrown both ways with ease and can be housed against the stock rail by hand
and remain there when the pressure is removed.
(ii) the planed surface of the switch rail fully houses against the stock rail as per approved
drawings.
(l) adjusted fixed heel switches so that :
(i) they normally lie in the mid-position and flex equally in the normal and reverse positions.
(ii) the planed surface of the switch rails fully houses against the stock rails as per approved
drawings.
(m) fitted flexible stretchers so that they flex equally in the normal and reverse positions,
(n) provided a stop for the open position of a single switch layout.
Page 272 of 530

Para No. 12.25.9(a), 12.28.6(a) Annexure: 12-A2
Certificate of Overhauling of Interlocking Frames
....................RAILWAY
No........................
To
The Divisional Signal and Telecommunication Engineer,

......................................Division
This is to certify that I have personally supervised the overhauling of the interlocking frames/
Interlocking key boxes/Station Master's slide control frames at the station/cabins on my
section shown below, and that they have been thoroughly examined and cleaned, also
repaired or refitted where necessary and all parts are in good working order. The mechanical
locking is in accordance with the approved interlocking charts and interlocking tables.
Station Date of
Apparatus Date
/Cabin last Reference to plans Remarks
overhauled overhauled
name overhaul
Locking
table, Signalling
locking plan
diagram
Dated:
Signature............................
Name ………………………………
Designation.........................
Station.................................
Page 273 of 530

Form No. S&T/LT
Certificate of Testing of Locking
...........................RAILWAY
for the month ending.....................20..
No..............
To,
The Divisional Signal & Telecommunication Engineer,
......................................Division
This is to certify that I have personally tested the interlocking frames, interlocking key boxes
and Station Master's slide control frames at the stations on my section shown below and
that they are in good working order and that the mechanical locking/electrical locking is in
accordance with the approved interlocking tables.
Name Apparatus Date Date Tested against Remarks

of tested of last tested Signalling Locking
Station test plan table/
/Cabin selection
table
Dated: Signature.........................
Name …………………………..
Designation.....................
Station.............................
Page 274 of 530

Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS
Section 1: General Requirements
13.1.1 Definitions: Please refer to Glossary for definitions of Technical terms used in
this chapter.
13.1.2 There are two types of ATP Systems.
(a) European Train Control System (ETCS) having four levels.
(b) Train Collision Avoidance System (TCAS) is Indian Railways ATP System.
13.1.3 ATP requirements
(a) ATP systems shall confirm to latest specification and shall be of approved
type.
(b) ATP systems shall be suitable for working on Electrified and Non-Electrified
sections.
(c) Functions in ATP systems shall comply with the Safety Integrity Level as
stipulated.
ATP systems shall have two sub-systems viz. Trackside and On-board.
13.1.4 Trackside:
(a) Movement authorities (MA) shall be generated by trackside equipment

based on input received from signal interlocking.
(b) The track description data such as Permanent Speed Restrictions,

Gradients, Level Crossing Gates, etc. are to be pre-fed in the track side
equipment.
(c) The trackside equipment shall Communicate MA to on board equipment

along with track description data.
13.1.5 On-board:
(a) 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.
(b) 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 (movement authority) and track
description data received from trackside.
(c) 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.
Chapter 13: ATP, ETCS, IRATP (TCAS) & TMS Page 275 of 530
(d) 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.
(e) It shall not be possible to mute the warning and to stop automatic brake
applications by prior operation on Driver Machine Interface (DMI).
(f) It shall not be possible to cancel the Emergency brake application initiated
by interrupting the power supply to the system.
(g) The speed sensors shall be provided on the locomotive itself or on the
coach housing the on board equipment for EMU/MEMU.
13.1.6 Conformity to Schedule of Dimensions:
The track side and on-board equipment shall not in any way infringe the
schedule of dimensions being followed by the Indian Railways.
13.1.7 Power Supply Arrangement:
(a) 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.
(b) Onboard: The On board equipment of the ATP shall work on the DC power
supply available in the locomotive.
13.1.8 Operating Modes & its Transitions:
(a) The current mode of On-board equipment shall be indicated to the Loco
Pilot by means of suitable indications on the DMI.
(b) In case of mode transition, when the responsibility of the loco pilot
increases due to the result of such automatic transition, the OBC shall seek
an acknowledgement from the loco pilot, irrespective of whether 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.
13.1.9 Application/Executive Logic Handling:
(a) The programming/feeding of data to Track side or On-board equipment shall

be suitably protected against unauthorized use.
(b) The executive logic uploaded in Track side or On-board shall be of approved
type.
(c) Factory Acceptance Testing shall be carried out on the application logic
before uploading it in track side or On-board.
(d) Version Control and checksum shall be effectively implemented for both
Application and executive logic.
(e) Zonal Railways shall set up a system to implement the changes in signal
interlocking and track description data for effective functioning of ATP system.
13.1.10 Automatic Self-Test at Boot up:
(a) The on-board equipment shall perform an automatic self-test when the
equipment is switched ON.
(b) This self-test shall not require any action on the part of the Loco Pilot/operator.
(c) This self-test shall test proper working of Brake Interfaces on boot-up.
(d) The result of self-tests shall be indicated on DMI.
13.1.11 Isolation of On-board Equipment:
(a) On-board system shall have provision for isolation to cater for failure situations
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.
(b) To avoid accidental/unwarranted use, the isolation arrangement of the

equipment must be protected and sealed.
(c) Isolation of system must be recorded by the system as well as recorded in

a non-resettable type 6-digit counter.
13.1.12 Data Logging & Diagnostics:
On board as well as Track side system shall be provided with Data logging for
diagnostic functions.
Section 2: European Train Control Systems (ETCS) & Train

Protection and Warning Systems (TPWS)
13.2.1 Levels of ETCS: ETCS has Four Levels:
(a) 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.
(b) 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.
(c) 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.
(d) 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.
13.2.2 ETCS Level 0
(a) 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.
(b) 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.
(c) Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc.).
(d) Level 0 uses no track-train transmission except balises to command level

transitions. Balises therefore still have to be read.
(e) 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.
13.2.3 ETCS Level 1
(a) 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 Level 1.
(b) Track side equipment of Level 1 comprises of

(i) Balises
(ii) Line side electronic unit (LEU)
(iii) Communication link (data cable) between the LEU & the balise
(iv) On-board equipment of Level 1 comprises of:
 On-board Vital Computer (OBC)
 Data logger for diagnostics (either part of OBC or separate)
 Driver Machine Interface (DMI), indications & and non-resettable
counters
 Balise Transmission Module (BTM)
 Balise antenna fixed to the under frame
 Speed Sensors such as Pulse Generators, Accelerometers, Radar etc.
 Train Interface Unit (TIU)
 Interface to existing brake control system which in turn controls
application of service/emergency brakes or interface to existing brake
system directly
 Power supply arrangement
 Suitable isolation arrangement for isolating the system
(c) 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.
(d) The Trackside 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).
(e) Because of the spot transmission of data, the train must travel over the
balise to obtain the next movement authority.
(f) The fixing arrangement of the balise on the sleeper shall be such that it
does not require any drilling to the sleeper.
(g) 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 in rear of signal to transmit infill information, so that the train will
receive new information before reaching the signal.
(h) 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.
(i) Level 1 shall have two levels of brake commands.

(i) Service brake command
(ii) Emergency brake command
(j) Release Speed:

(i) 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 up-to 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 onboard
based on safety distance including signal overlap, deceleration
performance of the train & any other relevant considerations.
(ii) The release speed shall be programmed as a pre-defined value &

transmitted to onboard equipment via the Track side equipment.
(k) If the current train speed exceeds the Release Speed, emergency brake
shall be applied by Level 1.
13.2.4 ETCS level-1: Train Protection & Warning System (TPWS)
(a) Train Protection and Warning System assures higher level of safety during
train operation. It allows safe movement of trains under its supervision. It
enables automatic train protection and prevents collision, like situation. It
facilitates to run the train at maximum permitted speed by providing the
indication to the driver 500 meters in advance of signal and higher average
speed of train. The Entire system provides assistance to the Driver and
can be called as an aid to the Driver.
(b) TPWS basically consists of:

(i) Cab Equipment
(ii) Trackside Equipment
(c) Cab Equipment/On-Board Equipment

It consists of the following units:
(i) On-Board Computer (OBC)
(ii) Balise Transmission Module (BTM)
(iii) BTM Antenna
(iv) Simplified Driver Machine Interface (SDMI)
(v) Wheel Sensors
(vi) Brake Interface
(vii) Health indication Panel cum Emergency Brake (EB) counter
(viii) Audio Buzzer unit
(ix) Isolation switch
(d) Trackside Equipment

It consists of the following:
(i) Line Side Electronic unit (LEU)
(ii) Euro Balise consists of
 Fixed Balise
 Controlled Balise
(e) Sequence of Operation

(i) LEU picks up the Signal Aspect with its ECR input.
(ii) Aspect information passed on to the Balise.
(iii) BTM Antenna picks up telegram from Balise.
(iv) BTM decodes the data and sends to OBC.
(f) OBC processes this information and generates the required commands
(such as Movement Authority or Braking, Warning). These actions take place
depending up on the current signal aspect and actual speed of the train.
(i) Adopted to Act on data received from Balise in TPWS territory.
(ii) Calculation of speed profile for track section ahead based on data
received.
(iii) Audio visual warnings about possible intervention from TPWS before
SB & EB.
(iv) Continuous monitoring of current speed with maximum permitted
speed of train & bringing the brake intervention (SB) when it exceeds
5 KMPH.
(v) Train Trip by emergency brake application if speed exceeds 10 KMPH.
(vi) Emergency brake application if train passes the stop signal at ON.
(vii) Manual release of Emergency brake by Isolating the system.
(viii) Passing manual stop signal at ON by using a bye-pass button.
(ix) Speed monitoring while passing on Automatic signal at ON.
(x) Provision of Roll back protection.
(xi) Provision for Isolation of TPWS system in case of malfunctioning.
Simplified Driver Machine Interface of TPWS
Note: For Maintenance schedules of TPWS, please refer to Annexure 13-MS1.
13.2.5 ETCS Level 2
(a) 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.
(b) Track side equipment of Level-2 comprises of:

(i) Balises
(ii) Radio Block Centre (RBC)
(iii) Radio network
(c) On-board equipment of Level-2 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) GSM-R/LTE Radio
(vii) Speed Sensors Such as Pulse Generators, Accelerometers, Radar etc.
(viii) Train Interface Unit (TIU)
(ix) Interface to existing brake control system which in turn controls
application of service/emergency brakes or interface to existing brake
system directly
(x) Power supply arrangement
(xi) Suitable isolation arrangement for isolating the system.
(d) Level 2 provides a continuous speed supervision system, which also

protects against overrun of the authority by applying brakes.
(e) Based on inputs received from Signalling interlocking, Radio Block Centre
generates Movement Authorities which are transmitted to the train via radio.
(f) 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.
(g) Level 2 provides bi-directional track-train communication.
(h) Train movements shall be supervised continually by the radio block centre in its
territory.
(i) 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.
(j) The movement authority is transmitted to the vehicle continuously via

GSM-R/LTE radio along with track description data.
(k) 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).
(l) The on-board computer continuously compares the train speed with the
Permitted speed and commands the brake application, if necessary. Line
side signals can be suppressed in Level 2.
(m) Level-2 shall accommodate regenerative braking (optional). It shall have
two levels of brake commands:
(i) Service brake command.
(ii) Emergency brake command.
13.2.6 Level 3 (Reserved for future)
13.2.7 Driver Machine Interface for ETCS
(a) The Driver Machine Interface shall be applicable for all the levels. A typical
overall view of the main window of the DMI during the start of the mission
(i.e., start of travel) is shown below:
(b) A typical overview of the objects in speed and supervision areas during
running of the train is shown below. This is on the left side of the Driver
Machine interface.
(c) A typical overview of the objects in the planning area during running of the
train is shown below. This is on the right side of the Driver Machine interface.
Section 3: IRATP - Train Collision Avoidance System (TCAS)

13.3.1 Indian Railways Automatic Train Protection (IRATP) indigenously developed,
developed
is named as Train Collision Avoidance System (TCAS). TCAS is an Automatic
Train Protection System with Cab Signalling features. Both the terms are used
synonymously.
(a) Two Major areas of Safety Concern are
(i) LC gate Accidents
(ii) Signal Passing at Danger (SPAD)
TCAS is intended to provide train protection by addressing:

 Prevention of collisions
 Control of speed at tracks having speed restrictions
(b) Automatic Train Protection (ATP) features of IRATP are:
(i) Detection and Prevention of SPAD
(ii) Cab signalling with Display of movement authority, target distance,

speed and signal aspect
(iii) Continuous train control
(iv) Protection for speed restriction
(v) Detection of roll back
(vi) Blowing horn while approaching Level Crossing Gate
(c) Train Collision Avoidance Features are
(i) Head On Collision prevention
(ii) Rear End Collision prevention
(iii) Side Collision prevention
13.3.2 Track side equipment of IRATP comprises of

(a) RFID Tag
(b) Stationary unit
(c) Radio
13.3.3 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.
*Note: MMI stands for Man Machine Interface = DMI

13.3.4 (a) Based on inputs received from Signalling interlocking, the Stationary unit of
TCAS generates Movement Authority which is transmitted to the train via
radio.
(b) Stationary unit of TCAS shall have feasibility to interface with relay based
Interlocking and Electronic Interlocking.
(c) Train detection and train integrity supervision are performed by the
trackside equipment of the underlying signalling system (interlocking, track
circuits etc.).
(d) DMI of the onboard unit of TCAS shall provide assistance to Loco Pilots by
means of real-time display of the aspect of approaching signal.
(e) TCAS shall provide bi-directional track train communication.
(f) Train movements shall be supervised continually by the Stationary unit in

its territory.
(g) The Stationary unit which provides the information to the trains shall know
each TCAS controlled train individually by the identity of its leading TCAS
on-board equipment.
(h) The movement authority is transmitted to the vehicle continuously via UHF/
GSMR/LTE radio together with speed information and track description data.
(i) 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.
(j) The fixing arrangement of the RFID Tag on the sleeper shall be such that it
does not require any drilling to the sleeper.
(k) The on-board computer shall continuously compare the train speed with the
permitted speed and commands the brake application, if necessary.
(L) Multi-vendor interoperability shall be provided.
13.3.5 Three levels of brake commands in TCAS are:
(a) Normal brake command
(b) Service brake command
(c) Emergency brake command
Simulated Braking Distance Calculations for service and emergency brakes

are given at Annexure:13-A1.
13.3.6 Driver Machine Interface of TCAS
A typical overall view of DMI is shown below:
Note: For Maintenance schedule of TCAS please refer to Annexure 13-MS2.
Section 4: Traffic Management System (TMS)

13.4.1 Traffic Management System (TMS)
Traffic Management System broadly carries out following functions:
(a) Centralized Operation of Signalling Systems for a large section

encompassing multiple interlocked stations and LC gates.
(b) Centralized Real time Monitoring of Train Traffic for enabling efficient
decision making for traffic control of large section.
(c) Interfacing & real time data sharing with COA (Control Office Application),
Crew management system, PA system at station, ATP, etc. as required.
(d) TMS should have facility of Automatic route setting (ARS), Long route
setting, Route stacking command for avoiding repe
repetitive operation by
controller.
(e) The system shall be able to generate various MIS report, train graph and
detect and manage alarms and logs generated in the system.
Note: CTC (Centralised Traffic Control) system caters for centralised control &
supervision of train operation whereas TMS system comprises of CTC system as well
as other management tools like MIS report, time tabling, asset monitoring, interfaces
with COA, ATP system, crew management & passenger information system etc. CTC is
a sub set of TMS.
13.4.2 Functionalities of TMS: The system broadly envisages the functionality as
described below:
(a) Live Indications: Visual display wall: This displays track layouts of
stations, auto sections, IBS and interlocked LC Gates of section monitored by
TMS indicating real-time status of track circuited lines, signal aspects, points,
LC Gate etc. The panel will also provide alarm indications of failure of points,
signals, track circuits etc. as the case may be.
(b) Live Indication to Train controller terminals:
(i) These consist of LCD/LED monitors operated by one computer with GPU
(Graphic Processing Unit).
(ii) All terminals shall be able to display complete information of yards
covered by TMS with details of track circuits, signals, Points, LC gates
etc. Any failure of signalling system on any of yard will be available in
audio & visual form to draw attention of controller.
(iii) The train controller terminal is capable of running the Decision Support
System (DSS) feature. Decision support system identifies operational
conflicts (like precedence, crossing etc.) in advance and suggests
optimized control options to the controller.
(iv) Live Indications on terminals provided with staff at Important Junction
stations/Car shed/lobbies may be provided, as required.
(c) Train Describer System (TDS):
(i) It associates a train with an alpha-numeric mark called a train describer

tag.
(ii) The train description tag tracks the train in sections controlled by TDS.
(iii) The train describer system automatically assigns train describer tags
from a train number queue to trains originating/terminating at the
stations covered by TDS based on time table.
(iv) The train describer system registers & displays abnormal conditions
such as following:
 Single track circuit failure.
 Faulty position of points.
 Change in direction of a train.
 Division and joining of trains (not time tabled ones).
 Unidentified trains.
 Trains passing a signal showing a stop aspect.
 More trains on the same track circuit.
 Wrong marking of object/functions. (For example-A train with electric
loco being marked onto non-electrified line, A passenger train
marked to a goods line, A train being routed to wrong destination etc.).
(v) Abnormal disappearing of train describer tag shall generate an alarm
and display in different colour.
(d) Control Function:
After taking control of an area, the central controller will be able to send
commands to the corresponding interlocking. The possible commands are:
(i) Setting/cancellation of route.
(ii) Moving point to Normal or Reverse.
(iii) Controlling signal (ON/OFF) as permitted by interlocking.
(iv) Setting/cancellation of traffic & power block.
(v) Turning the ARS mode ON/OFF, long route setting & route stacking.
(vi) Loading of Timetable/Train Chart.
(e) Automatic Route Setting (ARS):
(i) The automatic route setting feature will be possible to be provided for
identified stations/routes/sections.
(ii) The ARS system relieves the operator from repetitive route setting tasks
for the trains at these stations and the operator can monitor the train
operation from OCC (Operation Control Centre). The system shall
execute the commands according to timetable.
(f) Long Route Setting & Route Stacking: The chief controller/section
controller in OCC can set long route for one station to another station.
Provision of Route stacking shall be made to set routes of multiple trains in
advance.
(g) Block Working Operation:
(i) Block Operation for EI station will be done through CTC controller from
OCC. Suitable failsafe provision of inbuilt block operation system in EI is
needed for this and Conventional block instrument/panel may not be
used for block operation. In case inbuilt block working in EI is not
available, local operation of block instrument will be done by SM at
station.
(ii) For PI/RRI stations operation of block instruments/block panel may be

required to be done by SM at station.
13.4.3 Management Information System (MIS):
(a) MIS Reports: The system will generate report for trains run delayed by
time table. Based on the events logged and the operator input, the system
will generate various traffic management reports such as:
(i) Various Train control charts.
(ii) Various Punctuality reports.
(iii) Actual Rake Link Report.
(iv) Rake Composition report.
(v) Rake Maintenance/overhauling reports.
(vi) Analytical report of various unusual occurrences, i.e. signal failures, OHE
break down, rake failure etc. (This may be generated on daily, weekly or
monthly basis on prescribed format.)
(vii) Analytical report of crew link/utilization.
(viii) Analytical report on rake link utilization.
(ix) Total traffic/power blocks granted/refused along with locations, time

blocked, time cleared.
(x) Any other analytical report as required.
(b) Train Graph: The train graph will be made available on the specified
terminals.
This broadly has following features:
(i) The system will plot historical train graph for analysis.
(ii) It will plot time on X axis and stations on Y axis.
(iii) The train graph will have facility to show different train types in
different color. It shall be possible to show schedule time and the
actual time in the same graph but with different colour.
(iv) It will be possible to show mainline trains/Suburban/Goods/Special

trains in different colour.
(v) On clicking/selecting a particular Train Graph it will give complete

information about the train details viz. train no, crew information, rake
details etc.
(vi) Advance charting: In case controller defines the traffic block on particular
line for particular time, system will be able to prepare train graph showing
advance/predictive movements of available trains in particular section in
different colours.
(vii) It will be possible to edit the timetable graphically from the Train Graph
display by drag and drop operations.
(viii) The Timetable software will automatically perform the reforecasting of

the future train trips when modifications are being performed either by
the operator or due to traffic perturbations.
(ix) The Train Distance Graph will highlight traffic conflicts and will assist
the regulator in identifying and implementing solutions to resolve
conflict situation like - Same platform use.
13.4.4 Simulation Studies on Simulation terminal: Separate terminal may be

provided for simulation studies & training purpose. The replay of log, time table
editing, editing of train graph etc. will be provided on this terminal.
13.4.5 Time Table Builder and Editing:
Based on data base of infrastructure like signal distances, permitted speed of

trains, Signal interlocking, track circuit lengths etc. required for generation of
time table, time table builder, an off-line software, will prepare a time table.
Time table so generated can be modified/edited offline and after testing of
same on simulator terminal, can be loaded on the TDS system.
13.4.6 Event Log and Alarm Management System:
(a) Event Log: All important events (command, indications, errors, system
information etc.) will be logged in a database for later printing and analysis.
(b) Replay of Event log: The replay function will show an history of events that
has happened earlier in the TDS system. The replay function will display,
among other details, the dynamic status for infrastructure, train number and
alarm list.
(c) Traffic Related Alarms: Vital traffic operation related alarms can be
(i) Train not described.
(ii) Any unscheduled Train stoppage.
(iii) Routes not released after passage of train.
(iv) Failure of Signalling gear.
(d) Network Related Alarms: All alarms not directly related to traffic operations
are considered to be Network related alarms. Failure of Network
Communication/inability to access any of the nodes, defective terminals,
and hardware & software failures will be flashed.
13.4.7 Decision Support System (DSS):
(a) Based on the constraints & logic given by Railways, system will give
optimized decision to admit or dispatch particular train at entry/exit points of
a particular section.
(b) Train running at the time of disruption: System will suggest effect of
disruption on train service. Based on constraints, facilities & logic provided
by railways, system will give solution for running of trains, diversion,
cancellation or regulation of train services.
(c) System will be able to detect conflicts like:
(i) Usage of the same platform;

(ii) Usage of the same routes;
(iii) Usage of incompatible routes;
(iv) Usage of the same section and same directions;
(v) Usage of the same section and opposite directions.
(d) In case of conflicts, TMS display a specific icon on the train graph and
generates a solution which consists in the rescheduling of the involved
activities.
13.4.8 Various TMS Terminals may be provided, as required, as under:
(a) TMS Terminal for Signal Fault Controller at OCC: Remote monitoring of
status of Signalling equipment at stations and in Block Sections will be
provided on these terminals. This will include logging in of events in central
system, generating alarms, alerts etc. Signalling equipment failure alarms
as decided by the Engineer along with category will be available on the
terminal. It will be possible to acknowledge the alarms by the user.
(b) TMS Terminals for Track Controller and Traction Power Controller at
OCC: Equipment failure alarms specific to Track or Traction Power, as
decided by the Engineer along with category will be available on the
respective terminals. It will be possible to input remarks/Information pertaining
to various unusual occurrences e.g. failures & delays to operation etc.
(c) TMS Maintenance Terminal at OCC: The Maintenance Terminal will be

used for supervisory functions of the network and for observing any
required nodes and their configuration at any time. Displays of equipment
faults, communication failure occurring anywhere in the OCC or field
network will be available. Failure alarms will also be given.
It will be possible to bypass any node if so required and configure other

terminals from this terminal.
(d) TMS Terminal for Station Master at Station: One TMS Terminal for Station
Master at every Station will be provided. This will facilitate functions of Train
Describer System.
(e) TMS Terminal with Signal Maintainer at Station: The alarms for failure of
vital Signalling and Power Supply Equipment in the jurisdiction of Station
will be available on the terminal.
(f) Miscellaneous User Terminal: Required Nos. of Miscellaneous User TMS

Terminals to important offices/locations will be provided. The locations may
be station, Divisional and Zonal office as decided by the Railway. These
terminals will provide first-hand information about running of trains in visual
form and in the required format.
13.4.9 Various Interface/Integration Requirements:
Various interface/integration Requirements may be as given below:
(a) Interface between TMS and SCADA system.
(b) Integration with Crew Management system (CMS).
(c) Interface with Master Clock System.
(d) Interface with COA.
(e) Interface with adjacent TMS, if any.
(f) Interfaces with Passenger Information System.
(g) Interface with ATP system.
13.4.10 Data Communication Network:
(a) Dedicated OFC network in ring network shall be used for interconnecting
field interlocking system with TMS/CTC. Backup network from other
sources may also be planned for optimal availability.
(b) Multi-Protocol Layering Switch (MPLS) data transport protocols may be

Preferred for better resource sharing.
(c) WAN network shall be used for networking of field functions like Freight
Operations Information System (FOIS), Crew Management System (CMS),
Wagon Management System (WMS).
(d) Design and bandwidth planning shall be such that data between various
stations or OCC to Stations or stations to OCC can be transported
simultaneously without any delay or jitter or drop in packets.
(e) Integrated digital voice communication with voice logging facility, as required,
shall be provided covering all field nodes (Station, Hut, LC gate etc.).
Note: Auxiliary Warning System (AWS) is an old generation system which is not in
confirmation with any level of ATP. Those working on them in suburban sections of
Central and Western Railways may refer to RDSO specification for Advanced Auxiliary
Warning system (AAWS).
1 13-A1 Braking Distance Calculations for TCAS
Note: This Chapter has under mentioned Maintenance Schedules in Appendix I

1 13-MS1 Maintenance Schedule of Train Protection & Warning System (TPWS)
2 13-MS2 Maintenance Schedule of Train Collision Avoidance System (TCAS)
3 13-MS3 Maintenance Schedule of Centralized Traffic Control (CTC)
Annexure: 13-A1
Braking Distance Calculation for TCAS
RDSO Motive Power Dte. Data
Type of braking : Service brake
Formation: WAG7+59 BOX wagon Loaded
Speed Reduction Range

Current
Speed 90 80 70 60 50 40 30 20 10 0 Kmph
of Train Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph i.e. SBD
in kmph
100 590 m (*91.6) 826 m (81.4) 988 m (70.4) 1093 m (61.2) 1209 m (49.9) 1277 m (40.9) 1332 m (30.9) 1381 m (21.9) 1400 m (10.4) 1404 m (4.0)
90 574 m (80.4) 776 m (69.2) 879 m (60.7) 994 m (48.6) 1062 m (39.5) 1116 m (30.4) 1163 m (18.4) 1182 m (9.5) 1195 m (0.5)
80 508 m (70.3) 683 m (59.5) 770 m (51.0) 863 m (38.9) 916 m (29.9) 953 m (20.9) 975 m (11.9) 982 m (0.0)
70 442 m (60.5) 590 m (49.7) 661 m (41.3) 733 m (29.3) 769 m (20.3) 794 m (8.3) 797 m (2.4)
60 376 m (50.7) 496 m (40.0) 566 m (28.6) 602 m (19.6) 622 m (10.6) 627 m (1.7)
50 310 m (40.8) 403 m (30.2) 442 m (21.9) 466 m (12.9) 475 m (1.0)
40 244 m (31.0) 310 m (20.0) 366 m (9.1) 339 m (0.2)
30 188 m (19.3) 216 m (10.6) 222 m (2.3)
20 111 m (11.2) 123 m (0.7)
10 45 m (1.3)
* Explanatory note on understanding above table : During speed trials, on application of Service brake on a Train running at 100 kmph, after travelling a
distance of 590 meters, Train`s speed got reduced to 91.6 kmph.
TCAS Field Trials Data
Loco Type - WAG7

59 Boxn Loaded Goods Train Formation
Distance covered since brake command to achieve speed reduction to speed indicated
Brake Type = FSB, Brake Propagation Time = 14s, Brake Build time = 12s, DC = 0.28 m/s2 <30;
0.3 m/s2 >30;
Initial
70 60 50 40 30 20 10 0
Speed
80 606 773 915 1030 1120 1185 1223 1236
70 528 670 785 875 940 978 991
60 450 566 656 720 759 772
50 372 462 526 565 578
40 294 359 397 410
30 221 263 276
20 141 155
10 62
RDSO Motive Power Dte. Data
Type of braking : Emergency brake
Formation: WAG7 + 59 BOX wagon Loaded
Speed Reduction Range

Current
Speed 90 80 70 60 40 30 20 10 0 Kmph i.e.
50 Kmph
of Train Kmph Kmph Kmph Kmph Kmph Kmph Kmph Kmph SBD
in kmph
100 587 m (*90.2) 772 m (80.9) 932 m (69.0) 1035 m (59.8) 1122 m (59.7) 1193 m (41.6) 1266 m (29.5) 1302 m (20.5) 1324 m (11.6) 1321 m (2.6)
90 527 m (80.4) 690 m (71.1) 829 m (59.3) 915 m (50.2) 986 m (41.1) 1057 m (29.0) 1093 m (20.0) 1114 m (11.1) 1120 m (2.1)
80 466 m (70.6) 608 m (61.4) 725 m (49.6) 795 m (40.5) 865 m (28.5) 900 m (19.5) 920 m (10.5) 925 m (1.5)
70 406 m (60.8) 526 m (51.6) 621 m (39.9) 675 m (30.8) 714 m (21.8) 742 m (9.9) 746 m (0.9)
60 345 m (50.9) 464 m (39.1) 517 m (30.1) 564 m (18.1) 582 m (9.2) 584 m (0.2)
50 284 m (41.1) 376 m (29.3) 413 m (20.4) 434 m (11.4) 441 m (2.5)
40 269 m (29.2) 288 m (19.5) 308 m (10.6) 314 m (1.6)
30 188 m (19.4) 200 m (9.7) 204 m (2.3)
20 107 m (9.5) 113 m (2.5)
10 41 m (1.5)
* Explanatory note on understanding above table : During speed trials, on application of Emergency brake on a Train running at 100 kmph, after travelling
a distance of 587 meters, Train`s speed got reduced to 90.2 kmph.
TCAS Field Trials Data
Loco Type - WAG7

59 Boxn Loaded Goods Train Formation
Distance covered since brake command to achieve speed reduction to speed indicated
Brake Type = EB, Brake Propagation Time = 10s, Brake Build time = 8s, DC = 0.38 m/s2 <30; 0.4
m/s2 >30;
Initial
70 60 50 40 30 20 10 0
speed
80 435 561 667 754 821 869 898 908
70 379 486 572 640 688 717 727
60 324 410 478 526 555 565
50 268 335 383 412 422
40 212 260 289 298
30 158 189 199
20 101 112
10 44
Chapter 14: LC Gates
Section 1: LC General
14.1.1 Codes: This chapter shall be read in conjunction with chapter III and Chapter
XVI of General Rules, Chapter 7 and Chapter 20 of SEM.
14.1.2 Classification of Level Crossings (Ref: Para 902, Chapter 9 of IRPWM)
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 are 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 – TVUs less than 30,000 and up to 20,000 and number of road
vehicles greater than 750.
‘B’ Class is further subdivided as following:
B1 class… TVUs less than 30,000 and up to 25,000
B2 class… TVUs less than 25,000 and up to 20,000
(d) C Class: All other Level crossings for road not covered in above classes.
Note: Please refer to chapter-9 of IRPWM, Para 902 & other Engg. Dept`s notifications
on latest norms
14.1.3 Categories of Level Crossing Gates
Gates can be broadly divided into the following categories:
(a) Non-Interlocked Gates, Interlocked Gates:
(i) 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 and maintained at such
manned gates by S&T department.
(ii) 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 300 of 530

(b) Engineering Gates, Traffic Gates:
(i) 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.
(ii) 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.
14.1.4 Normal Position of Gates: Normal position of Interlocked gates shall be as

per para 904 and 907 of IRPWM.
14.1.5 Equipment at Level Crossing
(a) 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.
(b) The Working instruction including the gate working diagram of level crossing
equipped with gate signals and situated outside the station limits, shall be
provided at the gate lodge. A copy of the working instruction shall also be
kept at the controlling station. These instructions shall be provided in
vernacular language.
(c) 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-A1.
(d) 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-A1. Such communication may be provided to the authorized
operating official instead of Station Master's Office/cabin man to suit the
local operating condition. One to one communication shall be ensured. The
communication of Gateman shall also be with CTC (where provided).
(e) 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
of Annexure: 14-A1.
14.1.6 Interlocking of LC Gates
(a) Norms as notified from time to time by Railway Board shall be followed for
Interlocking of Gates.
(b) Gate Signaling shall match sectional Signaling.

14.1.7 Interlocked Level Crossing Gates – Outside Station Limits
(a) On sections provided with two aspect Signaling,
(i) A Stop Signal at 400 meters from the gate shall be provided.
(ii) Where the section is provided with separate Warner signal, such a
Warner signal shall be provided at a distance of not less than 1.2 km
from the Gate Stop Signal.
(b) On Sections provided with multiple aspect signalling,
(i) The Gate Stop Signal shall be located at not less than 180 meters in
rear of the gate.
Note: Existing LC gates at 120 meters in automatic signalling/Suburban sections

may continue
(ii) In Single Distant territory, the Distant Signal shall be located, at not less
than one kilometer in rear of the Gate Signal.
(iii) In Double Distant territory, Gate Distant signal shall be located, at not
less than 2 kilometers in rear of the Gate signal and Gate Inner Distant
Signal shall be located, at not less than one kilometer in rear of the
Gate Signal.
(c) 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 Signalling Block territory.
(d) Approach locking shall be provided, which shall be effective from a

distance not less than the Emergency braking distance of the trains running
on the section at the maximum permissible speed.
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 Emergency braking distance, Dead approach locking with delay as per
para No. 21.1.21 (Table-1) shall be provided.
14.1.8 Interlocked Level Crossing Gates within Station Limits
(a) 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.

(b) On sections provided with two aspect Signalling:
(i) The Outer Signal shall be located at a minimum distance of 400 meters
from the gate.
(ii) 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 meters in rear of the gate.
(iii) 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.
(iv) 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.
(c) On sections provided with Multiple Aspect Signaling: when the interlocked
gates are situated between Distant and Home Signal:
(i) The Gate Stop Signal shall be located, at not less than 180 meters in
rear of the gate.
(ii) In Single Distant territory, the Distant Signal (which shall function as
Gate Distant as well) shall be located, at not less than one kilometer in
rear of the Gate Signal.
(iii) In Double distant territory, Gate Distant signal shall be located, at not
less than 2 kilometers in rear of the Gate signal and Gate Inner Distant
Signal shall be located, at not less than one kilometer in rear of the
Gate Signal.
14.1.9 LC Gates in Automatic Block Signalling/Suburban Sections
(a) Operation & Audible Warning
(i) Level Crossing gates in automatic sections shall be worked by lifting

barrier gates operated mechanically or electrically and shall be
interlocked with signals.
(ii) They shall also be provided with audible warning on both sides of the
road, actuated by approaching trains. In addition, road user signal shall
be provided on both sides of the road, which shall exhibit ‘stop’ aspect,
if there is any train on the approach or whenever the gate is in closed
condition and it shall display ‘Caution’ aspect when gate is in open
condition.
(iii) 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.

(b) Approach Locking in Automatic Block Signalling/Suburban Sections
(i) Both Approach locking and back-locking shall be provided by track

circuits/Axle Counters on the interlocked level crossings situated on
sections provided with automatic signalling.
(ii) The approach locking shall be effective from the moment the train
occupies the track circuit in rear of the signal, which has assumed,
‘OFF’ position 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 ‘stop’ aspect (for road users, where provided) shall
continue to be displayed till the gates are re-opened for traffic.
(iii) Approach locking should be effective from a distance not less than
emergency braking distance required for maximum permissible speed
on that section.
14.1.10 Emergency Provisions Due to Failures
(a) Level Crossing Gate Unable to Close
(i) Emergency Sliding Booms shall be provided at all interlocked gates to

work trains on signals in case of failure of lifting barrier.
(ii) 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.
(iii) Stop indicator Board (Retro reflective type) shall be provided on

Emergency Sliding Booms. Also road signal, if provided shall display
ON aspect to avoid confusion to road traffic.
(iv) Normal aspects of signals as per interlocking may be provided during

use of Sliding Boom Barrier with following arrangements:
 Sliding Boom should be directly locked by ‘E’ type lock or by any

suitable means.
 E-type locks of same ward (matching with working lifting barrier)

should not be used in sliding boom type.
(b) Level Crossing Gate Unable to Open
(i) 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.
(ii) Counter should be provided for logging gate man’s extraction of

emergency key to open LC gate.
(iii) Record of use of emergency key shall be maintained in a register with

reason.
(iv) 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.
(v) 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

14.2.1 Instructions for Mechanical/Electrical Lifting Barriers
(a) At stations, it is desirable that level crossings should not be located at

fouling reception, stabling lines, 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.
(b) Lifting barrier of approved type shall be installed.
(c) Interlocking arrangement at the interlocked gate shall be as per approved

plan and wiring diagram.
(d) The minimum distance of lifting barrier from the centre line of nearest track
shall be minimum 3.5 meters.
(e) Foundation for pedestal shall be of adequate strength.
(f) 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.
(g) For Mechanical Lifting Barrier, 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° from the horizontal and the closed position shall be within
0° to 10° from the horizontal. Colour Light road user signal shall be
provided to indicate whether the gate is closed or open.
(h) When the gate is closed to road traffic, clearance between the road
surface level and the boom shall be 0.8 to 1 meter. The road surface level
shall be maintained as per concerned para of IRPWM.
(i) The open position for Electric Lifting Barrier, shall be as specified in the
relevant specification.
(j) Lifting barrier shall be so installed that it shall be possible to stop or

reverse its movement at any point during operation without damage.
(k) At the centre of the boom, the lifting barrier shall be provided with a 600
mm dia red disc having red reflector/luminous strip facing the road traffic.
(l) The boom shall be either painted with 300 mm bands of alternate black
and yellow colour or provided with approved type of retro-reflective strips.
Fluorescent or any other approved type of yellow color paint shall be used.
(m) Warning boards shall be provided as mentioned in Para No. 7.2.1 to 7.2.5.
(n) Markers on signals in automatic Signaling territory shall be provided as

mentioned in Para No.20.1.6.
(o) Rumble strip, speed breakers and warning signs to road user shall be
provided by Engineering department as per extant instruction.
(p) In semaphore Signaling territory, where distant/separate warner signal is

worked with electric signal machine, indication locking shall be provided on
gate signal lever.
(q) Wherever required in accordance with Para-3 of Annexure: 14-A1 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.
(r) A gate working diagram shall be provided at the place of operation for all
interlocked engineering Level Crossing Gates. At all interlocked LC gates
having independent operations of signals, indication panel shall be
provided.
(s) All relays, batteries, etc. for operation of gate and gate signals shall be
housed in signalling goomty/masonry structure.
(t) Equipment for communication of approved type shall be fixed inside gate
lodge on a wooden or on any other approved type shelf/box at an
appropriate height from ground level as per space available. The wiring for
communication equipment shall be properly secured by adopting best
practices.
14.2.2 Installation of LC Gates in RE Area
(a) 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.
(b) 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)
(c) Proper precautions as stipulated in Chapter 22 of SEM shall be taken.

14.2.3 Installation of Mechanical Lifting Barriers (MLB)
(a) 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.
(b) Winch for the operation of the lifting barrier shall be located at a place
(including cabin) not exceeding 150 meters from the gate and having clear
visibility of the road.
(c) 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.
(d) It shall be ensured that the roller fitted to the rope drum enters the trunnion
bracket and activates the boom for closure/opening.
(e) It shall be ensured that Boom locking is effective and it is not possible to lift
the boom by more than 10° from closed position.
(f) The wire rope shall not overlap at the winch and rope drums.
(g) The guy rod shall be given sufficient tension for smooth operation of the
boom.
(h) Oil holes, grease nipples, etc. shall be provided with spring loaded covers.
(i) It shall be possible to extract the key from the winch only when the gate is
fully closed.
(j) At mechanical interlocked gates, interlocking shall be achieved through 'E'

type locks or by approved means.
14.2.4 Installation of Electric Lifting Barrier (ELB)
(a) 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.
(b) The boom shall be of approved type. The metallic type boom shall be
segmented for easy transport, installation and replacement.
(c) Operation of the lifting barrier may be provided from a gate control panel or
by any other approved equipment.
(d) At the centre of the boom, a red reflector shall be provided.
(e) Emergency operation by hand crank shall be provided.
(f) The boom must be so balanced that in case of failure of power supply, the
barrier shall remain in the position last assumed.

(g) Power supply equipment shall be installed in a Gate goomty. In RE areas,
Up AT, Dn AT in Double line or single AT in Single line shall be provided
along with local power supply. In Non-RE areas, Local power supply,
Generator supply, Solar power supply shall be provided.
(h) 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 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.
(i) 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 where feasible.
Section 3: Maintenance of LC Gates

14.3.1 Maintenance of Mechanical Lifting Barrier (MLB)
(a) All moving parts shall be properly lubricated.
(b) Gears, rope drums and wire rope shall be doused with soft grease.
(c) 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.
(d) All bolts and nuts shall be tightened and split pins shall be split properly.
(e) Worn out pins, if any, in the crank shall be replaced.
(f) It shall be ensured that both the booms are parallel in open condition.
(g) Proper adjustment of wire sag and tension shall be made.
(h) Integrity of interlocking and boom locking shall be checked.
(i) Rusty wires and rodding shall be replaced.
(j) It shall be ensured that 'E' type lock which locks the winch should also lock
winch handle in closed position of barrier.
(k) All gate locking apparatus must be examined regularly and working parts
kept oiled. Gate locks must be kept in good working order.
(l) Proper working of audio/visual warning shall be ensured.

14.3.2 Maintenance of Electric Lifting Barrier (ELB)
(a) Machines must be kept in good condition, free from rust, dust and dirt.
(b) The bearing surface and moving parts of the electric lifting barrier shall be
lubricated properly.
(c) Contacts must be kept clean and in proper adjustment. If contact surfaces
are pitted, they must be replaced.
(d) Commutator and Brushes
(i) Commutator must be clean, smooth and have a bright appearance.
(ii) Brushes must be kept clean and properly bedded on the commutator.
Brushes should have proper pressure and should be free in brush
holders.
(e) 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.
(f) The shock absorber at the boom rest (stop post) must be kept properly
adjusted.
(g) The time of operation of electric lifting barrier shall not exceed stipulated
time. Measured value of current should not exceed rated values.
(h) The satisfactory functioning of the lifting barrier by a hand crank shall be
checked.
(i) All gate locking apparatus must be examined regularly and working parts
kept oiled. Gate locks must be kept in good working order.
(j) Proper working of audio/visual warning shall be ensured.
(k) Approach warning arrangement where provided, is working satisfactorily

and effectiveness of Approach and Back locking provided shall be ensured.
(l) Track circuits/Axle counters, if provided, shall be maintained in accordance

with instructions laid down in Chapter 17 of SEM.
(m) Communication of approved type, provided between Level Crossing gates

and the adjoining stations shall be checked in regard to their satisfactory
functioning.
(n) 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 shall be carried out under proper disconnection.

(o) SSE(Signal)/Incharge 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.
(p) Maintenance Schedules as given in Annexures shall be followed. These

may be modified/supplemented by PCSTE of the Railway to suit local
needs.
Note: Where ever ‘Track Circuit’ is mentioned in this chapter, it also applies to Axle
Counters.

1 14-A1 Safety Measures to be Provided at Level Crossings
Note: This Chapter has under mentioned Maintenance Schedule in Appendix I

1 14-MS1 Maintenance Schedule of Mechanical Lifting Barrier
2 14-MS2 Maintenance Schedule of Power Operated Lifting Barrier
3 14-MS3 Maintenance Schedule of Sliding Boom

Para No. 14.1.5(c), 14.1.5(d), 14.1.5(e), 14.2.1(q) Annexure 14-A1
Safety Measures to be Provided at Level Crossings
Spl. Class A Class B1 Class B2 Class C Class (Manned)

>30000 >25000 >20000 >3000 Cat I Other Stipulations
TVU-> >50000 and and and and
<50000 <30000 <25000 >2500 Cat II
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 users,
Station Interlocked Interlocked Interlocked Interlocked
Station Signals in Suburban the arrangement of Interlocking should be such that
Limits with with with with section, in Automatic Block the last operation before taking ‘OFF’ of Signal should
Station Station Station Station
signalling. In Non-Suburban be the closing of the Gate and the first operation after
Signals Signals Signals Signals
section, all traffic gates the train has cleared the Level Crossing and the Signal
should be interlocked with is put back to ‘ON’ position, should be opening of the
station signal or if it has to Gate by the Gateman.
be interlocked for any other
reason.
b) Should be Should be Should be Should be Should be Interlocked with i) In case of Level Crossing protected by signal, where
Outside Interlocked Interlocked Interlocked Interlocked Gate Signals, in Automatic the sighting of the signal by an engine driver is in
Station with Gate with Gate with Gate with Gate Block Signalling sections. adequate and the Gate signal is not pre - warned
Limits Signals Signals Signals Signals through other means (Distant 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 meter 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
<50000 <30000 <25000 >2500 Cat II
reflectors or retro- reflective tape.
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.
c) Normal Shall be normally kept open to Road Traffic If Interlocked, shall be

Position normally kept open to
of Gate Road Traffic
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 In Block Sections having large number of Level
outside Manned Level Crossing Gates. Crossing Gates, the connections should be uniformly
Station distributed between the Block Stations.
Limits 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 provided on sections having Automatic Signalling. (Ref. RB’s letter No. 2011/SIG/WP/LC/IR/1 dated 20.02.2013)
Outside
Station
Limits

<50000 <30000 <25000 >2500 Cat II
4. Type of Lifting Barrier
a) Within
Electrically Electrically Electrically Electrically
or Electrically Operated Lifting
Operated Operated Operated Operated In Non-Suburban Section, Electrically Operated Lifting
Outside barrier in Sub-urban
Lifting Lifting Lifting Lifting barrier be provided, where Power supply is Reliable.
Station Section.
barrier barrier barrier barrier
Limits
5. Approach Locking
(i) To be provided in Sub-urban Section.

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

Chapter 15: Cables
Section 1: General
15.1.1 Railway signalling circuits shall be carried on cables.
(a) Cables for signalling circuits shall be of approved types.
(b) Extant guidelines from Railway Board, RDSO and PCSTE for cable laying
to be followed.
15.1.2 Planning for Cabling
(a) 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.
(b) 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.
(c) 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.
(d) 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.
(e) The route 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. Changes if any
should be incorporated in the chart/plan.
(f) Cable route plan shall also be approved by Engineering and Electrical
departments. Approval of S&T open line is also required 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.
(g) 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.
(h) Separate cables of suitable size shall be laid for point operation.
Chapter 15: Cables Page 314 of 530

(i) In case of Tunnel, provision of cable duct should form part of the Tunnel
design.
(j) Provision of suitable duct/pipe/other arrangements shall be incorporated in
the bridge design itself for laying of cables on bridges.
15.1.3 Storage and Transportation of Cable
(a) Cable drums shall not be stacked on flat side. Suitable stoppers shall be
placed for stability.
(b) Cable drums shall have access for lifting and moving.
(c) 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.
(d) The drums shall not be rolled over objects that could cause damage to the
protective battens of the cable.
(e) 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.
(f) 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.
(g) It is desirable that cable drums are stored in covered shed to protect
against direct exposure to sun.
Section 2: Paying Out, Trenching & Laying of Cables

15.2.1 Paying Out and Testing of Cable
(a) 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.
(b) 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.
(c) 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.
(d) 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 in
the trench. Record of insulation and loop resistance must be maintained.
(e) 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.
(f) 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.

(g) 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.
(h) 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.
(i) Paying out of cable should be done by rotating the cable drum and not by
pulling the cable with excessive force.
15.2.2 Trenching
(a) The width of cable trenches should commensurate with number of cables.
The minimum width shall be kept as 0.3 meters. 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 meters 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 meters thickness and thereafter a
protective cover of trough or a layer of bricks or split DWC-HDPE pipe of
approved type or any other approved means should be placed.
(b) Bottom of Trench shall be cleared in such a way, so as to remove all the
boulders having sharp edges. In rocky soil, the bottom of the trench shall be
filled with river sand or any other soft material and cable shall be laid on
smooth surface.
(c) 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.
(d) Where it is not feasible to achieve required depth due to rocky soil/other
obstructions, protective measures as shown in Drg. No.15-D2 shall be taken.
(e) Where feasible, trenching may be done with suitable machinery, with due
precautions towards safety of the running trains. For carrying out such
works, the rules governing the working of machinery along the track shall
be followed scrupulously. Suitable instructions in this regard shall be issued
by the Railways in the form of a joint circular.
15.2.3 Laying Of Cables
(a) 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
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.
(b) Cables may be laid underground, either in the trench, in ducts, in cement
troughs, in pipes or in any other approved manner.

(c) The main cable laid parallel to the track shall normally be buried at a depth
of 1.0 meters from top of cables to ground level, including those laid across
the track (1.0 meter below the rail flanges). The depth shall not be less than
0.50 meters for tail cables. In theft prone areas, the cables may be laid at a
depth of 1.2 meters with anchoring at every 10 meters.
(d) Half Cut DWC-HDPE pipe/RCC or any other approved type of ducts/pipes
shall be used while laying the cable for protecting it.
(e) The ducts being used shall be of such design and length to
prevent/minimise damages to cable by any other future digging activities in
the vicinity. The ducts shall have suitable covers to prevent water collection
in the duct.
(f) When cables are to be laid in rocky area, where depth of 1.0 metre is not
feasible, it is desirable that such cables are protected as shown in
Drg. No: 15-D2.
(g) Cables belonging to other department must not be laid in the same trench
along with Signal & Telecommunication cables.
(i) A distance of approximately 10 cm must be maintained between cables
of other department and signalling cables.
(ii) The signalling cables must be separated from LT power cables by a row
of bricks or any other approved means and from HT power cables a
minimum of 3 meters separation shall be maintained.
(h) 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.
(i) Telecommunication cable
(ii) Signalling cable
(iii) Power cable
(i) 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.
(i) 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.
(ii) The cable supports shall be so spaced as to avoid sag.
(iii) In station yards, cable shall be laid in ducts suitably protected.
(iv) Indoor signalling cable should normally be laid on ladders, channels or
in any other approved manner. The cables should be neatly tied/laced.
Note: For laying cables in RE area, please refer to Section 3 of this Chapter.
(j) 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.

(k) While laying the cables in accordance with the above instructions, the
following instructions should be adhered-
(i) Outside the station section, the cables should generally be laid at not
less than 5.5 meters from the centre of the nearest track.
(ii) Within the station section, the trenches shall preferably be dug at a
distance of not less than 3 meters from the centre of the track, width of
the trench being outside the 3 meters distance.
(iii) At each end of the main cable an extra loop length of 6 to 8 meters should
be kept.
(l) After laying the cables, back filling of the trenches should be done properly.
The soil excavated shall be put back on the trench, rammed and
consolidated.
(m) Cable joints of approved type shall be used.
(n) Cable markers of approved type shall be provided which should be placed
at suitable interval and at diversion points to mark the route.
(o) Where the cables are entering the Cable room/Relay room/apparatus case etc.,
the cables shall be firmly held with suitable clamping arrangement, so as to
avoid downward displacement. Suitable ducts, ladder supports, cable guides
etc., shall be provided for the cables inside the Cable room/Relay room. Sharp
cable bends shall be avoided.
15.2.4 Cable Crossing
(a) When a cable has to cross the track, is should be ensured that-
(i) The cable crosses the track at right angles.
(ii) The cable does not cross the track under points and crossings.
(iii) The cable is laid in concrete/GI/DWC-HDPE pipes of approved type,
suitable ducts or in any other approved manner while crossing the track.
(iv) Wherever feasible horizontal directional drilling method may be used.
(b) 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.
(c) When the cables have to cross any roads, high banks etc. where
necessary, horizontal directional drilling method may be used.
(d) When cables have to cross a metallic bridge, they should be placed inside
a metallic trough/GI pipe which may be filled, as an anti-theft measure, with
sealing compound or any other suitable means. 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 2 to 3 meters shall be made available at the
approaches of bridge.
(e) 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.

(f) 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.
(g) In places where cables to be laid within 1 meter 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.
(h) 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: Cable Laying in RE Area

15.3.1 Only unscreened approved type underground cables shall be used for
signalling purposes.
The following precautions shall be taken:
(a) 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 DWC-HDPE/Concrete 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.
(b) 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 substation, which is fixed on the ground, and at least one
metre away from the substation earthing. As far as possible, the cable shall
be laid on the side of the track opposite to the feeding post. In addition, the
cable shall be laid in concrete or DWC-HDPE pipes (approved type)/Split
RCC pipes or other approved means for a length of 300 meters on either
side of the feeding point.
(c) 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 may be reduced to one metre provided the cables are laid in
concrete pipes/DWC-HDPE-pipes of approve type/ducts or any other
approved means.
(d) Where an independent Earth is provided for an O.H.E 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.
(e) 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.

(f) The use of G.I pipes or any form of metallic pipes is prohibited within a
distance of 300 meters from feeding post. Similarly galvanized iron metallic
pipes are prohibited in close proximity to switching station earth or traction
mast. (Para 20706 (vi) of ACTM)
Section 4: Insulation Resistance Testing of Signal Cables

15.4.1 These instructions apply only to the cables used for Railway Signalling and do
not cover internal wiring.
(a) The insulation resistance tests should be made when conductors, cables
and insulated parts are clean and dry.
(b) A 500 V insulation tester should be used for insulation testing of signalling
cables and 100 V insulation tester shall be used for Quad cables.
(c) Any metallic sheath or metal work of any rack or apparatus case should be
bonded to earth during test.
(d) Disconnect all cores of a cable at both ends. The disconnection may be
made through links of ARA/Modular terminals, if provided.
(e) 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.
(f) Similarly test remaining conductors of the cable one by one as in above
Paras.
(g) Insulation Resistance so measured should not be less than 5 mega ohms
per km 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.
(h) 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.
(i) All conductors in signalling cables must be tested for their insulation before
commissioning.
(j) The conductors of the cables 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) After the insulation tester is disconnected when the test is completed. This
is in the interest of safety of personnel and protection of equipment.
(k) 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
15.5.1 Testing of Cables
(a) 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-MS1. 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.
(b) 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.
(c) 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.
(d) 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 existing cables. Suitable instructions in this regard shall be issued by
the Railway in the form of a joint circular.
(e) 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.
(f) Earth Leakage Detector (ELD): Shall be provided in all signalling installations
and shall be interfaced with Datalogger (where ever feasible) for remote
monitoring.
Note: For Maintenance Schedules of ELD, please refer to Annexure: 15-MS2.
15.5.2 Periodical Testing of Signalling cables shall be as under;

(a) First measurement of insulation of the cable should be carried out after
laying of the cable and after first monsoon for all the conductors.
(b) After major work in a yard, all cables should be meggered afresh.
(c) In all other cases, Insulation Resistance shall be tested periodically as
given below.
Type of Cable Periodicity

i) Main Cable Every 2 years
ii) Tail Cables – Signal/Track/Points etc Once in 1 year
iii) Spare conductors Once in 1 year

Note: This Chapter has under mentioned Annexures in Appendix I

No
1 15-MS1 Maintenance Schedule of Cable, Cable Insulation Resistance Test Sheet,
Instructions for Insulation Resistance Testing of Signalling Cable.
2 15-MS2 Maintenance Schedule of Earth Leakage Detector (ELD).
Drawing
S. No Description
No
1 15-D1 Drawing for RCC cable marker.
2 15-D2 Drawing for cable laying when rock faced at;
300 mm (Sheet 1 of 3),
400 mm (Sheet 2 of 3),
600 mm (Sheet 3 of 3).
3 15-D3 Drawing for RCC duct 500 mm (Sheet 1 of 2) & Drawing of RCC split
pipe. (Sheet 2 of 2).
4 15-D4 Drawing of DWC split pipe (120 mm dia).
5 15-D5 Drawing for Road/Track crossing.
6 15-D6 Drawing for Cable trough for metallic bridge.
7 15-D7 Drawing for Cable laying on culverts.
8 15-D8 Drawing for Cable laying on culverts with high flood level.
9 15-D9 Cable core plans for a;
4-Road station with PI (Sheet 1 of 3),
6-Road station with Distributed EI (Sheet 2 of 3),
6-Road station with PI with either side cable Huts. (Sheet 3 of 3 ).
10 15-D10 Cable Plan for Electric Lifting Barrier (ELB) at Station.

Chapter 16: Power Supply Systems for Signalling Installations
Section 1: Power Supply General
16.1.1 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 Railway
Board/RDSO is unsuitable for a specific application.
(a) At all locations, secondary batteries of appropriate capacity shall be
provided for signalling circuits.
(b) Normal power supply for signalling installations shall be 230 V AC (single
phase) or 415 V AC three phase. Any other supply may be used with the
specific approval of the Chief Signal and Telecommunication Engineer
incharge of the work.
(c) Power supply system shall be such that fixed stop signals for approaching
train do not become blank when main power supply source fails.
(d) Power supply system with secondary batteries of approved type and
adequate capacity shall be used for signalling applications.
Section 2: Sources of Power Supply

16.2.1 Railway Electrified Area
(a) Electric supply for signalling and telecommunication installations in RE
areas shall normally be provided through Auxiliary Transformers (ATs) of
suitable capacity by tapping 25 KV OHE.
(b) On double/multi line sections, the power supply shall be drawn from 25 KV
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.
(c) On single line section where power supply is drawn from a single AT, a DG
set of suitable capacity shall be installed.
(d) At stations where local power supply is also available, it shall act as a
stand-by source of power supply.
(e) In big yards, DG sets of adequate capacity shall be installed in addition to
supply from ATs and local source.
(f) 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 source supplies. In addition, manual change over facility shall also
be provided in the control panel. The power supply control panel, in coming
cable (other than from DG set) and other associated arrangements shall be
provided and maintained by Electrical Dept.
Chapter 16: Power Supply Systems for Signalling Installations Page 323 of 530
(g) The supply from the power supply control panel as provided by Electrical
Dept. shall be taken to various S&T locations by S&T Dept.
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 two km of power supply control panel. For locations which are
at two km or beyond, a separate set of ATs and power supply control panel
shall be provided.
(h) In case of IB Signals, separate set of ATs shall be provided, with

Automatic change over switch.
Note: Please refer to Para No. 20713 of ACTM, Volume-II, Chapter-VII.
(i) DG sets, where installed, shall be provided with push button start/stop
facility. As per site requirement and feasibility, it shall also be possible to
operate remotely.
16.2.2 Non Railway Electrified Area
(a) For Colour Light Signalling (CLS) installations, local power supply shall be
used as main source of supply. In addition, two standby diesel generators
shall be installed. These generators shall be of standard make and of
adequate capacity for reliable and trouble free service.
(b) The output supply of these generators, along with local supply, shall be
brought to the ASM office and connected to auto/manual change-over
panel compatible to RE.
(c) Solar Photo Voltaic System/Solar Panels (approved type) may also be used
as power supply at wayside stations, LC gates in those areas having sufficient
sun light and are not theft prone.
(i) A solar panel consists of a number of modules (Typically 12 V each) which

are connected in series and parallel configuration to provide a specific
voltage and current to charge a battery bank, which in turn supplies
necessary power supply to signalling and telecommunication applications.
(ii) They may be used to charge battery bank of Integrated Power supplies
or may be used in for signal lighting by using invertors. Main
components of solar photo voltaic system are;
 Solar Array
 Battery bank
 Solar charge controller
 Field junction box
 Solar Module Mounting Structure
 Earthing Kit
 Cables
The number of solar panels to be installed, shall be decided based on
requirement of charging current and voltage. Regular cleaning to be done
on the surface solar panels to remove dust.
(d) For all new installations even in Non RE area, power supply arrangements
shall be designed suitable to RE.
Section 3: Distribution of Power Supply

16.3.1 Arrangements
(a) 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.
(b) Visual Indications showing availability of power supplies from various

feeders shall be provided for information of the ASM/Gate man.
(c) 230 V 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.
(d) Power supply system shall be monitored through Datalogger as required.
Section 4: Power Supply Equipment

16.4.1 Equipment General
(a) All power supply equipment such as battery chargers, transformers, voltage
regulators, transformer-rectifier sets, Inverters, Batteries etc. shall be procured
as per approved specifications.
(b) Battery chargers for axle counters shall have in-built filters to maintain
ripple content below specified value.
(c) Standby power equipment such as battery chargers, transformers, Voltage

regulators, Transformer-rectifier sets etc. may be provided.
(d) 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.
(e) Integrated power supply system of approved type shall be used at CLS
installations.
(f) Maintenance free cells wherever provided, shall be used only with charger
suitable for charging maintenance free cells as per approved specification.
(g) AC supply for signal transformers shall be derived from a voltage regulator of
approved type.
(h) Separate Transformer shall be used for feeding signals and track feed
chargers.
(i) The current rating of battery charger may be derived from the following
formula - Current rating of charger = Load current + AH/10 capacity of cell.
(j) Battery chargers shall not directly feed the line circuit of Block Instruments.
Section 5: Installation of Secondary Cells

16.5.1 Charging & Installation
(a) Secondary cells of approved type shall be used. The cells shall be installed
as per approved drawings.
(b) 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).
(c) The batteries shall be so installed that they are away from direct rays of
sun and any heat radiating equipment.
(d) 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.
(e) The batteries shall be kept properly aligned and suitably numbered. An
adequate clearance shall be kept between the cells.
(f) 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.
(g) Battery grade sulphuric acid conforming to IS 266, diluted with distilled
water conforming to IS 1069 shall only be used as electrolyte.
(h) 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 electrolyte.
(i) Always acid shall be added to water. During mixing, the solution must be stirred
constantly so that its temperature does not exceed 500C. Suitable protection
like goggles, rubber gloves & an apron shall be used while working on
electrolyte.
(j) On receipt of charged secondary cells, level 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.
(k) Hydrometer of approved type shall be available in the battery room.
(l) At the time of installation, capacity test shall be done and record shall be
maintained, by an official not below the rank of SSE/JE (Signal).
Section 6: Installation of Power Supply Equipment

16.6.1 Procedure for Installation
(a) 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.
(b) Transformers and battery chargers of adequate capacity and of air-cooled

type shall be provided.
(c) Power equipment shall be housed in well ventilated locations/rooms.
(d) Wires connecting equipment shall be of adequate size so that there is not
more than 0.5% loss in voltage.
(e) 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.
(f) Maintenance instructions for self-regulating battery charger as per

IRS:S: 86-2000 are given in Annexure:16-MS2. Installation shall be done
by an official not below the rank of SSE/JE (Signal), as per RDSO
specification No. IRS. S86-2000 or latest.
(g) All power equipment along with suitable SPDs shall be connected to
earthing, having earth resistance <1 ohm.
Section 7: Installation of DG Set

16.7.1 (a) Environmental friendly DG sets shall be installed at suitable location with
proper foundation.
(b) The diesel generator set shall be mounted on anti-vibration pads.
(c) 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.
(d) 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.
(e) The connection between the battery and the DG Set shall be done with
wires of sufficient cross section to avoid drop in voltage.
(f) The self-starting battery shall normally be on trickle charging mode.
Section 8: Maintenance of Secondary Cells

16.8.1 (a) Maintenance, testing 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 equipment functions satisfactorily.
(b) The battery room and location boxes shall be kept well ventilated, free
from water, oil or dust. Surroundings and batteries shall be kept clean.
(c) Connecting cables shall be flexible and sufficiently long, to prevent strain
on the battery terminals.
(d) The electrical connection shall always be kept tight.
(e) The terminals and connections shall be coated with pure vaseline or
petroleum jelly to prevent corrosion. Grease shall not be used.
(f) The Electrolyte shall be maintained at the correct level by topping up as

often as necessary with distilled water.
(g) Electrolyte lost due to spillage shall be recouped with electrolyte of the
same specific gravity as that of other cells in the circuit. Electrolyte shall
not be added in any other circumstances.
(h) 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-MS3, Annexure:16-MS4.
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
16.9.1 (a) 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.
(b) The working of 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.
(c) The power equipment shall be cleaned by blower or any other suitable
device to remove dust etc.
(d) The wiring shall be checked to ensure that wires are in good condition and
connections are properly tightened.
(e) Record of voltages and load current of all power equipments shall be
maintained on the prescribed format. Remedial action shall be taken in
case any abnormality is observed.
(f) Insulation of transformers shall be meggered at 500 V annually.
Section 10: Maintenance of DG set

16.10.1 (a) Fuel tank shall be cleaned periodically. Fuel shall be filled through a wire gauge
filter which shall form part of fuel tank. Before filling up, unused fuel shall be
decanted/replaced if the DG set has been idle for a considerable time.
(b) Lubricating oil shall be periodically checked and proper level maintained.
(c) 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.
(d) 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.
(e) Leakage of fuel oil, lubricating oil and radiator water shall be effectively
checked.
(f) 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.
(g) Automatic starting device, where provided, shall be tested periodically for
effective starting during power failures and low voltage condition.
(h) Flexible coupling between the engine and the alternator shall be checked
for elongated holes and replaced in time.
(i) The no load and on load voltages of the alternator shall be maintained
within limits and the governor shall be adjusted during periodic
maintenance to the RPM specified and for 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.
(j) 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 SSE/JE(Signal).
(k) 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.
(l) Adequate number of consumable spares, as required for regular upkeep,
shall be kept ready with the SSE(Signal).
(m)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.
(n) Automatic fire detection and alarm system with or without automatic fire
suppression system (as applicable) may be provided. Firefighting
equipment shall be kept in the power supply equipment room.
Note: This Chapter has undermentioned Annexures in Appendix-I

1 16-MS1 Maintenance Schedules for Integrated Power Supply System.
2 16-MS2 Maintenance Schedules for IPS with Battery Bank Readings.
3 16-MS3 Maintenance Schedules for Discrete Power Supply.
4 16-MS4 Maintenance Schedules for Conventional Power Equipment
(Stabilizer, Charger & Inverter) with Battery bank Readings.
Note: This Chapter has under mentioned Drawings in Appendix-II

Drawing
S. No Description
No
1 16-D1 Scheme of Power Supply Arrangement for Distributed Electronic
Interlocking (Sheets-4).
2 16-D2 Power Supply Arrangement for Central Electronic Interlocking
(Sheets-4).
3 16-D3 IPS Arrangement for Interlocked LC Gate & IBS (Sheets-2).
Chapter 17: Train Detection - Track Circuits & Axle Counters
Section 1: Track Circuits
17.1.1 Track Circuits General
(a) A closed type track circuit shall be provided to prove the clearance of rail
track.
(b) 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.
(c) 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 (26 meters).
(d) Series Connection of Tracks: The various portions of tracks in a line

shall, as far as possible, be connected in series.
(e) Track relays shall be of an approved design.
17.1.2 Permanent Way Requirements of Track Circuits
(a) 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 also applies to glued insulated
joint.
(b) Where staggering cannot be avoided the distance between staggered

joints shall not exceed the minimum wheel base of the vehicles.
(c) 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.
(d) Fish bolts at the joints must be kept tight and the sleepers well packed in
the vicinity of the joints.
(e) 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.
(f) 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
50 mm. Well screened ballast right up to the formation level shall be
provided.
Chapter 17: Train Detection Track Circuits & Axle Counters Page 331 of 530
(g) 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.
(h) 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.
(i) Rail screws should preferably be used in place of dog spikes at insulated
joints.
Note: The requirements mentioned in the para no. 17.1.2(a) to (i) are covered in
the chapter II, Part "H" of Permanent Way Manual.
(j) 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.
(k) 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.
(l) In case of turnouts and crossings, insulated stretchers, insulated gauge tie
plates and insulated crossing plates shall be provided as per approved
drawings.
(m) GFN liners shall be provided in the track circuited area using concrete
sleepers.
(n) Track circuited area shall be free of vegetation. Only insulated trolleys
shall be used.
Section 2: Installation of DC Track Circuits

17.2.1 Location of Track Relays
(a) Track relays shall be located at the entry end of the track circuits wherever
possible.
(b) Where track relays cannot be located in the cabin/Relay Room, they shall
be housed in locations of an approved type.
(c) 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.
(d) 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.
(e) The feed and relay ends shall be connected by separate and individual
cables.
(f) Relay End and Feed End of the track circuit should be located at the
boundaries of the track circuit.
(g) 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.
17.2.2 Jumper Connections
(a) 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.
(b) Jumper connections, preferably duplicated, shall be so arranged that they

are as far as possible protected from damage.
(c) 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.
(d) 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.
(e) The lead wires used for connecting the feed set to the feed end boot leg/track
lead Junction Box (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. Lead wires crossing the track should be protected
through suitable means.
(f) Track lead JB shall be clear of ballast.
(g) The Feed as well as Relay Ends +ve & -ve leads shall be connected by
using individual 2 x 2.5 sq.mm cable, duly paralleled at each end.
17.2.3 Bond Wires and Rope Wires
(a) Bond wires/Rope wires shall be of an approved type. Duplicate wires shall
be installed close to the fish plate, it is desirable to use bond wire clips for
securing the bond wire.
(b) 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.
(c) The resistance of rail and bonding per 1000 meters of track shall not
exceed 0.5 ohm for track circuits longer than 700 meters. A rail and bond
resistance up to 1.5 ohm per 1000 meters of track may be allowed for
length of track circuit less than 700 meters.
(d) The rail bonding and connections to the relay and feed set shall be made
according to approved drawings.
(e) The lugs of impedance bond connections shall be firmly fixed by pressing
rivets into the web of the rail with a bond press.
17.2.4 Track Circuit Terminations
(a) 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
meters.
(b) Cut Section (Fed Over) Arrangement of Track Circuits: Where cut
section track circuits are installed, the track relays concerned, when de-
energized, shall open the track feed and shunt the track circuit.
*Note: Fouling marks should be fixed at the point at which the spacing between the
tracks, begin to reduce to less than the minimum as laid down in the schedule of
dimensions, i.e. not less than 4.265 m for existing yards and 5.3 m for new yard lines.
(Para No. 650 of IRPWM)
17.2.5 Insulated Rail Joints
(a) 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.
(b) Insulated Rail Joints shall, as far as possible, not be provided on the outer
rail in curves. Insulated rail joints shall be so placed to minimise dead zone
(where a standing vehicle is not detected).
(c) Before an insulated joint is installed, it shall be ensured that permanent

way requirements stipulated in Para no. 17.1.2 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:
(i) 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
and alignment, the fish bolt can be easily inserted by hand pressure.
(ii) If an end-post, projects above the rail at the 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.
(iii) The distance of 13 meters between the insulated Block Joint or Detection
Point and the starter Signal can be reduced from 13 meters to 3 meters
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 meters in advance of the starter signal.
(iv) 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.
(d) Only 'J' type clip shall be used in glued joint portion of track.
17.2.6 Track Indicators: At Track circuited stations where track indicators are
provided, the following arrangements shall be made:
(a) At Panel Interlocked/Route Relay Interlocked Stations
(i) 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.
(ii) 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.
(iii) In case of berthing track having multiple track circuit sections, it is

desirable to show individual indications of each track circuit on the panel.
(b) At Other Stations: The indicator shall show yellow/white Light when the
line is unoccupied and RED when line is occupied.
17.2.7 Limiting resistance of DC track circuits shall be adjustable and of an approved

type.
17.2.8 Track Relays
(a) DC track relays of approved design shall be used. In future installations,

only plug in type track relays (9 ohm) shall be used, both in Non-RE & RE
areas.
(b) Q series track relay must be used in conjunction with Q series slow to pick
up relay as a repeater relay.
(c) 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.
17.2.9 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
Sl. RE/ Type of Track Relay to
Sleeper (Yard/ Resistance in Track
No. Non-RE be used
Block) in Ohm per Ohms Circuit in
Km meters
1 Non-RE *Wooden/PSC Block 4 0.5 1000 QT type 9 ohm
2 Non-RE *Wooden/PSC Yard 2 0.5 670 -do-
3 RE *Wooden Block 4 0.5 450 QT 9 ohms AC immune
4 RE *Wooden Yard 2 0.5 450 -do-
5 RE PSC Block 4 0.5 450 -do-
6 RE PSC Yard 2 0.5 350 -do-
7 RE PSC Yard 2 0.5 750 QBAT in conjunction
with QSPA1 with B type
choke at relay end
(* where existing)
17.2.10 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.
Section 3: Maintenance of DC Track Circuits

17.3.1 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.
(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.
17.3.2 DC 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 defective track relay should be immediately replaced and a brief report
stating the nature of the defects shall be submitted to ASTE/DSTE/ Sr.DSTE.
On no account should any attempt be made by the field staff to rectify the
relay.
(d) 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.
17.3.3 Insulated Rail Joints (IRJ): 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.
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.
17.3.4 Stretcher Bars and Point Rodding Connections
Insulation for stretcher bars and point rodding shall be periodically checked to
see that they are in sound condition. All defective insulation shall be changed.
17.3.5 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 at 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.
17.3.6 Jumper Connections: Jumper connections shall be inspected frequently and

maintained in good condition. Long jumper connections shall be properly
secured.
17.3.7 Ballast: Minimum ballast resistance of track should not be less than 2 ohms
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.
17.3.8 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).
17.3.9 Joint Inspection of Track by S&T and Permanent Way Inspector
(a) The track circuited portion of the track shall be jointly inspected by SSE
(Signal)/incharge and SSE(P-way)/incharge and jointly by Sectional SSE/JE
(Signal) & SSE/JE (P-way) at least once in six months.
(b) 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.
17.3.10 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.
17.3.11 Track Circuit Test Record Card
(a) Track circuit test record Card No.S&T/TC-1, Annexure: 17-MS1 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.
17.3.12 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.
17.3.13 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. (Axle Counters
shall not be provided in parallel to “Rusty Rail Track circuit”)
Note: Refer to Annexure: 17-MS2 for maintenance schedule of DC Track Circuits.
Section 4: Audio Frequency Track Circuits (AFTC)

17.4.1 Audio Frequency Track Circuits (AFTC) – General
(a) 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.
(b) Main features of Audio Frequency Track Circuit are:
(i) Built in time delay, therefore a slow to pick up QSPA1 Relay as TPR is
not required.
(ii) Can be used in most AC, DC electrified and non-electrified areas.
(iii) Can be used in end or centre-fed configuration.
(c) Only approved type Audio Frequency track circuit shall be used.
(d) Track circuit shall not be configured in single rail mode operation.
(e) Audio Frequency Track Circuit may be operated as local fed or in a remote
fed mode.
(f) Audio Frequency Track Circuit’s components are

(i) Tuning unit
(ii) Transmitter
(iii) Receiver
(iv) Power Supply
(v) Track Connections
(vi) Impedance Bond (as applicable)
17.4.2 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.
(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 a 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 meters
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 meters
in end fed mode.
Note: (i) AFTC shall not be used for new works. Existing one shall continue to be
maintained.
(ii) Refer to Annexure: 17-MS3 for maintenance schedule of AFTC.
Section 5: Precautions for DC Track Circuits & AFTC in RE Area

17.5.1 Track Circuits in RE Area
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.
17.5.2 Single Rail DC 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 uninsulated 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 uninsulated 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. In such case O.H.E. bonds crossing the
track circuit rail shall be provided with suitable precaution by electrical
department like insulating sleeve and clearance from bottom of the rail to
avoid shorting of track circuit rail with uninsulated rail.
(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
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.
(Ref: Drg no. 17-D3)
(d) In the case of adjacent track circuits, the return rail shall be staggered.
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) Approved type of AC immunised track relays shall be used in AC traction

area.
(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 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 8.8 V.
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 Amperes. 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 Amperes on single- track section and
600 Amperes on double track- section.
(i) Before installation of single rail DC track circuits in AC Electrified areas,

measurements of stray DC currents shall be taken in accordance with the
instructions in Annexure: 17-A1. 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.
(iii) 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.
17.5.3 Audio Frequency Track Circuit for RE Area
(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.
(d) Only approved type Audio Frequency Track Circuit shall be used.
(e) 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.
(f) Impedance bond shall be used where there is no provision in design of

Audio frequency track circuit to balance the traction rail return current.
(g) Electric Traction Units shall be critically examined for harmonics generated
by them before they are brought into service.
17.5.4 Impedance Bonds (as applicable) in RE Area for AFTC
(a) Impedance bonds used on 50 Hz electrified lines shall be of 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

400 Amperes continuously (200 Amperes in each rail), with a peak loading
of 1000 Amperes 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.
17.5.5 Installation & Maintenance 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 attention is given to the testing during installation and also
during maintenance of traction return bonding.
17.5.6 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 430 V 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 final approval 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 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
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. (Ref: Drg no. 17-D3)
(iv) On single line track circuited sections, a continuous earth wire is
provided on the traction mast capable of carrying full traction return
current. The uninsulated 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 given at Drg No.17-D3.
(v) Typical bonding examples with single rail track circuits are shown in
Drg No.17-D3.
(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 Bonds in RE Area
(i) Rail Joint Bonds: Rail joints in track circuited areas shall be bonded
using two 8 SWG 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) It is essential that the traction return and track circuit bonding is
maintained in its design condition. The SSE/JE (Traction) and SSE/JE
(Signal) of section will arrange for physical inspection at six months
intervals to ensure conformity with approved Bonding Plan. In the
event of faulty connection or bond being found immediate remedial
action will be taken to restore system Integrity. The results of the joint
inspections shall be entered in a register maintained by the SSE/JE
(Signal) and put up within a month for the scrutiny of the Sr. Divisional
Signal and Telecommunication Engineer/Sr.Divisional Electrical
Engineer (OHE). Responsibility of maintenance of traction bonds is
with electrical department.
(vi) Detailed instructions for bonding of track are given in the AC Traction
Manual.
Section 6: Axle Counters - General
17.6.1 Axle Counter consists of track device (axle detector) mounted on the rails,
track side 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 may
be kept in relay room or site.
(a) Digital Axle Counters of approved type may be used in lieu of track circuits
to prove the clearance of a portion of track.
(b) 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.
(c) Digital Axle Counter (DAC) may be preferred on girder bridges in lieu of
DC track circuits.
17.6.2 Typical usage of Axle Counters is for following applications:
(a) Intermediate Block Stop Signalling.
(b) Automatic block signaling.
(c) Station Section having poor drainage, flood prone sections.
(d) Block Section Proving of Clearance (BPAC).
(e) Tracks having problem of rust.
(f) Tunnels and bridges as per site requirement.
17.6.3 Trolley Suppression
Axle counter shall not count standard 4 spoke wheels of push trolleys.
Note: In those sections where certain models of Motor/Light motor/Moped/Scooter

trolley in use which may not get detected shall be taken care of, by suitable
provisions in Station Working Rules, working Time tables and subsidiary Rules. Such
Trolleys shall be run as per GR 15.25 for working of Motor trolleys.
Section 7: Installation of Axle Counters

17.7.1 The installation of Axle Counters shall be done as per prescribed installation
guidelines of OEM and approved pre-commissioning checklist.
17.7.2 The important features of the installation procedure are:
(a) Trolley Suppression: On sections where trolleys are in operation and

existing axle counters do not have inbuilt trolley suppression arrangement,
the 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, trolley suppression arrangement can be dispensed with.
Note: In future, digital axle counters having inbuilt provision of trolley suppression
shall only be provided.
(b) The distance between the two adjacent axle detectors of different axle
counters shall be at least 2 meters or as specified in OEM manuals, so as
to minimise mutual interference.
(c) To protect axle detectors against damage (from hanging parts of moving
trains), deflectors shall be provided, on both sides of the axle detectors on
single line and one side on double line.
(d) The track side electronic equipment shall be housed at a location close to
the axle detectors 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.
(e) The incoming cables from axle detectors and evaluator may first be
terminated on a cable distribution board to provide facility for testing.
(f) 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.
(g) Ensure minimum of 400 mm Sleeper spacing & 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
(h) 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 backup. At remote locations track side electronic
equipment may be provided with separate power supply. The input power
supply shall have a maximum ripple of 50 mV peak to peak/10 mV rms.
(i) 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.
(j) The power to evaluator is fed from a power supply like DC-DC converter
of approved type with adequate battery backup. Each evaluator shall be
provided with a separate DC-DC converter for better availability. The input
power supply shall have a maximum ripple of 50 mV peak to peak/10 mV
rms.
(k) 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.
(l) 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.
(m) Where ever Integrated power supplies are provided, power for axle counter
shall be taken from nominated DC-DC module.
(n) Redundancy in train detection devices may be provided for all train
detection device in Block section and at vulnerable Track sections within
station section. Redundant system shall be independently powered through
independent power source and separate cable.
17.7.3 Communication Media
(a) The quad cable or PIJF Telecom Cable used with axle counters shall be of
approved type. The Transmission loss, cross talk measurements shall be
within limits specified for the axle counter to be installed. Optical Fibre
Cable (OFC) may also be used for communication with suitable interfaces.
(b) All precautions prescribed for laying and installation of communication
cables shall be strictly followed.
17.7.4 Axle Counter Resetting - Block Section/Intermediate Block Signalling/
Automatic Signalling:
(a) Preparatory reset arrangement shall be provided, so that whenever the

axle counter shows fault condition; the same can be reset by the on duty
Assistant Station Master/Station Master, after ensuring that the monitored
portion is clear of vehicles.
The following precautions shall be followed for resetting.
(i) Once the Axle Counter has failed and the concerned signal cannot be
taken off, the on duty Station Master (ASM) of Train dispatching station
shall positively verify the clearance of the block section with the on duty
Assistant Station Master (ASM) of Train receiving station by exchange
of private numbers and record the same in Train Signal Register (TSR)
by both the stations. After ensuring that the block section is clear of
vehicles, Axle Counter`s reset operation shall be initiated by cooperative
effort between the ASM`s of the dispatching and the receiving stations.
(ii) The circuitry shall be such as to obviate the possibility of the resetting
by the dispatching/receiving station independently.
(b) The reset box shall be operated by a key which shall be kept locked in a
separate box kept in the SM’s office. Each and every operation of the reset
button shall be counted on a non-resettable type counter and shall be
recorded in the Train Signal Register by both the SMs, indicating the
movement before and after the operation of the reset button. During
inspection of the stations the Signal and Traffic Inspecting officials shall
specifically checkup and ensure that the system of exchange of private
number is being followed meticulously.
(c) The procedure of resetting, verification of clearance of concerned axle

counter section from any obstruction/vehicles before resetting is initiated
and piloting of the first train shall be clearly laid down in the Station
Working Rules.
17.7.5 Axle Counter Resetting - Station Section: Where Axle Counter is provided
in station section, the following procedure shall be followed for resetting:
(a) Cooperative Type for Point Zones/loop lines/siding: Once the Axle
Counter has failed and is showing fault condition, the on duty ASM/ Station
Master (SM) shall first arrange to verify that line on which train is to be
received is physically clear of any obstruction. Such physical verification of
failed Track section shall be done through Line verification box (LV box)
which shall be installed close to the line to be verified. The resetting shall
be cooperative and done jointly by the on duty ASM along with another
Operating Staff, who shall verify physical clearance of Line and operate the
line verification box for the failed Track section of axle counter.
(b) Main lines/Run through lines: Preparatory reset arrangement shall be

provided.
(c) The reset box shall be operated by a key which shall be kept locked in a
separate box secured in the SMs office. 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.
(d) 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.
(e) The first train after the reset operation may be either received on calling-on
signal or piloted as per the extant rules after verification of the clearance of
the reception line.
Explanatory Note: An overview of Axle Counter resetting is shown in Table-below.
S. Line/Section Type of Reset To be applied by Axle Counter status

No. (1) (2) (3) (4)
1 Block Section/ Preparatory On duty ASMs at After operation in Column (3)
Auto/IB section Reset both ends of and will show ‘clear’ only
Block Section after matching ‘count in’ with
‘count out’
2 Main line/ Run Preparatory On duty ASM -do-
through line Reset
3 Point zone/loop Conditional On duty ASM Will show ‘clear’ after
line/Siding Reset and another operation in Column (3)
operating staff
17.7.6 If Axle Counter cannot be reset, due to any reason or it fails again after
resetting, it should be treated as failed and the Signalling maintenance staff
should be advised immediately for rectification.
Section 8: Maintenance of Axle Counters

17.8.1 Maintenance of axle counters shall be done as per RDSO's guidelines and
maintenance recommendations of equipment manufacturers.
(a) 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.
(b) 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.
(c) Tie Tamper shall not be used for 4 sleepers on either side of the track
devices. Incidentally they should be manually maintained.
(d) Replacement of components of Axle Counters shall be done with utmost care
and as per technical manuals of OEMs. As a general rule, any maintenance
activities in track device area, like, ballast packing & rail changing etc. that
require disconnection of track devices and adjustments of axle counter
parameters shall not be done in working system. Where required,
maintenance staff shall take proper disconnection, duly de-energizing the
related sections of Axle Counters from CT rack/disconnection terminals
before starting indoor/outdoor maintenance activities. Once work is completed
the section should be connected/energised 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.
(e) 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.
(f) Wherever feasible, It is desirable to monitor working of axle counters

through Dataloggers with a suitable interface.
Note: This chapter has under mentioned Annexures

Measurement of Stray Direct Current before Installation of DC Single
1 17-A1
Rail Track Circuits
Note : This chapter has under mentioned Maintenance Schedules in Appendix I

1 17-MS1 Maintenance Schedule of Track Circuit Test Record Card
2 17-MS2 Maintenance Schedule of DC Track Circuit
3 17-MS3 Maintenance Schedule of Track Circuit – AFTC
4 17-MS4 Maintenance Schedule of Analog (Universal) Axle Counter (UAC)
5 17-MS5 Maintenance Schedule of Digital Axle Counter (DAC)
6 17-MS6 Maintenance Schedule of Multi Section Digital Axle Counter (MSDAC)
Note: This chapter has under mentioned Drawings in Appendix II

S.No. Drawing No. Description
1 17-D1 Drawing for Track Lead Cable Connections
2 17-D2 Track Circuit Bonding Diagram for Typical 4 Road Station (Double line)
Cross Bonding in Double line and Single line Track Circuits, Earth
3 17-D3
Wire in Single line
Para No. 17.5.2(i) Annexure: 17-A1
Measurement of Stray Direct Current before Installation of

DC Single Rail Track Circuits
1.0 Before installing a DC Track Circuit in areas, which are to be AC Electrified, stray Direct
Current tests shall be carried out so as to ensure that DC 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’.
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 V.
(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 meters long, the highest acceptable
figure of stray current is 10 mA.
Chapter 18: Block Instruments, BPAC & IBS Working
Section 1: Block Instruments General Requirements
18.1.1 General
(a) All block instruments shall be of robust construction and approved type only.
(b) On sections where AC voltages are induced due to power line parallelism,
suitable block instruments with appropriate protective measures shall be
provided as per Section.
(c) Block instruments shall normally be worked on physical conductors. Where
required, block instruments may also be worked on Radio/Optical Fibre
Cable with appropriate security features.
(d) Lightning Discharger: All Block 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.
(e) 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.
(f) Locking and Sealing Facilities: Facilities shall be provided for locking and
sealing the Block instruments. The doors of the Block 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.
(g) Prevention of Unauthorized Operation: A lock or other device shall be
provided to enable the Station Master on duty to prevent unauthorized
manipulation of the instrument during his absence.
(h) 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.
(i) Bell Push: A Bell push button or a bell plunger shall be provided on the
instrument for exchange of bell codes.
(j) 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
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.
(k) Tokenless Block Instruments worked on physical conductors shall be worked
on metallic return circuits.
Chapter 18: Block Instruments, BPAC & IBS Working Page 356 of 530
(l) If section is installed with Embedded type Block working i.e. Block working
built into Electronic Interlocking, VDU kept in ASM room shall have Block
Indication display in both the VDU with hot standby feature. Display
Descriptions shall be followed as per Drawing No. RDSO/S/32019.
18.1.2 Special Requirements of Single Line Token Block Instruments
(a) Fixed Indications: The instruments shall be provided with visual indication
clearly giving the following indications:
(i) When the instruments are normal and there is no train in the block
section, "Line Closed" at both the stations.
(ii) When Line Clear for a train to leave the Block station in rear has been
given, "Train Coming From" at the receiving station.
(iii) 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.
(b) Current Indicator: An indicator, indicating the polarity of current, shall be

provided to indicate incoming and outgoing line currents.
(c) Operation: "Train going to" and "Train Coming From" - The instruments shall
be such that the cooperation 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.
(i) Before he can grant Line Clear to the Station Master at the other end of
the section to release a token, or
(ii) Before he can obtain Line Clear and extract a token.
(d) "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 indicated in para 18.1.2(c).
(e) 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.
(f) The instrument 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.
(g) 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
change the "Train Going To" condition until the token has been inserted in
one of the instruments of the Block section.
(h) 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.
(i) 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.
18.1.3 Special Requirements of Single Line Tokenless Block Instruments
(a) Fixed Indications: In addition to the fixed indications specified in para

18.1.2(a) 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.
(b) Immunity from Extraneous Currents: Single Line Token less block
instruments shall work on coded impulse/frequency modulated current
system so as to be immune from the effects of extraneous currents.
(c) "Train going to" and "Train Coming From": The instrument shall be such
that even with the cooperation 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.
(i) Before he sets his instrument to "Train Coming From".
(ii) Before he sets his instrument to "Train Going To".
(d) "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.
(e) "Line Closed": Both the instruments shall be restored to normal before a
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 18.1.3(c).
18.1.4 Operations: Push Button Tokenless Block Instruments
(a) "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.
(b) "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.
(c) Line Closed: Both the instruments shall be restored to normal before a
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.
(d) 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.
(e) Token less block instruments shall be provided with
(i) Audible indicators to warn the receiving station.
 When the train enters the block section at the sending station.
 When the train has passed the Home Signal at the receiving station.
(ii) Shunting key suitably interlocked with the Block instrument for use as
an authority for shunting behind the Last Stop Signal and up to the
opposing First Stop Signal.
18.1.5 Special Requirements of Double Line Block Instruments
(a) 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:
(i) Line Closed
(ii) Line Clear
(iii) Train On Line
(b) Current Indicator: The indicators provided as per para 18.1.5(a) may also
serve as the current indicators.
(c) 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.
(d) Audible Indicator: Where required, the instruments may be provided with
audible indicators
(i) to warn the receiving station when the train has passed the Home
Signal, and
(ii) to warn the sending station when the train has passed the Last Stop
Signal.
18.1.6 Non-Co-operative type Instruments
The requirements indicated in para 18.1.5 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.
Train Detection for Proving Block Section to be Clear: On sections where
use of track circuits/Axle counters 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 First Stop
Signal 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

18.2.1 In 25 KV electrified line only following type of block instrument shall be used:
(a) Single Line:
(i) Single Line Token instrument (Neal's)
(ii) Single Line Token less Block Instrument Handle type (Daido)
(iii) Block working with Axle Counter
(iv) Block Proving by Axle Counter
(v) Block working directly from EI
Note: (i) Neal's Token instrument shall be progressively phased out.
(ii) 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 (SGE)
(ii) Block working with Axle Counter
(iii) Block Proving by Axle Counter
(iv) Block working directly from EI
Note: If any other block instrument is to be used, prior approval of Railway Board shall
be obtained.
18.2.2 Media
(a) 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.
(b) 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.
(c) 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 room and the connected
block panel shall be provided in ASM room. In case the distance between
UFSBI and block instrument is more than 500 meters, block filter and block
bell and telephone shall be inserted in cable pairs connecting them.
18.2.3 Others
(a) 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-D4.
(b) The Block Bell shall be worked through Block Bell equipment of approved
type.
(c) 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. However,
the protective earth for SPDs of all Block equipments should be connected to common
ring earth of Indoor Signalling system.
18.2.4 Single Line 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 such that the relay is energized during the operation of plunger but is
dropped only after the condenser has discharged to a safe limit. The circuit
details are illustrated in Drg. No. 18-D5.
(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
Drg. No. 18-D6. In this case, slow to release relay is not required.
18.2.5 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 Drg.
No. 18-D7.
(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: Installation of Block Instruments

18.3.1 General Fixture
(a) All block instruments shall be of approved type only.
(b) The Table or other fixture on which instruments are placed must be
substantial and the Instruments are securely fixed there on.
(c) 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.
(d) 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.
Note: Painting of Block Instruments shall be in accordance with the painting scheme in
Annexure: 18-A1.
18.3.2 Transmission Media and Wiring
(a) 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 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.
(b) 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.
(c) 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.
(d) 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.
Note: All wires or cables shall be in accordance with the Indian Railway Standard
Specification or other approved specification.
18.3.3 Protective Measures against Power Line Parallelism
(a) Lightning Dischargers shall not be located in the Block Instrument but
installed separately and shall be the demarcating point for test purposes.
(b) It shall be ensured that induced voltage due to power line parallelism does
not exceed 150 V and the short circuit fault current does not exceed 430 V
as prescribed by CCITT.
(c) 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.
(d) Since the immunity of PR relay is only up to 10 V, block filters shall be used
in all block instruments using this relay where this limit is exceeded.
(e) Block filters shall be used with Handle type Block instruments using
frequency coded signal.
(f) 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.
18.3.4 Earthing
(a) 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 than1.5
meters and at a distance not less than 2.5 meters from any other earth. The
resistance of the earth should not be more than 10 ohms.
Note: Separate earth is applicable for only those equipments which work on earth
return. (This does not apply to block instruments which work on metallic return)
Also the protective earth for SPDs of block instruments to be connected to
common ring earth of Indoor Signalling system.
(b) 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 4 mm 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

18.4.1 (a) 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.
(b) 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.
(c) 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 type Token instrument.
18.4.2 Tests to be Conducted After Installation and Before Commissioning
(a) Check that correct polarities are connected to the instruments at both the
ends.
(b) Check that all mechanical parts are free to move without undue friction and
that there is no jamming of moving parts.
(c) 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.
(d) 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
18.5.1 (a) The instruments shall be mounted level. The instruments shall be so placed
as to have an easy access and space for their maintenance.
(b) Before installation, the instrument shall be checked for the following:
(i) Free from mechanical damage, corrosion. All nuts and bolts shall be
secure and complete.
(ii) The Front Panel shall be free from splitting, twisting or warping in case
of Push Button type instruments.
(iii) The seal of all the relays and counters shall be intact.
(iv) Sealing.
(c) 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.
(d) Block release shall be by operation of two track circuits sequentially.
18.5.2 Testing of Single Line Tokenless Block Instruments
(a) 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.
(b) Check that the Line Clear can be granted only when reception signals and
the Last Stop Signal are proved at 'ON'.
(c) 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.
(d) Check that the opposing Last Stop Signals of the block section cannot be
taken "OFF" at one and the same time.
(e) Check that the circuit for proving the arrival of a train is directional.
(f) 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
18.6.1 (a) 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 msec.
DC 3-position polarized line relay of approved type shall only be used in the
line circuit for block working.
(b) Block release shall be by the operation of two track circuits sequentially.
18.6.2 Tests to be Conducted at the Time of Installation
(a) 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
Clear" to "Train on Line" position.
(b) Check that the Block Clearance Relay picks up only after the commutator is
turned to "Train on Line" position.
(c) Check that the Last Stop Signal cannot be taken 'OFF' when the
commutator is in other than "Line Clear" position.
(d) 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.
(e) 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

18.7.1 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.
18.7.2 Census of Tokens: Each Sectional JE/SSE (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.
18.7.3 Damaged Tokens
(a) 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.
(b) Token so removed shall be replaced with another token of the same
number and all concerned advised.
18.7.4 Lost Tokens
(a) When a token has been lost and cannot be found after a thorough search, a
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.
(b) Particulars of lost tokens on Card No. S&T/TL, as per Annexure: 18-A2 shall
be conspicuously exhibited near the relevant instrument for the information
of the Operating Staff.
(c) 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.
18.7.5 Balancing of Tokens
(a) 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 Technician 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-A3, serially numbered. Each book before issue shall be
endorsed by Senior Section Engineer (Signal) as under: "Page _______ to
_______ checked and found correct".
(b) Technicians shall fill up portions 'A' and 'B' of Token Balance Book form
and take the signatures of – 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; and the receiving
Station Master to verify that token numbers mentioned in the book have
been correctly deposited in the relevant instrument.
(c) An entry in the "Train Signal Register" shall be made to this effect.
(d) Station Masters shall have instructions to advise the Technician (signal) by
wire/control message as soon as the balance of tokens in their token
balance register falls to "Six".
(e) Extracting of/replenishment of tokens in Token instruments shall be done
when the instruments are in the "Line Closed" position.
(f) Token pouches shall be kept in proper repair by the Traffic Department and
damaged pouches shall not be allowed to be used.
Note: Also refer to para No. 18.9.1.
18.7.6 Responsibility of the Operating Staff
(a) Staff operating the instruments is responsible for the safe working of the
instruments, which 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.
(b) Importance of Bell Signals: The provision of telephones does 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
18.8.1 (a) Technician shall ensure by a fortnightly check that
(b) Locks: Electrical or Mechanical Locks are in a condition that they are not
liable to be forced.
(c) Indicators: Indicators operate fully and return to the normal position
correctly when released.
(d) Contacts: All contacts are clean and free from pitting, if surfaces are pitted,
they shall be cleaned with chamois leather and refurbished.
(e) All springs are in good condition and kept properly adjusted.
(f) Relay Armatures: Relay armatures are free and return to their normal
position when no current is flowing.
(g) Track Circuits: Instructions as laid down in Chapter 17 of SEM shall be

adhered to.
(h) External Wiring: All wiring is in good condition and free from joints. Joints,
wherever necessary, are properly soldered and insulated.
(i) Terminal Screws: All terminal screws, lock nuts and locking screws are
kept tight and split pins opened.
(j) Batteries: All batteries are kept clean, terminals tight and free from dirt or
corrosion and maintained in accordance with instructions in Chapter 16 of
SEM.
(k) Lightning Protector: Lightning and power protective devices and earth
connections are effective and in good condition.
(l) 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.
(m) Receiver diaphragms are not buckled and are at the correct distance from
the pole pieces.
(n) Receiver ear piece fits correctly and is screwed tight.
(o) 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.
18.8.2 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 Token less Block
instruments. Push Button Token less Block Instruments, UFSBI Block panel,
and Embedded block working in Electronic Interlocking etc. do not require
overhauling. The associated polarised relay shall also be overhauled along
with the Block instrument.
18.8.3 Block Earths
(a) 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).
(b) 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: 19-A3. Where the resistance exceeds 10
ohms, action shall be taken to reduce the resistance by providing additional
earths in parallel.
(c) In AC electrified areas, two different Earths shall be provided for Discharger
and Block Earth.
(d) 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 of Single Line Block - Instructions
18.9.1 Single Line Token Instruments
(a) 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.
(b) 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.
(c) 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 1 mm above the rack; if not, the locks shall be changed. The edge of
the lock shall be square.
(d) It shall be ensured that all parts of the instrument, which undergo wear and
tear, are replaced at the time of overhauling.
(e) The locking Pawl shall be checked to ensure that it is correctly shaped,
square ended and the width is 9.5 mm.
(f) 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.
(g) It shall be checked that the notches in the rack are correctly shaped and
square.
Note: (i) RDSO Booklet No. STS/E/BTl/IMI may be referred to for detailed instructions
regarding maintenance of Token instruments.
(ii) Stipulation as given in section 7 of this chapter may be referred.
18.9.2 Single Line Tokenless Instruments – Push Button Type: The tests
enumerated in para 18.5.2 shall be carried out during routine maintenance.
18.9.3 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.
Note: (1) Tests enumerated for Double Line Block Instruments in para 18.6.2 shall also
be carried out during routine inspection.
(2) Maintenance Schedule for Block Instruments are given in Annexure: 18-MS1
in Appendix I. At stations having heavy traffic the Railways may prescribe
more frequent inspections, if considered necessary.
Section 10: Maintenance of Block Proving by Axle Counter
18.10.1 Block Proving by Axle Counter using UFSBI Block Panel
(a) 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.
(b) It shall be ensured that various signal levels at prescribed points of electronic
equipment are within permissible limits as per laid down instructions.
Section 11: Maintenance of Embedded type Block working

18.11.1 Block working built into Electronic Interlocking
(a) Maintenance and parameter of Embedded type Block working shall be

maintained as per maintenance schedule of Electronic Interlocking and
Video Display Unit (VDU) maintenance schedule issued from OEM
maintenance manual.
(b) It shall also be ensured that all equipment connected with EI related with
Block working shall work as per laid down instructions
Section 12: Intermediate Block Signalling (IBS)

18.12.1 General Requirements
(a) IBS is an arrangement made for increasing the section capacity by splitting
of a relatively a long block section into two portions namely rear section
and advance section by placement of IBS at the point of near bifurcation,
subject to other considerations, such as presence of steeper gradients on
approach of the IBS, neutral section, visibility of signals etc. If required, up
& down IBS may be staggered to suit the local condition.
(b) The rear section i.e. "station controlled intermediate block section" starts
from LSS of the rear station and ends at IBS including 400 meters block
overlap in that direction.
(c) 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.
(d) 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.
(e) Train entry into rear section i.e. "station controlled intermediate block section"
is controlled by LSS of rear station in that direction.
(f) Train entry into advance section i.e. “block controlled Intermediate Block
section” is controlled by IBS in that direction.
(g) 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.
(h) IBS system needs distant and inner distant signal where applicable for pre
warning of IBS.
(i) IBS works like Class C station & IB Distant signals are to be provided to
match with the section signaling.
(j) IBS block overlap of 400 m shall be separately monitored.
(k) Where axle counters are provided, resetting arrangements are also to be
provided.
(l) Provision must be there to indicate that a train has passed IBS at “On”
Position/blank.
(m) IBS system needs panel with various indications and push buttons at each
block station pertaining to direction of traffic.
(n) IB Signal shall be provided with a marker consisting of a white coloured

disc with letter 'IB' in black.
(o) Control of IBS lies with the SM of station in rear.
18.12.2 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 “On” position/blank.
(b) When Axle Counter fails.
18.12.3 IBS system will permit only one train in the entire block section, when a train
passes IBS at “On” position or axle counter is not clear even after the passage
of the train beyond the axle counter section.
Procedure to be followed by the Loco Pilot to pass IBS at “On” position/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 authorized 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.
Monitoring is required through indication for IBS blank.
18.12.4 IBS in Double Line:
(a) IBS should be interlocked with any of the approved means of block
working for Double line.
(b) IBS shall not be taken off for Train unless line clear has been obtained
from Block Station in advance.
(c) DLBIs/Block Panel of BPAC etc. pertaining to the monitoring of advance

section are placed at the rear and advance stations.
18.12.5 IBS in Single Line:
(a) Provision shall be there, to establish the direction of traffic for IBS in single
line.
(b) 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. 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.
(d) IBS should be interlocked with any of the approved means of block working
for Single line.
------------------------------------------------ ooooo -----------------------------------------------
General Note: (1) IB Signal shall be located in such a way, to split the block section
into near halves subject to other criteria. IB Signal shall not be provided in a Block
section with steep falling gradients, unless the brake power is adequate to enable the
trains being stopped at IB signal.
(2) One of the methods of providing IB signals using OFC (optical fiber cable) and
Multi Section Digital Axle Counter (MSDAC) is given at Annexure: 18-A4 as an example
for guidance only.

1 18-A1 Painting Scheme - Block Signalling Equipment
2 18-A2 Tokens Lost/Tablets Lost
3 18-A3 Token Balance Book
4 18-A4 Intermediate Block Signalling (using OFC, MSDAC)
Note: This chapter has under mentioned Maintenance Schedule in Appendix-I
1 18-MS1 Maintenance Schedule of Block Instruments (Single Line, Double
Line, Push Button)
2 18-MS2 Maintenance Schedule of Block Instrument – Double Line (Lock
& Block)
3 18-MS3 Maintenance Schedule of Tokenless Block Instrument - Single
Line (Push Button type)
4 18-MS4 Maintenance Schedule of Analog Block Axle Counter Systems
(BPAC): CEL MAKE
5 18-MS5 Maintenance Schedule of Tokenless Block Instrument - Single
Line (Handle Type)
6 18-MS6 Maintenance Schedule of Universal Fail-Safe Block Interface
(UFSBI)
Note: This chapter has under mentioned Drawings in Appendix-II

1 18-D1 IB Hut Layout Plan (Double line/Single line)
2 18-D2 IB Signalling with MSDAC & OFC (Double line) - (Sheets-2)
3 18-D3 IB Signalling with MSDAC & OFC (Single line) - (Sheets-2)
4 18-D4 Filter Unit for Block Circuits
5 18-D5 Protective devices for AC Electrified Area of Neale’s ‘A’ Type
Token Instrument - Earth Return
6 18-D6 Protective devices for AC Electrified Area of Neale’s ‘A’ Type
Token Instrument - Metallic Return
7 18-D7 Double line Block working with Protective Device for AC
Electrified Area.
Painting Scheme – Block Signalling Equipment
1. Single Line Ball Token/Tablet Token Block Instruments
(a) Body … Grey Enamel
Operating Handle, Bell except …

(b) Gong, Station Master’s Control Black Enamel
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
Chapter 18: Block Instruments, BPAC & IBS working Page 375 of 530
Tokens Lost/Tablets Lost
………….. RAILWAY
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)
Form S&T/TB
Token Balance Book
…………………… Railway
Signal & Telecommunication Dept.
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
Maintainer
Maintainer
each token
brought
brought
away
away
1 2 3 4 5 6 7 8 9 10
Annexure-18-A4
Intermediate Block Signalling (using OFC, MSDAC)
For Intermediate Block Section, the block section is divided into two sections of
approximately equal length where two trains can be accommodated simultaneously in each
direction of traffic. For Intermediate Block signaling, various schemes are in use in Indian
Railways based on different types of vehicle detection devices and mechanism used to
drive the remote IB Signals. Presently, the typical IB signaling schemes in existence are
(i) Conventional IB with copper cable
(ii) IB with Quad and copper cable
(iii) IB with EI and OCs
(iv) IB with UFSBI.
In all these above schemes, Analog axle counters/Single Section Digital Axle Counters/Dc
Track Circuits are used for track vacancy detection and to drive the signals at IB, to read the
status back and for resetting mechanism, various schemes have been used.
In addition to above, Multi Section Digital Axle Counters (MSDACs), with dual
detection in distributed architecture may also be used for track detection as well as
exchange of signaling information and resetting.
Reliability of conventional IB signaling may face two problems.

(i) The SSDACs are provided without duplication, which may lead to intermittent failures,
thus making the system less available.
(ii) Signaling and Power cables provided along the IB block section are terminated in
location boxes with at least 2 RE cuts between Station and IB requiring power supplies
in them. These location boxes are in inaccessible locations, which are difficult for
regular maintenance and also for attending to failures. With a number of location boxes
in the circuit, the probability of failure also proportionally increases.
Hence, the scheme with dual MSDAC for detection of track vacancy over OFC and IO-EXBs
for exchange of signaling information between two locations, duly minimising signalling &
quad cables, with no RE cut sections in between gives reliable working.
I. Introduction: The Intermediate block signalling consists of two major components.

A) Provision of axle counters for track vacancy detection in rear as well as advance sections
B) Exchange of signalling and reset information between IB and stations.
In the scheme presented here, dual detection with redundancy at each level including
communication media is adopted to achieve higher availability. Track vacancy detection
has been achieved through Multi Section digital axle counters and exchange of signalling
information is done by using Multiplexing facilities of MSDAC.
Chapter 18: Block Instruments, BPAC& IBS Working Page 378 of 530
II. Description of the Scheme
A. Typical layout of the scheme: The Intermediate Block Section between Two Stations is
reffered for easy understanding. The typical layout of the placement of different DPs
and Signals is as follows:
Fig 1. Typical Layout of IBS
A Relay hut of size 12 m x 5 m is provided to cater for RBG room at IB location. The IB
home Signals are typically planned in such a manner that, the UP and DOWN IB signals are
near to Relay hut and as such both signals are driven from the hut including the
corresponding distant signals. The nomenclature of DPs in DOWN direction is DN-DP1A, DN-
DP1B, DN-DP2A, DN-DP2B, DN-DP3A, DN-DP3B, DN-DP4A, DN-DP4B. Similar nomenclature
has been adopted for UP direction also.
B. Provision of MSDACs for track vacancy detection and defining the boundaries of track
section and Supervisory Track Sections:
DN-MAIN DN-REDUNDANT
FROM TO TRACK SECTION FROM TO TRACK SECTION
DNDP1-A DNDP3-A DN-AC-A DNDP1-B DNDP3-B DN-AC-B
DNDP2-A DNDP3-A 7 AC-A DNDP2-B DNDP3-B 7 AC-B
DNDP2-A DNDP4-A DN-BPAC-A DNDP2-B DNDP4-B DN-BPAC-B
DNDP1-A DNDP4-A DN-SPT-A DNDP1-B DNDP4-B DN-SPT-B
Fig 2. Boundaries of Track Section
Dual detection has been provided with redundancy for all other equipment as well as
communication media. The Typical IB section consists of Three track sections in each
direction.
(i) AS track section, which starts from the foot of LSS and ends at 400 meters ahead of IB
home signal (DN-AC)
(ii) IB track section, from the foot of the IB home signal to 400 meters ahead of the signal (7
AC)
(iii) BPAC section, from foot of the IB home signal to 180 meters ahead of the home signal of
the ahead station for proving block overlap (DN-BPAC). A supervisory track section (DN-
SPT) covers all these three track sections, which is used for second level of reset as
explained in later sections.
Dual detection:
Fig3. Dual Detection
There are few instances where it is observed single detection (whether SSDAC or
MSDAC) is prone to failures irrespective of precautions taken.
(i) Whenever a loaded rake movement is there over the coil portion, due to light
weight of the guard brake, there exists a considerable probability of the wheel
jumping over the coil causing a miscount and thereby counting mismatch and
failure of axle counter.
(ii) When there is a long haul movement or due to any unavoidable reasons, if the
wheel traces a to and fro movement over the portion of coil, the system goes into
hang state which requires rebooting of the same. This is prevalently observed not
only in SSDAC but also in MSDAC.
(iii) Unintended count due to food foil: It has been an experience in few cases, where
the Aluminum food foil which runs along the track gets struck and attaches to the
Rx Coil, which causes unintended out count or in count leading to failure of Axle
counter.
In all above cases, if dual detection is provided with staggering of coils, such failures may
be avoided through Automatic reset feature.
Redundancy of other components of MSDAC:

In order to avoid other equipment failures such as Power supply card, communication card,
mother board as well as relay driver card and relay failures, all are duplicated including
communication media.
Fig 4. Typical equipment Block diagram
As shown in Fig.4, the redundancy at equipment level is achieved as follows:

(i) At wheel sensor level, dual detection is provided with two DPs on either rail in each
direction of traffic.
(ii) Two separate TLJBs are provided with IP65 protection for termination of each DP.
Fig 5. Termination box for DP

(iii) The 6 quad cable from Relay hut to location box is duplicated and provided in two
different paths to achieve path redundancy.
(iv) Each Coil/DP is connected to an Advanced Evaluation Board (AEB) through a surge
protection device, for processing of data received from coil.
(v) Two evaluators (EVs), Main and Redundant (M&R) are provided in IB location as
well as adjacent stations. The main DPs of UP and DOWN direction are connected
to EV(M) and redundant(R) DPs of UP and DOWN direction are connected to EV(R).
The evaluated information is shared to Relay Driver card and COM-AdC. The COM-
AdCs at IB as well as adjacent locations are on a common network through
ethernet ports and in turn through dedicated OFC, via an unmanaged ethernet
switch as shown in Fig.4. The COM-AdCs of both M & R EVs are hot linked and any
failure of one of the board does not hamper the track detection.
(vi) There are two ethernet switches available for shared communication among the
MSDACs at all the three locations. One ethernet switch works on dedicated fibres
(Tx &Rx). Another ethernet switch works on a pair of quad cable. Alternatively, the
second one can also be provided over redundant fibre.
Fig 6. Ethernet Switch

(vii) The Vital Relays (ACPRs) of each track section are picked up at the Entry end of
track section (either in IB location or station). The status of vital relays exchanged
between two location through IO-EXBs depending on the need.
C. Exchange of signaling information between two locations
The IB signal relay status has to be repeated from rear station to IB location. Similarly the
status of IB signal as well as other vital and non vital indications have to be exchanged
between IB location and Stations. In order to achieve this, the IO-EXBs are used in either
location, with each pair exchanging 3 vital I/Os between them. The vital mode is typically
termed as quad mode in which 3 I/Os of vital information can be exchanged, where as
the non vital mode is termed as single mode, where 12 I/Os can be exchanged between
two locations with a pair of IO-EXBs. The typical Information required to be exchanged
between two locations is as follows.
AXR2-C1
BP-EXB4, EXB3-105
NW-IBS (DN)
INPUT - QUAD MODE OUTPUT-QUAD MODE
INPUT FUNCTION OUTPUT FUNCTION
INPUT 1A OUTPUT 1A
INPUT 1B OUTPUT 1B
7 DR-B 7 DECR-B
INPUT 1C OUTPUT 1C
INPUT 1D OUTPUT 1D
INPUT 2A OUTPUT 2A
INPUT 2B OUTPUT 2B
SPARE 7 RECR-B
INPUT 2C OUTPUT 2C
INPUT 2D OUTPUT 2D
INPUT 3A OUTPUT 3A
INPUT 3B OUTPUT 3B
SPARE SPARE
INPUT 3C OUTPUT 3C
INPUT 3D OUTPUT 3D
AXR2-C3
BP-EXB4, EXB2-104
NW-WADI
INPUT - QUAD MODE OUTPUT-QUAD MODE
INPUT 1A OUTPUT 1A
INPUT 1B OUTPUT 1B
UP-CRR-B UP-ACPR-INDC-B
INPUT 1C OUTPUT 1C
INPUT 1D OUTPUT 1D
INPUT 2A OUTPUT 2A
INPUT 2B OUTPUT 2B
UP-CO-PR-B DN-CRR-B
INPUT 2C OUTPUT 2C
INPUT 2D OUTPUT 2D
INPUT 3A OUTPUT 3A
INPUT 3B OUTPUT 3B
DN-ACPR-INDC-B DN-CO-PR-B
INPUT 3C OUTPUT 3C
INPUT 3D OUTPUT 3D
AXR2-C1
BP-EXB4, EXB4-106
IBS-NW (DN)
INPUT - SINGLE MODE OUTPUT-SINGLE MODE
INPUT 1A SPARE OUTPUT 1A 7D HECR-B
INPUT 1B SPARE OUTPUT 1B 7D DECR-B
INPUT 1C SPARE OUTPUT 1C 7D HHECR-B
INPUT 1D SPARE OUTPUT 1D 7 ID HECR-B
INPUT 2A SPARE OUTPUT 2A 7 ID DECR-B
INPUT 2B SPARE OUTPUT 2B SPARE
INPUT 2C SPARE OUTPUT 2C SPARE
INPUT 2D SPARE OUTPUT 2D SPARE
INPUT 3A SPARE OUTPUT 3A SPARE
INPUT 3B SPARE OUTPUT 3B SPARE
INPUT 3C SPARE OUTPUT 3C SPARE
INPUT 3D SPARE OUTPUT 3D SPARE
Fig 7. Vital and Non-Vital I/O between IB and station
D. Reset feautures of MSDAC
The reset arrangement is given at three levels using Track Sections and Supervisory Track
Sections, two of which are automatic reset arrangements and one is manual reset.
(i) L -I : Automatic reset with redundant track section:
Once the train has cleared both the track sections, and any one of the track sections is
in failure state, the track section, which is in clear condition will reset the one in failed
condition. The track section, which is under reset is kept in preparatory mode and the
clear track section information is used to take off the signal.
(ii) L -II : Automatic reset with Supervisory track section:
When a supervisory track section is clear, all the track sections falling completely
within the jurisdiction of that supervisory track section can be assumed to be clear. If
any track section fails and it’s corresponding supervisory track section is clear, it will
automatically reset the failed track section.
In case of automatic resetting with supervisory track section, the reset track sections
will be kept under preparatory mode, and the corresponding signal will continue to be
in ‘ON’ aspect, until a train with low speed enters and exits the track section with
equal count at the boundaries of track section.
As shown in Fig.2, DN-SPT is a supervisory track section which covers all the track
sections of IB in DOWN direction. If any one of the track sections fail, within the entire
IB, DN-SPT resets that track section and keeps in preparatory mode.
(iii) L -III : Manual Reset with Line verification:

In case of failure of Level-1 and Level-2 reset, manual resetting has to be carried out,
which resets all the failed track sections in the section under consideration. One reset
box at train sending station along with its corresponding Line verification(LV) box at
other station is used to manually reset all the track sections between both the
stations of a particular direction of movement. This reset can be done only when
Station Masters of both the stations have ascertained that all the track sections
between the stations are clear of trains in that particular direction. This will reset and
set all the failed track sections in preparatory mode. The clearance of train in each
section with balancing of count will make the track section clear and bring to its
normal mode of working.
E. Power Supply Arrangement

The IB location is provided with a Mini IPS, for which the input supply of 230 V AC is from
UP AT and DN AT. The necessary power supplies for MSDAC are derived from the Mini
IPS. MSDAC works on a voltage range of 19-72 V DC. Hence 24 V DC supply with suitable
current capacity from Mini IPS serves the purpose. In stations, the necessary power
supplies are derived from the Major IPS.
F. Cable requirement
Signaling Cable: In the stations, Home & Advance starter signals are directly fed from the
EI/Relay room with standard signaling cable, with aspect repeating relays at signal
locations. IB Signals at IB location are directly fed using a 12x1.5 Sq.mm signaling cable
from Relay Hut, without any repeater relay at site, as the distance is not more than 200
meters.
Quad Cable: MSDAC evaluator to each DP requires 1 quad of 4 conductors. A separate 6
quad cable is used for each DP of dual detection (main + Stand-by) from the nearest Half
location box provided for Signal cable termination at signal location. From IB Hut to Half
location box one 6 quad each is used for UP & DN directions.
The media between Station to IB location is duplicated by providing 6 Quad cable in
addition to OFC cable. The OFC as well as Quad ethernet switches work in hot stand-by
mode with seamless change over to each other without disturbing the communication
working.
Disclaimer:
(1) The scheme given above, was adopted in 2018-19 in Anakapalle - Bayyavaram section in
Vijayawada divn/SCRly, is only for Technical information of signal Engineers and does not
indicate endorsement of any particular make of MSDAC.
(2) Scheme will have to be suitably modified as per Technical requirements/Facilities in

particular make of MSDAC & other equipments being used.
________________________________________________________________________
Encl: Drawings are given at 18-D1, 18-D2, 18-D3 in Appendix -II
Chapter 19: Outdoor Signalling - Installation, Testing and
Maintenance of Equipment
Section 1: General Instructions on Tools
19.1.1 (a) All staff engaged in the installation and maintenance of signalling equipment
shall be in possession of rubber gloves, proper tools pliers, screw drivers,
etc.
(b) While using metal tools like screwdrivers, nose pliers, cutting pliers, etc. near
the working equipment, care shall be taken to avoid short circuiting and
consequent blowing off of the fuse. Adequate number of insulated tools
shall also be maintained.
(c) A list of specific tools to be maintained, shall be circulated by PCSTE as

per specific needs of zonal Railway.
(d) A rubber floor mat shall be used for attending to circuits carrying more than
110 V.
19.1.2 Soldering Care
(a) Staff working in the installation and maintenance of signalling equipment

shall be conversant in use of soldering iron/gun for making good soldering
joints.
(b) Care shall be exercised to avoid dropping of particles of solder and

clippings of wire on adjacent terminals and apparatus.
(c) In addition to soldering irons of adequate wattage (65-125 W), for the type
of work done, the following shall be at hand:
(i) A small file for dressing the soldering tip
(ii) A fire proof pad for wiping the tip
(iii) A mica sheet of adequate size or a suitable stand for soldering iron
(d) Electrical soldering irons shall be switched off when not in use over
extended periods.
(e) While making a soldering joint, the surface shall be thoroughly cleaned,
fluxed and tinned.
(f) Use of too much solder shall be avoided to prevent lumpy connection.
(g) Soldering iron shall not be held on the wire connection for too long to avoid
damage to insulation.
Chapter 19: Installation, Testing & Maintenance of Signalling Equipment Page 387 of 530
(h) Imperfect joints are the result of any one of the following causes, which
should be avoided:
(i) Soldering iron not sufficiently hot.
(ii) Soldering iron held on the connection for insufficient length of time.
(iii) Unclean terminal or wire.
(iv) A solder of improper composition or inferior fluxing agent.
(i) A newly soldered connection shall not be disturbed till the solder has
thoroughly cooled.
(j) Railway to conduct the periodical training on proper practices for soldering,
in-house or through outside agencies.
19.1.3 Wire Termination
(a) While terminating wires, care shall be taken to bend the wires in clockwise
direction.
(b) Wire strippers shall be used for the purpose of stripping off the wire
insulation. Cutting pliers shall not be used for the purpose.
(c) Washers and check nuts shall be used whilst fastening.
(d) Not more than two wires shall be terminated on one terminal.
(e) Multi-strand wires shall be terminated on terminal lugs and covered with
insulation sleeves.
(f) Wires of cable shall be neatly terminated and properly bunched.
(g) Crimping tools of appropriate design should be used and whenever lugs
are crimped, proper soldering should also be ensured.
Section 2: Installation of Signals

19.2.1 Colour Light Signals Installation
(a) Colour Light Signals shall be multi-unit (approved type) and be provided
with LED lamps (approved type).
(b) Location of Signal: The location and spacing of signals shall be in

accordance with codal provisions & approved plans. The signal shall be so
located to extend a clear view to the Loco pilot of an approaching train and
is as close to the track as permissible. The signal shall have a minimum
visibility as indicated in para 7.1.11.
(i) The height of normal aspect of the Colour Light signal shall be
approximately at 3.65 meter 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.
(ii) Exact location of new signal or shifted signal shall be decided, based
on Signal Sighting committee report to be submitted as per Annexure:
19-A1 jointly by SSE(signal), traffic inspector and loco inspector, duly
observing Schedule of Dimensions given in Annexure: 19-A2.
(iii) Signals shall normally be placed on the left hand side of the relevant
track. However in exceptional circumstances and due to site constraints,
if any signal is to be placed on right hand side, in which case prior
approval of competent authority, shall be obtained and such right hand
signal shall be provided with an arrow mark (on rectangular plate with
white back ground) pointing towards the track to which that signal
pertains, to avoid any misjudgment by loco-pilot.
(iv) A new signal, which is yet to be operational, shall be turned away from
Track, must not be lit and shall be provided with a X across it.
(v) The visibility of existing signals shall be checked jointly by SSE (Signal),
traffic inspector and loco inspector and submit Signal Visibility
Certification as per Annexure: 3-A1 and a time bound action shall be
taken to improve the visibility, as per recommendation of the committee.
(vi) A Signal post, which is having implantation less than schedule of

dimensions, shall have infringing distance marked in red colour on white
back ground.
19.2.2 Mounting and Fixtures
(a) Colour Light Signals may be mounted on a rigid ground post or a signal
gantry. Route Indicators/Calling ON unit/Shunt signal unit to be provided
as required.
(b) Each signal unit shall be rigidly fixed in position. Markers to be provided to
identify type of signal such as ‘G’, ‘P’, ‘A’, ‘AG’, ‘D’, ‘ID’, ‘IB’.
(c) Signal posts shall be kept plumb and packed with suitable material.
(d) 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.
(e) Enameled/Retro-reflective Signal number plate shall be provided. It should

be white back ground (for other than Gate stop signals) with black letters, as
shown in Drg. No. 19-D10 (sheet 3). For Gate stop signals, the back ground
shall be yellow colour.
(f) Alignment: Each signal unit shall be aligned correctly for better visibility.
(g) The signal ladder shall be firmly fixed with clamps and the bottom of ladder
ie the ladder shoe, shall be concreted firmly. The ladder alignment shall
meet the requirements of schedule of dimensions. Where infringing, the
signal ladder shall be blanked off (refer chapter no 1 item no 8 note (c) of
schedule of dimensions), by providing a metal sheet around the signal post
including ladder.
(h) The cable entries of the signal unit should be closed properly using cement
to avoid rodent entry.
(i) Signal numbering plate (as per Signalling plan) to be provided with black
letters on white back ground.
19.2.3 Hoods and Back Screens
Hoods of adequate size to counter act the effects of sunrays shall be provided.
Where required, metallic mesh at suitable spacing shall be provided to protect
lenses from outside interference.
19.2.4 Cable Entry
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.
19.2.5 LED aspect unit consists of a cluster of LEDs in series and parallel combinations.
LEDs in a signal aspect shall be arranged in more than one array, so that in
the event of failure of a single LED, whole unit does not become blank. LEDs
in the arrays shall be so inter leaved so that effect of failure of any array is
spread out equally to maintain uniform visibility. Integrated (with built-in current
regulators) LED signal aspects for regulating the current shall be used. Red/
yellow/green LED aspects shall be used for Main /Subsidiary signals, and lunar
white LEDs shall be used for route indicator.
19.2.6 Same make of LED aspects shall be used at a station/section for ease of
maintenance.
19.2.7 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.
19.2.8 Locking: The housing shall be kept locked.
Section 3: Installation of IRS Point Machines

19.3.1 Requirements: Electric Point Machines of approved type shall be used.
(a) 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.
(b) The JE/SSE (P.Way) has made all the provisions at the Points as detailed
in para 12.13.2 to 12.13.4 & Annexure: 12-A1 of Chapter 12 of SEM.
(c) The machine has been properly cleaned and lubricated in accordance with
the manufacturer's instructions and is working freely.
(d) Proper alignment and level of connections is maintained between the

machine and the point gears.
(e) 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.
(f) The machine shall be so installed that it is clear of all infringements.
(g) Proper drainage shall be provided to avoid water logging near point area.
(h) 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
GI/RCC/DWC-HDPE pipe of approved type or any other approved means.
It shall be tested for insulation and continuity before bringing into operation.
(i) 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.
(j) 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. The point operating control circuits shall have track
circuit control, overload protection and cross protection.
(k) The crank handles shall be provided to facilitate operation of points in case
of failure of point machines. For this purpose, 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 slots provided, in the point
machines for insertion of the crank handles shall be suitably modified to
take only the crank handle applicable to the group. The crank handles
shall, however, normally be locked. It shall be possible to release them for
use in point machine by releasing a control from the control panel. With the
crank handle released, it shall not be possible to clear the signal for the
concerned routes. The interlocking of crank handle can also be achieved
by using NX key of different wards.
(l) The excess gap around cable entry to the machine shall be plugged to
avoid rodent entry/water ingress.
19.3.2 Point Machine, Notches, Gaskets, Sealing
(a) 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.
(b) 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.
(c) 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.
Initial Adjustment of Point Machine
19.3.3 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.
Note: it is recommended that adjustment for driving rod and lock rod shall be done
for the close switch nearest to the point machine first.
19.3.4 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.
19.3.5 Adjustment of Friction Clutch
(a) When IRS rotary type electric point machine under obstruction test draws
less than 1.75 times the normal operating current, machine needs to be
checked for proper functioning at site.
(b) 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:
(i) The point cannot be locked.
(ii) The point detector contacts should not assume the position indicating
point closure and
(iii) Friction clutch should slip.
19.3.6 Testing of Point Machine
(a) 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:
(i) The point cannot be locked

(ii) The point detector contacts should not assume the position indicating
point closure
(iii) Friction clutch should slip
(b) 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.
(c) 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.
(d) Friction clutch where provided shall slip at a value prescribed by the
Manufacturer.
(e) 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.
(f) Voltage and current shall be checked periodically at the motor terminals,
as per Annexure: 19-MS2. This will indicate any undue friction on the
points or improperly fastened terminals at cable terminations.
(g) Cable and wire insulation and continuity tests shall be done.
(h) The essential requirement for interlocking of point shall be periodically

checked.
(i) 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.
(j) Each sectional JE/SSE (Signal) shall test the operating values of the
machine and adjustments of the machine by obstruction test every month.
The Sectional incharge of the section shall carry out these tests once in
three months.
Section 4: Thick Web Switches (TWS)
19.4.1 Conventional over-riding type of switches suffer from geometrical deficiencies
like:
(a) Weakness of tongue rail due to severe reduction of section by heavy

machining. Tongue rails are further weakened by heavy wear and tear by
traffic. So these are to be replaced frequently.
(b) Obstruction to the wheel flange at the actual toe of the switch due to
thickness of the tongue rail as well as due to switch entry angle. Hence a
jerk is experienced by vehicles on account of these obstructions.
(c) Twist in the track over a short distance on tongue rails machined from rail
of same cross section, due to overriding nature of the tongue rail.
(d) Structural weakness of the entire switch assembly to withstand lateral

forces at higher speeds.
19.4.2 Thick Web Switches (TWS) overcome deficiencies of conventional over-riding

type of switches. These are non-over riding type:
(a) Thick web switch has wider switch opening of 160 mm (as against of 115
mm of conventional over riding type of switches).
(b) Ground connection along with clamp lock used for operation of TWS and
direct locking of tongue rail with stock rail shall be of approved type.
(c) For operation and clamp locking of TWS, electric point machine of approved
type with requisite throw shall be used.
19.4.3 For ground connection and clamp lock as per RDSO Drg. No. RDSO/S-3454
for 60 Kg rail and RDSO/S-3455 for 52 Kg rail, IRS point machine of 220 mm
throw is used.
(a) Out of 220 mm throw, during first 60 mm throw closed switch rail gets
unlocked and open switch rail moves towards stock rail. During subsequent
100 mm throw both switch rails move simultaneously thereby open switch
gets closed and closed switch gets opened by 100 mm. During final 60 mm
throw, closed switch gets locked and open switch rail moves 60 mm further
resulting in total opening of open switch by 160 mm.
(b) Provides direct locking between tongue rail and stock rail in closed and
open position.
(c) No stretcher bar is used and both the tongue rails move independent of
each other.
19.4.4 Spring Setting Device (SSD)
SSD of approved type shall be provided at junction of Rail head (JOH) to

assist in proper setting of switch up to junction of Rail head (JOH).
(a) SSD is placed between sleeper number 13 and 14.
(b) SSD is insulated from both the rails.
(c) SSD installation and maintenance is responsibility of Engineering

Department.
19.4.5 Ground connection and clamp lock for Thick web switches shall be installed as
per concerned RDSO drawings/approved drawings and installation guidelines.
19.4.6 Obstruction Test
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
mm from the toe of the point. The following to be observed:
(a) Friction clutch de-clutches the motor from mechanism.
(b) The point cannot get locked either by clamp lock or by locking segment
inside the point machine.
(c) Lock segment does not enter into the notches of locking slides.
(d) Switch detection contacts do not make.
(e) The slipping current is not exceeding twice of the normal working current.
19.4.7 Insulation Test
(a) Point machine: Check that point machine is insulated from ground
connection.
(b) Spring setting device: Insulated from both the rails.
(c) Clamp lock assembly: Check that it is insulated from both the rails.
Section 5: Installation of Electrical Point Detector (EPD)
19.5.1 Electrical point detector of approved type shall be used. Normally it shall be
installed beside the close switch leading to high-speed movement, clear of all
infringements as per approved plan and drawing.
(a) Detectors shall be mounted either on the left or on the right-hand side of a
point layout clear of infringements.
(b) The detectors shall be mounted on extended sleepers or as per any other
approved arrangement.
(c) Contacts shall be adjusted so that they make or break at the same time.
Shunt contacts shall be adjusted so that they do not make before the
detector contacts break. In AC traction area shunt contact shall not be
used. Care shall be exercised to check that the detection contacts flex a
little after they are closed.
(d) All nuts and screws shall be tightened. Check nuts with spring washer shall
be provided.
(e) After installation before connecting the detector slide, the slides shall be
pulled by hand to check for free movement. Binding, if any shall be
attended to.
(f) The lock slide shall be pulled and it shall be checked that as soon as the
roller is lifted above the slot in the lock slide, the normal or reverse
contacts are open and the shunt contacts are made. The electrical detector
must be so adjusted that with 3.25 mm thick test piece obstruction placed
between the switch and the stock rail at 150 mm from toe of the switch -
The electrical detector contacts shall not make.
(g) To keep the slides in correct position the locating marks on the switch and
lock slides shall be made use of.
19.5.2 Circuit Controller: 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: Signalling Relays

For information on Signalling Relays, Refer to Annexure: 21-A1.
19.6.1 Relays – General Requirements: Refer to para 21.2.1
19.6.2 Installation of Relays: Refer to para: 21.2.2
19.6.3 Sealing of Plug-in Relays: Refer to para 21.2.3
19.6.4 Maintenance of Relays: Refer to para 21.2.4
19.6.5 Periodical Inspection of Relays: Refer to para 21.2.5
19.6.6 Replacement of Relays: Refer to para 21.2.6
Section 7: Fuses
19.7.1 (a) Fuses shall be of approved type and appropriate rating. When fuse is not
provided with fuse blown off indication, additional indication circuit may be
provided.
(b) 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.
(c) 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.
(d) For LED signal aspects, fuse of prescribed rating (0.6 Ampere if not
prescribed otherwise) shall be used.
19.7.2 Fuse change over system:
Fuse Auto Changeover System with monitoring panel and alarm facility along
with audio & visual indications suitable for signaling installations of Railways
may be used for minimising failures due to fuse blown off. The changing over
of circuit operation from main fuse to spare fuse shall be automatic, without
affecting the functioning of signaling circuits, when main fuse is blown off. At
every change-over, audio/visual indication shall appear and Equipment shall
work either on 24 V DC, 60 V DC or 110 V AC, Reverse polarity protection and
overload protection voltage may also be provided in the power supply circuit.
The system shall be of approved type. These shall be maintained as per
Annexure: 19-MS5.
Note: Electrical signalling equipment shall be painted in accordance with the

approved Colour Scheme
Section 8: Testing of Signalling Circuits

19.8.1 General The checking and testing of signalling installations may be divided
into five different groups as detailed below:
(a) Physical inspection of the installation.
(b) Checking of the wiring and cables.
(c) Testing of the individual circuits.
(d) Testing of the individual apparatus.
(e) System testing of the installation.
19.8.2 Test Procedure
(a) Systematic methods such as marking on Control Tables/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.
(b) 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.
19.8.3 Testing Instruments
Suitable instruments like Multi-meter, Volt meter, Ammeter, Ohmmeter,

Frequency meter, Bell tester, Earth Tester, Earth leakage detector, Cable fault
locator, Cable route tracer, Relay contact testing/cleaning kit, etc. should be
used in the testing of electrical signalling circuits. Calibration of these
instruments should be checked periodically.
19.8.4 Physical Inspection of the Installation
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.
The following aspects shall also be checked during site inspections:
(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.
(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, LC gates, cable sheaths, signal
screens, location huts, etc. in AC. electrified areas shall also be properly
earthed as stipulated in Chapter 22 of SEM.
(k) No equipment is due for overhauling.
19.8.5 Checking of the Wiring:
(a) Point to point testing: 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. While doing continuity testing, wire count test
shall also be done to verify the number of wires present on each contact.
(b) Wire Count Test: Prior to conducting continuity and insulation test, contact
occupancy test must be carried out for each relay as per the contact
analysis made. The number of contacts allotted and wires at each contact
must tally.
Recommended practice: while dealing with wiring alterations, it is recommended to

adopt a clear system for deletions, additions such as colour code. For example, Green
colour for deletions and red colour for additions. Similarly a system of checking of
such deletions/additions by a tick and second level checking by cross tick on drawing
sheets/separate wiring sheets or any other suitable protocol may be adopted duly
explaining to staff concerned, to give clarity and avoid rework.
19.8.6 Test of Individual Circuits
(a) It shall be checked that each individual circuit is actually controlled by the
proper contacts of the relays and other devices as per wiring diagram.
(b) 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.
(c) Cases of intermittent or continuous extraneous feed of even small

magnitude or wrong operation of any relay observed shall be investigated
thoroughly and remedial action taken to rectify the fault.
(d) Once the indoor wiring works are completed before conducting the system
Integrity testing, simulation test must be conducted by simulating field gears
such as Track circuits, Signals & Points on a simulation panel. This will
ensure the correctness of indoor wiring before connecting to outdoor gears.
19.8.7 Installation, Testing of other equipments & Cables
Installation & Testing shall be done in accordance with specification &

instructions applicable to each individual equipment:
(a) Train Detection: Track circuits, AFTC, Axle Counters as per Chapter 17 of
SEM.
(b) LC Gates as per Chapter 14 of SEM.
(c) Cables: All signalling cables shall be laid, Tested as per Chapter 15 of SEM.
Note: 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 be made for telephone communication
through a telecommunication cable if already available or a separate telecom
cable shall be laid for the purpose.
(d) Power Supply Arrangements: Power supply systems for Signalling

Installations shall be as per Chapter 16.
19.8.8 System integrity Testing (SIT): This is a complete testing involving both
Indoor & Outdoor signalling equipment for functional working & safety. To be
done in a new installation, at every interlocking alteration or periodically once
in five years.
(a) After the individual tests mentioned in previous paras for outdoor equipments
and Testing of Relay Interlocking/Electronic Interlocking as given in Chapter
21 of SEM have been carried out, the signalling installation as a whole
must be tested with detailed operational, functional and safety tests as per
approved Control Table/Route Chart and Signalling & Interlocking Plan.
(b) These tests shall be planned carefully with men, material, Tools, public
address system, Walkie-Talkie Sets, Transport vehicles & other logistics.
In a working installation, Non-interlocking/Disconnection duration shall be
reasonable and commensurate with yard complexity and to be decided in
consultation with Operating department and planned much in advance. All
required sanctions/approvals shall be ensured before hand.
(c) Requisite number of staff considered essential for carrying out such tests
shall be mobilized at site, briefed suitably as per planning made and
working protocols explained and deputed to concerned locations with
relevant wiring diagrams & Tools. They should be equipped with requisite
tools, meters, portable telephones and/or walkie talkie sets, so that they
are in contact with the official incharge of testing and other testing parties
and take such action as directed.
(d) Complete System Integrity testing shall be initiated only after all the field
functions are connected to the Relay Interlocking/Electronic Interlocking
(during Non-interlocking/Disconnection period in a working installation) and
simulation testing is completed and all errors removed.
(e) Complete tests shall be carried out against approved Selection Table/
Control Table/Route Control Chart. Checks against signalling plans for
main signal routes and a few spot checks of the remaining routes shall
also be carried out.
(f) Field Correspondence Tests: Full correspondence of field gears such as

aspects of Signals, Condition of Points, Status of Track circuits, LC gates
etc. with that of Control Panel/Control Terminal/VDU with respective position
of knobs, switches, and indications, must be verified and corrected to obtain
1:1 correspondence, before signing safety certificate (and ending Non-
interlocking/disconnection in a working installation) and allowing any
signalling installation being opened to Train traffic.
19.8.9 Following simple two line station example is given for an understanding on
how to conduct system integrity 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, provided the track
beyond the signal is not occupied.
(c) Dead Approach Locking
Where dead approach locking is provided, the same test procedure as in

para 19.8.9 (b) shall 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.
(d) 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.
(e) 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 shall get released only
after concerned signal knob/button is normalized wherever required.
(f) Signal Indication Circuits
Indication of 'ON' position 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.
(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
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 can 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.
19.8.10 Testing Procedure for Panel Interlocking/Route Relay Interlocking
Installations
It shall be ensured that the interlocking system as per approved plans and
drawings. Typical testing procedure for a Relay interlocking installations is
given below with an example for a two line station for an understanding.
(The actual testing at site shall be as per station layout)
19.8.11 Testing of Relay Interlocking
LOCKS
Sl. SIGNAL CONTROLLED LOCK & DETECTS
ROUTE ROUTE HELD BY ROUTE REMARKS
No. NO. BY TRACKS POINTS
POINTS
1. 2W 2WBI APPROACH BACK LOCK 2WT, A2ET NORMAL REVERSE 4EB 2E Controlled
TRACKS TRACK 2T, 2BT,BT 1 2 by closed
A2WT 2WT A2ET IBT position of
(120 Sec 2T 2BT LC gate
time delay)
2. 2W 2WBII A2WT 2WT A2ET 2WT, A2ET 1,2 4EB 2E Controlled
(120 Sec 2T 2BT 2T, 2BT, BT - 3WB by closed
time delay) IBT, IT A1 WT position of
LC gate
(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
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 setting the points in required
position. Normalize the signal switch/button 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
should be held till the route is cancelled and 120 seconds 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. Detailed instruction and precaution for testing and fault
rectification shall be issued by Zonal Railway.
(e) Back Locking:
(i) Clear the signal 2W for route 2WBI 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 Level Crossing
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 (for alternate overlap/parallel

movements etc. for yard flexibility), the points setting 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 incharge of Datalogger
monitoring.
(h) Miscellaneous Circuits:
(i) 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.
(ii) The protection arrangements like Lightning arrestors, Surge protection

devices and its associated Fuse/Earthing arrangements shall be
regularly tested and Maintained.
(iii) The relay contacts shall be paralleled, if spare contacts are available.
19.8.12 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 9: Maintenance of Outdoor Signalling

19.9.1 Insulation tests on Cables shall done as per Chapter 15 of SEM.
19.9.2 Maintenance of Colour Light Signals
(a) Cleanliness of LED Lenses
(i) Polycarbonate Lenses of LED lamp shall be kept clean. A dry soft cloth
free from lint and abrasives shall be used for cleaning.
(ii) 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.
(b) Replacement
(i) Defective LED lamps must be replaced immediately.
(ii) The LED lamps shall be replaced as per prescribed codal life.
(c) New lamp shall be pre-tested as per approved instructions before putting
into use.
(d) The following checks shall be made periodically.
(i) The LED lamps bulb shall be seated fixed and fastened properly.
(ii) The signal visibility shall be checked and adjusted periodically.
(iii) All adjusting nuts are properly tightened. Maintenance checks to be

done as per Annexure: 19-MS1.
19.9.3 Maintenance of Electric Point Machine
(a) Cleanliness: Machines shall be kept in good condition free from rust, dust
and dirt.
(b) Lubrication: All gearing and bearing shall be properly lubricated according
to manufacturer's instructions.
(c) Commutator, Brushes & Electrical Connections
(i) 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.
(ii) Brushes shall be kept clean and properly bedded on the commutator.
Brushes shall have proper pressure and shall be free in brush holders.
(iii) All cables connections on terminal, motor terminal etc. shall be checked
for intactness.
(iv) All tail cables shall be checked for their insulation as per periodicity
given in Annexure: 15-MS1.
(d) Adjustment of Contacts: Contacts shall be clean, free from pitting and in
proper adjustment.
(e) Rain water drainage arrangements shall be checked especially prior to and
during rainy season.
(f) Fixing Nuts & Screws
(i) 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.
(ii) 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.
19.9.4 Testing of Point Machine: Each sectional JE/SSE (signal) shall test the point
machine and do adjustments of the machine by conducting obstruction test
as per para: 19.3.6 & Annexure 19-MS2.
19.9.5 Maintenance of Electrical Point Detector (EPD)
Maintenance schedule as shown in Annexure: 19-MS3 shall be followed.
19.9.6 Maintenance of Circuit Controller
Railways having these equipments may refer to earlier version of SEM Part-II,
September 2001. These shall not be used in new installations and the existing
one to be replaced in phased manner, except in few cases like LC gates.
19.9.7 Maintenance of Station Master's Slide Control Frames
Railways still having these equipments may refer to previous version of SEM
Part-II, September 2001.These shall not be used in new installations and the
existing one to be replaced in phased manner.
19.9.8 Maintenance of Electric Key Transmitters, Fuse & Fuse Alarm Systems
Maintenance schedules as shown in Annexure: 19-MS4 shall be followed for

Electric Key Transmitters.
Maintenance schedules as shown in Annexure: 19-MS5 shall be followed for

Fuse & Fuse Alarm Systems.
19.9.9 Maintenance of Thick Web Switch Point Machine: Maintenance instructions

issued by RDSO and Zonal Railways shall be followed.
19.9.10 Maintenance Schedules
The maintenance schedule for various Signalling equipment are given in

Appendix-I. At stations having dense traffic and high speeds, Zonal Railways
may prescribe more intensive schedules as considered necessary.
Section 10: Lightning & Surge Protection for Outdoor

Equipment
19.10.1 Lightning and Surge protection shall be provided for Axle Counter Systems,
IPS and Electronic Interlocking, IB huts/Goomties etc.
19.10.2 Installations to be Protected:
(a) Equi-potential bonding to be provided for all the equipment for effective
lightning and surge protection in Signal Equipment Rooms, such as End
goomties/cabins.
(b) External Lightning Protection and Class/Type I, II & III devices are to be
provided at
(i) External Lightning Protection on Top of Buildings housing S&T Equipment.

(ii) Class B/Type-I devices at the Input of Power Supply Equipment.
(iii) Class C/Type-II devices at Output of Power Supply Equipment.
(iv) Class D/Type-III devices at Indoor and Field Equipment.
Section 11: Earthing for Outdoor Signalling Equipment
19.11.1 Types of Earths
(a) Earths are of two types
(i) Functional Earth: 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.
(ii) Protective Earth: This earth for dissipating surges, which comes in
contact with equipment’s connections through Surge Protection Devices
(SPD) during Lightning or surges so as to protect the equipment.
(b) Perimeter Ring 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 Power Equipment Room or
Signal Equipment Room. BRC is to be connected to MEEB in Power room
and from there to PRE as per extant guidelines. In case, no BRC exists,
chassis of the equipment shall be connected directly to MEEB (Main Equi-
potential Earth Busbar).
(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.
19.11.2 Purpose of Earthing
Earthing of cables, equipment, buildings and structures is done for one or

more of the following purposes:
(a) Lightning & surge protection of equipment.
(b) Earthing of metal screens of telecommunications cables and equipment for

reducing Electromagnetic interference.
(c) Human safety.
19.11.3 Earthing to be provided at
(a) The lever frame and other metallic frames of the cabin shall be earthed.
(b) The earthing shall be provided at every location box where cables
terminate.
(c) The earthing shall be provided at each signal.
(d) Wherever possible, the common earthing system to be provided for closely
located location boxes, signal posts, etc. Separate earth is required for
equipment requiring functional earth only.
(e) Sheath & Armour of Main cables to be earthed. Armour of OFC shall be
earthed at both ends. It is not necessary to earth the 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.
(f) In case of signals falling within 2 meters from the electrified track, the
protection screen shall be connected to an earth.
(g) 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.
(h) Common/Equi-potential earth for modern electronic equipment such as EI,

DAC, Datalogger etc. to be used in Relay room. Earth value shall not be
more than one ohm and shall be measured annually during dry season.
(i) Earthing wires from subsystems to 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.
(j) All earth wires shall be as straight as possible and shall never be coiled.
Earth wires should be of adequate current carrying capacity and should
not be less than 4 Square mm copper cross-section or its equivalent.
(k) Earth resistance up to 10 ohm is normally permissible for protective earth

except when specified otherwise. For electronic equipment, Earth resistance
shall not be more than one ohm.
(l) 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.
(m) 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.
(n) Where more than one earth electrode is used, the distance between two
earthing electrodes shall be as per approved design.
19.11.4 Earthing Leads
(a) Earth wires shall be protected against mechanical damage and possibility
of corrosion particularly at the point of connection of earth electrode.
(b) The earthing lead shall be mild steel flat of size 40 mm x 6 mm or as per
the approved earthing practice/drawing.
(c) 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.
19.11.5 Selecting Site for Earthing
(a) The site for earthing shall be chosen in the following order of preference:
(i) Wet marshy ground and grounds containing refuse, such as ashes,
cinders and brine waste.
(ii) Clay soil or loam mixed with small quantities of sand.
(iii) Clay and loam mixed with varying proportions of sand, gravel and stone;
and
(iv) Damp and wet sand and peat.
(b) 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.
(c) 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.
(d) 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.
(e) 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.
(f) 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.
(g) The minimum clearance of equipment earths from system earths (e.g.
earthing of AT/Transformer etc.) provided by the Electrical Department
either of the Railways or of the other Administrations shall be 20 meter.
(h) Asphalt or concrete cover of about 50 mm thickness around the Earth for a
radius of 1 meter to retain the soil moisture is desirable.
19.11.6 Earth Resistance
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
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.
(d) 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 recomme
recommended.
nded. 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.
(e) Earth tester normally used for measurement of earth resistivity comp
comprises
of the current source and meters in a single instrument and directly read
the resistance value.
19.11.7 Connection for Four Terminal Megger
When using a megger as shown below, the resistivity may be evaluated from
equation
P = 2πSR
Where, P = resistivity of soil in ohm meters,
S = distance between successive electrodes in meters,
R = megger readings in ohms.
(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.
(c) Resistivity is calculated by substituting the values of 'R' in the equation P =

2πSR.
(d) The earth resistance shall be measured using suitable method. For
measurement of small earthing system like that of single electrode or ring
earth, ‘Fall of Potential’ method can be used.
The typical diagram and measurement method is given in Annexure: 19-A3.
19.11.8 Maintenance of outdoor earths
(a) 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.
(b) 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.
19.11.9 Regular Checks/Upkeep of Earths
(a) Block earths and their connections shall be examined at intervals of not
more than one month by JE (Signals) and not more than three months by
Sectional SSE(Signal)/Incharge.
(b) Block earths shall be tested for resistance at intervals of not more than 12
months by Sectional JE/SSE (Signal). Where the resistance exceeds 10
ohms, action shall be taken to reduce the resistance by providing additional
earths in parallel.
(c) 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.
1 19-A1 Signal Sighting Committee Report - For Shifting of Existing Signals/
Erection of New Signals
2 19-A2 Extract of Schedule of Dimensions (SOD)
3 19-A3 Method for Finding Out the Resistance of an Earth
Note: This Chapter has under mentioned Maintenance Schedules in Appendix-I

1 19-MS1 Maintenance Schedule of Colour Light Signal
Maintenance Schedule of Electrically Operated Points (Inclusive
2 19-MS2
of Clamp type Point)
3 19-MS3 Maintenance Schedule of Electrical Point Detector (EPD)
4 19-MS4 Maintenance Schedule of Key Locked Checking Relay/Electric Key
Transmitter (KLCR/EKT)
5 19-MS5 Maintenance Schedule of Fuses & Fuse Alarm System
6 19-MS6 Maintenance Schedule of Earthing and Lightning Protection
Note: This chapter has under mentioned Drawings in Appendix-II

1 19-D1 Apparatus Case Full Size Foundation
2 19-D2 Apparatus Case Half/Quarter Size Foundation
3 19-D3 Main Signal Post Foundation (Sheets-2)
4 19-D4 Shunt Signal Foundation
5 19-D5 Drawing of Earthing for S&T Installation
6 19-D6 Earthing Arrangements for Signals, Location Boxes
7 19-D7 Copper Plate Earthing Arrangement
8 19-D8 Full Location Wiring Format
9 19-D9 Half Location Wiring Format
10 19-D10 Signal Markers & Number Plates (10 Sheets)
Para No. 19.2.1 (b) (ii), 3.6.3 (d), 9.1.4 (b) (vi) Annexure: 19-A1 (Sheet 1 of 3)
Form No.S&T/19.2.1/Signal sighting
Signal Sighting Committee Report - For Shifting of Existing Signals/Erection of New Signals
Name of the station:………………….., Division..…………………………………..., Name of Work.…………………………….., Signalling Plan Number:
We, the undersigned members of the Signal Sighting Committee are aware of codal provisions on locating signals , read the guidelines in
page 2 and conducted site survey on Dt ……….. and propose location of signals as given below as per our best judgment, the same are marked on
enclosed drawing/Sketch.
Is proposed signal
from the adjacent
Interference from
provided if within
adjacent Left side
stop signal is on a
improve visibility
normal aspect of
distance marked
Action proposed
drawing/Sketch)
If infringing with
from loco pilot’s

Signal above rail
is on LH side/RH
proposed Signal
proposed Signal
Distance from a
Arrow provided
Is the proposed
Implantation of
implantation of
Right side track
If on RH side, is
/Caution Board
Signal from the
Fixed structure
Visibility of the
Obstruction by
Reason for the

risky location*
Fixed Lights (if

Tree Branches
to be taken to
the proposed
the Proposed
Screen/Mesh
If on RH side,
point of view
Height of the
SOD, is the
in Red Paint
Description
Signal no &
2 m of Live
Is Visibility
Conductor
Adequate
(mark on
(Yes/No)
(if any)
same
track
level
any)
side
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (12) (13) (14) (15)
Note: (i) Minimum visibility in MACLS territory: Distant signal: 400 meters, Stop signal: 200 meters.
(ii) Placing a signal on RH side requires approval of competent authority.
(iii) *Risky location is a location, where Train will stop on steep gradients/Girder Bridge/viaduct/Culvert/Cutting/Obstruction to Road/Theft
prone area/ vicinity of chemical factories etc.
Signature …………………….. Signature …………………….. Signature ……………………..
Name & Designation ………………….. Name & Designation ………………….. Name & Designation …………………..
Date ………………………….. Date ………………………….. Date …………………………..
Drawing/Sketch showing proposed location of signals shall be enclosed duly signed by Committee members
Annexure: 19-A1 (Sheet 2 of 3)
S.
Guidelines for Signal Sighting - For shifting of existing Signals/erection of new Signals
No
1 Factors to be considered for Locating a signal
(a) Please refer to Para no: 7.1.13, 7.1.14 of SEM for placement of Signals.
(b) A Stop signal shall be avoided (as far as possible) in risky location, where Train will
stop on steep gradients/Girder Bridge/viaduct/Culvert/Cutting/Obstruction to
Road/Theft prone area/vicinity of chemical factories.
(c) Minimum visibility in MACLS territory: Distant signal: 400 meters, Stop signal: 200
meters. Please refer to Para no: 7.1.11.
(d) Height of normal aspect of the Colour Light signal shall be approximately at 3.65
meter.
(e) No external light shall dominate a signal aspect. If it cannot be resolved, proper
screen shall be provided behind the signal unit to improve contrast.
(f) Intermediate block signal shall be located, so as to split block section into near
halves. It shall not be provided in a Block section 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 IB Signal.
(g) Automatic signal shall be located normally with a spacing of one km from each
other subject to other considerations and headway required. It shall not be
provided in a Block section 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 Signals.
(h) Any signal, if proposed on Right Hand side, requires prior approval of Competent
authority. Right Hand signal shall be provided with a retro reflective type of arrow
to indicate the line to which it pertains to.
Note: (i) Till a signal is brought in to use, signal unit shall be turned away from
direction of Traffic. No testing of signal aspects shall be done in the face of
an approaching train, by turning signal towards direction of Traffic.
(ii) when a signal is not in use, it shall be distinguished by two crossed bars (X)
across it, each bar being not less than one metre long and 10 cm wide. (GR
3.18)
(iii) Signals not in use shall not be lit. (GR3.18 (3))
(i) When signals are going to be in close proximity, they may be combined as per
Para 7.1.16.
(i) Under approved special instructions, a colour light Distant signal may be
combined with the last Stop signal of a station in rear or with an
Intermediate Block signal or with a Stop signal protecting a level crossing.
(Ref: GR: 3.07(7) , G.S.R. 157(E).-Dated-05-3-21)
(ii) Where proposed IB signal location and a mid section Gate are in proximity,
IB signal shall be so located, to protect LC gate also.
Annexure: 19-A1 (Sheet 3 of 3)
2 Schedule of dimension (SOD) - Considerations

(a) Minimum horizontal distance from centre of the track (Implantation) to any
structure as per schedule of dimension. Please refer Annexure: 19-A2 of SEM
(b) Each signal post shall be marked with it`s Centre to centre (Implantation) distance
to track/ Tracks in Black colour in white background for Normal Implantation and
in Red colour with white background for reduced implantation.
(c) If any signal post and/or any of it`s components are infringing with schedule of
dimensions, such post shall be painted with alternate Red & white stripes at Loco
Pilot`s eye level (3.65 m) and it`s Centre to centre distance to adjacent Track(s)
shall be marked in red colour on a white background on the signal post itself,
showing an arrow towards infringing track, for easy identification.
3 Precautions in RE area extract from ACTM para 16.4 to 16.5 of Appendix I

(a) If any portion of a signal post or its fittings falls within 2 meters of a 25 KV live
conductor, or any it`s metal part, such portion shall be protected by an iron
screening solidly connected to the structure. If not, a Caution Board shall be
provided on the signal post at a height of 3 meters above the rail level, to caution
the staff.
(b) Neutral section shall be located away from stop signals, level crossing. 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. 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
up to 1 in 300 and 2500 meter with higher steeper gradient up to 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.
4 Please also refer to Extracts of Para 20.5 of Appendix-1: Manual of AC Traction -
Volume II (Part-II) for placement of signals in RE area, given at Annexure: 22-A1.
5 Any other stipulation as given by Railway Board & RDSO from time to time shall also
be followed.
Extract of Schedule of Dimensions (SOD)
The minimum horizontal distance from centre of the track to any structure as per
schedule of dimension (SOD) (addendum & corrigendum slip no (ACS) no 26 dated 10.1.2019)
shall be as follows:
New works or
S. For existing
From Level to Level alterations to
No works
existing works
1 From rail level to 305 mm above rail level 1675 mm 1905 mm
2 From 305 mm above rail level to 3355 mm 2135 mm
1905 mm increasing
3 From 305 mm above rail level to 1065 mm
to 2360 mm

2135 mm
5 From 3355 mm above rail level to 4115 mm decreasing
to 1980 mm
2360 mm
6 From 3735 mm above rail level to 4420 mm decreasing to 2135
mm
2135 mm
7 From 4420 mm above rail level to 4610 mm decreasing to 1980
mm
10 Below rail level up to formation level of the track

2575 mm 2575 mm
on straight and curves up to radius of 875 m
11 Below rail level up to formation level of the track

2725 mm 2725 mm
on straight and curves with radius less than 875 m
Note: Latest Amendments of SOD as issued from time to time shall be followed.
Method for Finding Out the Resistance of an Earth
The typical connection diagram used for measurement of earth resistance from ‘Fall of
Potential’ method is given below:
The earth resistance may be measured as per ‘fall of potential’ method using four
terminal earth tester, as given below:
(i) Connect Current probe C1 & Potential probe P1 to the earth electrode(s) under test.
(ii) Drive a probe onto the earth 30 to 60 meter away from the earth electrode(s)
under test and connect to terminal C2. In case of earthing system having multiple
earth electrode like ring earth, the Current probe C2 should be in the direction
which is away from the set of electrode(s) under test. This probe should be
driven to a depth of 15 to 30 cm.
(iii) Drive another probe onto the earth midway between the electrode(s) under test
and probe C2. Connect this probe to terminal P2. This probe should also be
driven to a depth of 15 to 30 cm.
(iv) Measure the earth resistance. Say it is Reading 1.
(v) Move the potential probe P2 by 3 meter farther away from the electrode(s)
under test and do the earth measurement. Say it is Reading 2.
(vi) Move the potential probe P2 by 3 meter (from midway) towards the earth
electrode(s) under test as shown in figure above and do the third measurement
of earth resistance. Say it is Reading 3.
(vii) If all the three reading are within a few percent of their average, then average of
the three readings may be taken as the earth resistance of electrode(s) under test.
Note: In case there is a significant variation of three measurements from their average, then
location of test probe C2 may be shifted to a farther distance and test may be repeated.
Chapter 20: Automatic Block Signalling
Section 1: Automatic Signalling - General
20.1.1 Automatic Block System on Double Line/Single Line: General
(a) 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.
(b) 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.
(c) 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' position 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.
(d) No automatic signal shall assume 'OFF' position unless the Line is clear not
only up to the next Stop Signal in advance but also for an adequate distance
beyond it. Except under approved special instructions, this adequate distance
shall not be less than;
(i) 120 metres, if next Stop signal in advance is an automatic signal.
(ii) 180 metres, if *next Stop signal in advance is a Manual stop signal or
Semi-automatic signal.
(*Note: if such signal is a Home signal or LC gate signal)
(e) 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 Stop
Aspects in the case of three aspect signalling or Attention and Stop Aspects in
the case of four aspect signalling, is less than the Emergency braking
distance of a train, the speed of that train shall be so regulated as to bring
the Emergency braking distance within the above mentioned signal spacing.
(f) The Signal that governs entry into the Block section shall be Manual or
Semi-Automatic Stop Signal, which are explained below.
20.1.2 Manual Stop Signals and Semi-Automatic Stop Signals
(a) Manual Stop Signals: Fixed Signals which require manual control each
time they are taken 'OFF' are called Manual Stop Signals. Manual stop
signals shall be manually operated multiple aspect colour light signals which
shall assume ‘ON’ position automatically on the occupation of the section
ahead but shall assume ‘OFF’ position only when on clearance of the
relevant section and they are operated manually.
Chapter 20: Automatic Block Signalling Page 420 of 530
(b) Semi-Automatic 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, is called a Semi-Automatic Stop Signal
i.e they are capable of being operated either as Automatic Stop Signals or
as Manual Stop Signals as per need.
(i) 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.
(ii) 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.
20.1.3 Special Requirements of Automatic Block System on Single Line:
In case of single line , Line clear shall be obtained and Direction of Traffic shall
be established as per GR 9.03 (Extract given below)
GR 9.03. Essentials of the Automatic Block System on single line.––

(1) Where trains on a single line are worked on the Automatic Block System,---
(a) The line shall be provided with continuous track circuiting or axle counters,
(b) The direction of traffic shall be established only after Line Clear has been
obtained from the block station in advance,
(c) A train shall be started from one block station to another only after the
direction of traffic has been established,
(d) It shall not be possible to obtain Line Clear unless the line is clear, at the
block station from which Line Clear is obtained, not only up to the first Stop
signal but also for an adequate distance beyond it,
(e) The line between two adjacent block stations may, where required, be
divided into two or more automatic block signaling sections by provision of
Stop signals,
(f) After the direction of traffic has been established, movement of trains into,
through and out of each automatic block signaling section shall be controlled
by the concerned Automatic Stop signal and the said Automatic Stop signal
shall not assume ‘off’ position unless the line is clear up to the next
Automatic Stop signal:
Provided further that where the next Stop signal is a Manual Stop signal,
the line is clear for an adequate distance beyond it, and
(g) All Stop signals against the direction of traffic shall be at ‘on’.
(2) Unless otherwise directed by approved special instructions, the adequate distance
referred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres.

20.1.4 Establishing Direction of Traffic for Automatic Stop Signals on Single Line
(a) 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. The mechanism of the control
shall, in addition, be suitably approach locked.
(b) Automatic Stop Signals shall operate in the direction of traffic established.
Those Automatic Stop Signals which are against the direction of traffic must
exhibit 'ON' position.
20.1.5 Train Detection (Track Circuits/Axle Counter) for Automatic Signalling
(a) 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 next signal in advance up to
an adequate distance beyond it.
(b) DC Track circuits are not to be provided in block section, in future working
due to maintenance issues.
(c) 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 Track Circuits/Track
sections of the Automatic Section.
(d) 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.
(e) Redundancy may be provided in Track circuits/Axle Counters in the Automatic

Section to improve availability.
(f) Media diversity shall preferably be provided for Axle Counters.
(g) Track indicator for Automatic Signalling on Single Line: An indicator shall be
provided at each station to indicate whether the block section is occupied or
clear.
20.1.6 Markers
(a) 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.
(b) 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.
(c) 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.
(d) 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.
(i) Such a Signal interlocked with a level-crossing shall be provided with an

enamelled 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.
(ii) When a Semi-Automatic Stop signal is required to protect a level crossing

gate as also points, the signal may be provided with an illuminated 'AG'
marker in addition to the illuminated 'A' marker.
(e) 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 Restrictions in Graded Sections
(a) 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.
(b) 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.
(c) Points and Crossings in Automatic Block Sections: Emergency Crossovers

and Siding Points shall be secured and approach locked and detected by
Signals reading over the Points.
Section 2: Installation of Automatic Signalling

20.2.1 The installation and wiring shall be carried out as per approved plan and Circuit
Diagrams.
The circuits and equipment shall be so installed as to cause minimum failures

while ensuring maximum safety.
20.2.2 Circuit Features for Auto Signals
(a) The aspects of an automatic signal shall be controlled by the main signal in
advance through lamp proving relays/object controller, in addition to the
controlling relays.
(b) 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.
(c) An automatic signal on a double line/single line shall require all tracks to be
clear up to the next signal and an adequate distance beyond, before it can
display 'OFF' position as per Para 20.1.1 (d). In case of Single Line, Direction
of traffic, shall also be established.
(d) LED signals of approved type by RDSO shall be used.
(e) All external circuits shall be provided with double cutting arrangements.
(f) The circuits shall be so designed that, if the lamp of the aspect displayed
fails, the signal shall immediately assume the next restrictive aspect. Also if
a signal which must display red aspect does not do so for any reason
whatsoever, the signal in rear shall display a red aspect.
(g) 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.
(h) 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 road
traffic or may have failed.
(i) 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.
(j) The relevant information of Automatic Signalling gears in section should be

available/visible at station like Signals Aspects, track status information, Axle
Counter reset information and gate information.
20.2.3 Level Crossings in Auto Section: Please refer to Chapter 14, section 1 of
SEM for working of LC gates, approach locking and audible warning to LC gate
man.
20.2.4 Installations - Misc
(a) Track circuits: Provisions contained in Chapter 17 of SEM shall be adhered to.
(b) Power Supply: Provisions contained in Chapter 16 of SEM shall be adhered to.
(c) Installation in 25 KV AC electrified areas: Provisions contained in Chapter 22

of SEM shall be adhered to.
(d) Installation of Cables: Provisions contained in Chapter 15 of SEM shall be

adhered to.
(e) Extant guidelines on Installation, Testing & Commissioning shall be adhered

to.
Note: An example of Automatic signalling scheme using optical fibre cable(OFC), Multi
Section Digital Axle Counter (MSDAC) and Object Controllers (of Electronic Interlocking)
is given at Annexure: 20-A1 for information.
Section 3: Maintenance of Automatic Signalling Section
20.3.1 LED signal lamps shall be replaced in case of failure/after completion of codal life.
20.3.2 Marker light shall be replaced on age cum condition basis.
20.3.3 The following shall be tested by the SSE/JE (Signal) at least once in a year:
(a) Track Circuit control on signal and aspect control by signals in advance;
(b) Automatic Cutting-in of the next restrictive aspect when the LED aspect of
the main signal fails;
(c) Interlocking equipments and circuits for level crossings and points;
(d) The circuits that establish the direction of traffic in Single Line and prevent
clearing of conflicting signals on sections provided with Automatic block
Signalling on Single Line;
(e) Axle Counter resetting circuits, if provided.
20.3.4 All failures reported by the Loco Pilots/Motor man shall be promptly attended.
20.3.5 Track Circuits/Axle Counter Maintenance
(a) Adequate precautions should be taken after every track renewal work to
ensure proper working of track circuits/Axle counters.
(b) Provisions contained in Chapter 17 of SEM shall be adhered to.
20.3.6 Power Supply: Provisions contained in Chapter 16 of SEM shall be adhered to.
20.3.7 Cables: Provisions contained in Chapter 15 of SEM shall be adhered to.
Section 4: Modified Semi-Automatic Signalling Working

20.4.1 (a) Under special instructions, one of the automatic stop signals between two
stations in the automatic block signalling territory on Double Line may be
made as modified semi-automatic stop signal in each direction. During
abnormal conditions like fog, bad weather impairing visibility, Modified Semi-
Automatic Signal may be worked by extinguishing ‘A’ marker in the manner
prescribed under special instructions and this section shall also ensure that
the ‘A’ Marker of the Advanced Starter Signal of the station in rear and
Home signal of the station in advance shall also be extinguished. (Provisions
as per para 9.01 of GR shall be ensured.)
(b) Interlocking will be such that during mid-section Modified automatic signal
working with ‘A’ marker extinguished, not more than two trains, one on either
side of this modified stop signal, will be ensured by the signalling system
between two stations in any given direction at any given point of time. The
mid-section modified semi-automatic stop signal shall when ‘OFF’ depict the
aspect (Green or Double Yellow etc.) based on the aspects and number of
Automatic signals (including any other signal) between this signal and the
Home signal of the receiving station.

(c) Such Gate signal, which has been converted as mid-section modified Semi-
Automatic Signal, is provided with ‘A’ & ‘AG’ markers. During modified
Automatic Signalling working, these markers will be extinguished.
(d) During normal conditions, mid-section modified semi-automatic stop signal

shall work as normal automatic stop signal.
(e) The mid-section Modified automatic signal shall be painted with alternate
blue and white strips in between.
(f) 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.
Note: This chapter has under mentioned Annexure

1 20-A1 Automatic Signalling Scheme with OFC, MSDAC & OC

1 20-D1 Automatic Signalling Scheme with OFC, MSDAC & OC (Sheets-3)

Para No. 17.6.2 (b), 20.2.4 Annexure: 20-A1
Automatic Signalling Scheme with OFC, MSDAC & OC

Brief context
The automatic signaling is implemented usually with DC track circuit, AFTC, Universal
Axle Counter (UAC), Single Section Digital Axle Counter (SSDAC). Any Failure of auto signals
will have cascading effect on Trains.
In order to have much better availability, Optical Fibre Cables (OFC) along with Electronic
Interlocking/Object Controllers and Multi Section Digital Axle Counters (MSDACs), with dual
detection may also be used for Automatic Block Signalling (ABS)
I. Introduction
The scheme is explained for a typical block section consisting of three Automatic Block
sections. The scheme consists of two components. One is controlling of aspects of Automatic
signals based on the clearance of tracks ahead and other is Train/track detection for block
section.
(a) Signal aspects are controlled using Object Controllers, placed at controlling Auto section
Goomties.
(b) Continuous Train/track detection is achieved through MSDAC (Dual detection).
For Installing the above two equipment along with necessary power supply, Auto
section Goomties are provided in the block section, with each Goomty catering for one UP
& one DOWN Automatic Signal.
II. Description of the Scheme
A. Auto Goomties
UP and DOWN Auto signals are planned in such a manner that, they are near to a Auto
goomty to drive them. An Auto Goomty (AG) (Relay hut) , works as RBG room for
controlling these UP and DOWN Auto signals as shown below.
Fig 1. Auto Goomties for controlling One Up & One Dn signal

B. Electronic Interlocking (EI) and OCs
Both stations ‘A’ and ‘B’ on either end of the block section are provided with Electronic
Interlocking System. The Automatic Signals of either direction are controlled by the EI
of Sending station, through the OCs provided in the AGs. Two OCs are provided in each
AG, for controlling either direction Automatic Signals. This arrangement will ensure that
if any OC has failed, only one direction traffic will get affected. OC for DOWN direction
is connected to EI of station A, similarly OC for UP direction is connected to EI of station
B. The communication media between AG and Station is through OFC and not through
any copper cable. Two numbers of 24 fibre OFCs are provided on UP and DOWN directions
for path diversity.
Fig 2. Interconnection between OCs and EIs over OFC

The communication arrangement between OCs and Central Interlocking Units
(CIUs) in Station A – Station B Automatic section is given below.
1. The DOWN direction Automatic Signals from Station A – Station B are controlled by
CIU of Station A with OC placed at Goomties at each location of signal.
2. Thus a, total 4 OCs are connected to Station A CIU corresponding to G-3, 4, 5 and
one OC is placed at Station B to gather the information of Station B`s Down Home
signal , in order to control the aspect of it`s rear automatic signal. (HYR, HHYR, DYR).
3. Channel A of OC No 24 at Station B is connected to Station A CIU over 4 fibers on UP
direction 24 core fiber (Fiber 9, 10, 11 & 12). These fibers are patched in each and
every location of goomties to have continuity of communication.
4. The architecture of EI provides for 8 number of ports and each port can be connected
with 4 OCs except in case of VDUs where only one VDU can be connected to one
port. The configuration of connection of these 4 OCs to CIU is given in Drawings.
5. The channel-A of 4 OCs is connected to M-0 port of CIU using 4 conductors of fiber,
where primary of one OC is connected to secondary of another OC in cascading way.
Similarly Channel-B of 4 OCs is connected to Channel B of M-0 Port using 4 fiber
conductors.
6. Using this connection configuration, the Down direction OCs of 4 & 5 are cascaded
and their Channel-A is connected to channel A of M-5 port on Up direction 24 fiber
using its 5, 6, 7 & 8 conductors. Similarly Channel-B is connected to channel B of M-
5 port on DN direction 24 fiber using its 5, 6, 7 & 8 conductors. Hence the path
redundancy is achieved by connecting channel-A on UP direction 24 fiber and
Channel-B on DN direction 24 fiber. This arrangement is preferred keeping in view
on the limitation of fibers.
7. In brief, the OC at G - 3 is connected to M-4 port, OCs at G – 4 & 5 are connected to
M-5 port and OC at Station B is connected to M-6 ports of CIU at Station A.

8. Bidirectional RS 485 to OFC converter is used as interface between dark fiber and
CIU as shown below.
Each OFC converter has one primary (Tx, Rx) and one secondary (Tx, Rx). Two
converters are required to connect one OC (Ch-A and Ch-B) to one port at CIU end.
Similarly two more converters are required at OC end.
9. Similarly, the allocation of fibers in Station B – Station A Up direction may be seen in

drawings.
C. MSDACs with Dual Detection
The necessary requirement of Automatic block section is continuous track

detection between adjacent block stations. MSDACs with dual detection (M&R), with
one Detection Point (DP) on each rails of track are used for redundancy and auto
resetting facility. However, both DPs will function simultaneously in Hot-standby mode,
so that failure of any one of the DPs will not affect the track vacancy detection.
In order to minimize the number of track sections, no separate track section has
been made for overlap portion of auto-sections. A single track section includes route as
well as overlap of a signal. Supervisory track sections have been formed using the DPs of
track sections for automatically resetting the track sections. Each supervisory track
section covers two (02) track sections. Supervisory track sections have overlapping
boundaries.
Fig 3. Track Sections and Supervisory track sections

Two evaluators (EVs) (M&R) are provided in each AG as well as adjacent stations. The
main DPS of UP and DOWN direction are connected to EV(M) and redundant(R) DPs of
UP and DOWN direction are connected to EV(R). The MSDACs used in the present
scheme have one dedicated COM-AdC board with ethernet port to communicate with
adjacent EVs. The evaluated information from COM-AdC is transferred through it’s
ethernet port to dedicated OFC, via an unmanaged ethernet switch as shown in Fig.4.
The COM-AdCs of both M & R EVs are hot linked and any failure of one of the board
does not hamper the track detection.
Fig 4. Interconnection of EV with OFC via COM
The ethernet switch used in Fig.4 is as shown below

The MSDAC information through ethernet interface (Main & Redundant) is connected
to the ethernet switch which transfers the same onto dark fiber. Two such switches are
used at each location one each for UP and DOWN direction firbers.
The Vital Relays (ACPRs) of each track section are picked up at the sending end of track
section (either in AG or station). The status of vital relays is read by the OCs, and
transmitted to Central Interlocking Unit for logic processing, and the status of aspects
is again sent to corresponding OCs for driving the Automatic Signals.
D. Reset features of MSDAC

The reset arrangement is proposed at three levels using Track Sections and
Supervisory Track Sections, two of which are automatic reset arrangements and
one is manual reset.
(i) L -I : Automatic reset with redundant track section:

Once the train has cleared both the track sections, and any one of the track sections
is in failure state, the track section, which is in clear condition will reset the one in
fail condition. The track section, which is under reset is kept in preparatory mode
and the clear track section information is used to clear the signal.
(ii) L-II : Automatic reset with Supervisory track section:

When a supervisory track section is clear, all the track sections falling completely
within the jurisdiction of that supervisory track section can be assumed to be clear.
If any track section fails and it’s corresponding supervisory track section is clear, it
will automatically reset the failed track section.
In case of automatic resetting with supervisory track section, the reset track
sections will be kept under preparatory mode, and the corresponding signal will
continue to be in ‘ON’ aspect, until a train with low speed enters and exits the
track section with equal count at the boundaries of track section.
(iii) L -III : Manual Reset with Line verification:

In case of failure of Level -1 and Level -2 reset, manual resetting has to be carried
out, which resets all the track sections in the section under consideration. One
reset box at train sending station along with its corresponding Line verification (LV)
box at other station is used to manually reset all the track sections between both
the stations of a particular direction of movement. This reset can be done only
when Station Masters of both the stations have ascertained that all the track
sections between the stations are clear of trains in that particular direction.This
will reset and set all the DPs in preparatory mode. The clearance of train in each
section with balancing of count will make the track section clear and bring to its
normal mode of working.
E. Power Supply Arrangement

Each AG is provided with a Mini IPS, for which the input supply of 230 V AC is from UP
AT and DN AT at each location. The necessary power supplies for EI OCs and MSDAC are
derived from the Mini IPS. MSDAC works on a voltage range of 19-72 V DC. Hence 24 V
DC supply with suitable current capacity from Mini IPS serves the purpose. In stations,
the necessary power supplies are derived from the Major IPS.
F. Cable requirement
Signaling Cable: In the stations, Home & Advance starter signals are directly fed from
the EI/Relay room with standard signaling cable, with aspect repeating relays at signal
locations. Automatic Signals at AG are directly fed using a 12 x 1.5 Sq.mm signaling
cable from AG, without any repeater relay at site, as the distance is not more than 200
meter.
Quad Cable: MSDAC evaluator to each DP requires 1 quad of 4 conductor. A separate 6 quad
cable is used for each DP of dual detection (main + Stand-by) from the nearest Half location
box provided for Signal cable termination at signal location. From AG to Half location box
one 6 quad each is used for UP & DN directions.
Disclaimer:
(1) The scheme given above, was adopted in 2018 for Automatic Signalling work in Vijayawada
– Gunadala – Mustabada section of Vijayawada division of SCRly, is only for Technical
information of signal Engineers and does not indicate endorsement of any particular make of
MSDAC or EI/OC.
(2) Scheme will have to be suitably modified as per Technical requirements/Facilities in

particular make of MSDAC & other equipments being used.
Refer to Drawings 20-D1 in Appendix II

Chapter 21: Relay & Electronic Interlocking
Section 1: Design Criteria of Signalling Circuits

21.1.1 Circuits - General
(a) The Detailed designs for circuits of interlocking may be required for;
(i) Route Setting Type i.e. on the basis of Entry/Exit principle.

(ii) Non-route Setting Type i.e. Route is set with individual operation of
points for existing installations or alterations.
(b) The designs shall be suitable for RE as per stipulations in Chapter 22 of

SEM on "Requirements of signalling in 25 KV AC electrified areas".
(c) The designs shall be in accordance with the approved signalling plans,
Control Table, Control Panel diagram, Relay contact analysis and relay
rack arrangements.
(d) The designs shall be suitable for the specific type equipment to be
installed such as Make of Electronic Interlocking (Distributed or Central),
MSDAC, SSDAC, UFSBI, Block Working built into Electronic Interlocking
etc and the type of Interfacing & features, they provide. Use of dual OFC
in Distributed type of Electronic Interlocking, are desirable as they reduce
extent of copper cables & provide an alternate path in case of Failures.
(e) The drawings & designs shall be made in accordance with Typical
templates, RDSO`s Standard circuits/templates, guidelines, Board
guidelines, Industry`s best practices & principles of Reliability,
Availability, Maintenance & Safety in mind.
21.1.2 Control Panels-General
(a) The display of the layout on the front of the Control 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.
(b) 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.
(c) At Non-route setting type installations, the route may be set with
individual operation of points.
(d) The Route setting shall be on "Entry/Exit" principle for installations of

Route Setting type. Each route shall be controlled by means of two push
buttons-one at the entrance and the other at the exit of the route.
Chapter 21: Relay & Electronic Interlocking Page 433 of 530

(e) 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.
(f) Individual push button in conjunction with a common push button or two/three
position switches shall be provided for individual operation of points.
(g) 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.
(h) Where the route has alternate approach routes, it shall be possible to
select and set the desired route with desired overlap.
(i) 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.
21.1.3 The control panel shall be provided with:
(a) Arrangement for individual operation of points.
(b) For emergency operation of points (where provided, during point zone track
circuit failures), each individual operation shall be recorded on a counter.
(c) Necessary slotting facilities for adjoining cabins, ground-frames, level

crossings and crank handles etc.
(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
slot cancellation shall be recorded in a counter.
(e) When SM's key is taken out, it shall not be possible to change the last
operated position of any signalling gear from control panel. However,
facility shall be provided to put back the signal to 'ON' position without
altering the route. It shall be ensured that no command gets executed
automatically on reinsertion of SM's key.
(f) An indication panel shall be provided in major yards, giving position of the
yard and important indications for maintenance staff.
21.1.4 Indications on Control Panel
The control panel shall be provided with the following indications.

(a) Point Indications
(i) The position of points shall be indicated either by white/yellow or
green lights near each individual point switch and by white strip light
on the point zone and by white strip light on the point zone in case of
push button. During operation of the points, light/strip light for the
intended position shall flash till points are correctly set and locked.
(ii) 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.
(b) Route Indications
(i) 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.
(ii) 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.
(iii) 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.
(c) Signal Indications
(i) 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 control panel.
(ii) 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 control panel. In case of
signal „OFF‟ aspect failed to lit at site, the corresponding signal
aspect indication on the control panel shall be indicated with flashing.
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:
 Failure of green; green flashes red* blank;
 Failure of yellow; green flashes, red lit;
 Failure of double yellow, both green and red* flash; &
 Failure of red*, green not lit (blank), red* flashing.
*To be read as yellow for a permissive signal.
(iii) 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 control panel.

(iv) 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.
(v) A white light for 'A'/'AG' marker indication should be lit up on the control
panel below the symbol of the signal when set for automatic working.
(vi) Indication that "Calling on" signal is 'OFF' shall be given by a white
light below the running signal indication of corresponding signal symbol.
(vii) Starter Indicator`s 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 symbol on the control panel.
(d) Track Circuit Indications
(i) 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.
(ii) When the track is not occupied, the red lights shall be extinguished.
(e) Power Supply Indications
(i) 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 Panel in SM room.
(f) Other Indications
(i) Approach track circuits 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 Control Table
for approach locking. An approach track circuit controlling calling on
signal shall be indicated separately with a distinct mark.
(ii) Advance approach warning of trains if required shall be indicated on the

control 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
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.
(iii) Signal Lamp Failure alarm: Failure of lighting of a signal aspect/route

aspect at site shall light a red indication on the control panel and give an
audible warning for the same. Such indication may cover a 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.

(iv) Indication shall be provided on the control panel distinguishing
between locked and free condition of crank handle as below -
 When CH key is in & locked - Yellow Steady
 When CH key released from control panel but CH key is not
extracted/When CH key is inserted back but CH control is not
taken back from control panel - Red Flashing.
 When CH key released and CH key extracted - Red Steady
 When Emergency CH key release control given from control
panel with 120 Seconds timer in progress - Yellow Flashing
(v) The respective signal lock indication (white light) shall start flashing
when an emergency route cancellation is initiated, in an approach
locked condition of the route. This indication will extinguish after a
lapse of two minutes and cancellation of the route.
(vi) 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.
(vii) Suitable indications for slots shall be provided
(viii) Gate control shall be provided on the control panel as below-
 When gate is closed & locked - Yellow Steady
 When gate slot released from control panel to open but gate is
not open/When gate is closed but gate slot is not taken back
from control panel - Yellow Flashing
 When gate is open - Red Steady
(ix) The control panel indication lamps shall be operated by not more
than 24V miniature type bulbs or light emitting diodes.
(x) 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.
(xi) When an approved electronic flasher relay other than Mercury type
is provided, a flashing white indication shall be provided at
appropriate corner of the control panel to indicate to the operator the
satisfactory working of electronic flasher relay.
21.1.5 Interlocking and Circuit Requirements: General
(a) Before designing the detailed circuits, Control Table 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) Design of signal circuits and equipment shall be suitable for 25 KV AC
electrified areas as per provisions of Chapter 22 of SEM on
"Requirements of signalling in 25 KV AC electrified areas".
(d) Common return shall not be provided in vital circuits.
(e) Where relays other than 24 V, 1000 ohm relay with metal to carbon
contacts are used, the circuits shall be so designed that not more than 45
such contacts are used in series in a circuit.
(f) The proving of back contacts of metal to metal relays should be done in
the circuitry.
(g) All new installations shall be of route setting type interlocking.
21.1.6 Route Setting Type
(a) The route setting and clearance of signal shall be with the following
conditions:
(i) SM's key is In
(ii) The interlocking is free
(b) The points are correctly set and locked in the route including overlap
and isolation (if any) to desired position.
(c) The crank handle keys for all the motor operated points in the route,
overlap and isolation are locked and their control is not released, shall
be proved in Signal Clearance only. The keys for all the key-locked
points in the route, overlap and isolation are locked and their control is
not released.
(d) All interlocked level crossing gates are closed and locked against the
road traffic in the route and overlap, if any, shall be proved in Signal
Clearance only to allow gate closing in the last.
(e) Slot if any, from other agency has been received.
(f) The track circuits in the route up to the next signal/dead end, overlap
and isolation and Fouling, if any, are clear.
(g) Stop signal ahead is not blank
(h) The interlocking between conflicting routes shall be achieved through

route interlocking electric circuits at route initiation stage.
(i) 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.
(j) Controls on level crossings, ground frames, cabins, sidings etc., shall be
suitably interlocked.

(k) For clearing Calling On signals, proving of track circuits in the route and
overlap are not required. Calling On signal shall detect all the points
including interlocked level crossings in the route, which the main signal
above it detects, except points in the overlap. Stop signal ahead is not
blank is not needed.
(l) For clearing of shunt signals, proving of berthing track circuits, points &
LC gates in overlap, stop signal ahead is not blank is not needed.
(m) A white indication for block control on the last stop signal should be
provided on control panel, where-
(i) Section ahead is worked on Absolute Block System and control

panel and block instrument are placed at different locations.
(ii) Block working is by means of axle counter or track circuit.
21.1.7 Non Route setting Type: (For existing installations & Alterations only. No
new Installations of Non-Route setting type to be provided).
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 clears
the signal if;
(i) SM's key is In
(ii) The interlocking is free

(c) The points including hand operated points in the route including overlap
and isolation if any, are set, locked and detected.
(d) Other conditions are same as para 21.1.6 (d) to 21.1.6 (m) above
21.1.8 Route Release Circuits
(a) 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.
(b) 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.

(c) 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.
(d) In installations provided with route setting system, sectional route release
shall be provided if nos. of routes are more than 100. In such cases sub-
route section already released shall permit setting up of other routes, if
interlocking otherwise permits.
(e) In case of installations provided with non-route setting system, sectional
route release shall be provided if nos. of routes are more than 100. 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.
(f) It shall be possible to release a route in emergency after suitable time
delay as per Table-1, with the approach track occupied, provided the
train has not passed the signal during the time interval.
(g) It shall be possible to release a route in emergency after a suitable time
delay as per Table-1, 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.
(h) When the route is released by the passage of train, the overlap points shall
be released only after the lapse of suitable time delay as per Table-1 after
clearance of last point track circuit of the route i.e. the train is on berthing
track. (However, in major yard this timing of route release can be reduced as
per Table-1 with the approval of PCSTE). On cancellation, the overlap points
shall be released simultaneously along with the main route.
(i) Facility of emergency route/sub-route cancellation shall be provided and
it shall be possible to release the route/sub-route with suitable time delay
as per Table-1. Cancellation shall be operated after physical verification
of the line by traffic representative. Every such cancellation shall be
recorded on a non-resettable counter and in a register to be maintained
by traffic representative.
21.1.9 Signal Control Circuits
(a) 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 concerned
push buttons are pressed simultaneously for 3 seconds and released.
(b) 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 most
restrictive aspect.

(c) The circuit shall be so designed that in case of failure of lighting of a
Main signal aspect at site, the more restrictive aspect is lit automatically
and in case of failure of lighting of ON aspect, it shall not be possible to
clear the signal in rear.
(d) 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.
(e) Each aspect light of a signal may be proved where necessary and the
aspect indication shall be provided.
(f) Wherever required, necessary control on the level crossing, ground frames,
cabins, siding control key, crank handles etc. shall be provided.
(g) The correspondence of the point control relays and point indication relays
may be proved in signal circuits before the signal displays an 'OFF' aspect.
21.1.10 Locking of Advanced Starter and Starter Signal at Junction Stations
(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.
(c) All signals shall be automatically replaced to 'ON' by the passage of a

train past the signal. However, starter signals shall be automatically
replaced to 'ON' by the passage of a train (after a specified time delay,
where required as per Table-1).
21.1.11 Level Crossing Gates circuits
(a) It shall not be possible for a main signal to assume 'OFF' position unless
all interlocked level crossing gates in its route and overlap are closed and
locked against the road traffic.
(b) It shall not be possible to open any such interlocked gate at a station until
the concerned 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.
(c) Mid section Gate signals shall be provided with Dead approach locking
with Time delay as per Table-1.
(i) Back locking for Gate signals in automatic signalling territory shall be
provided.
(ii) Back Locking may also be provided, if the distance of gate of a signal
to LC gate is more than 180 meters, by two track circuits (where
required) based on risk assessment.

21.1.12 Point Control Circuits
(a) 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,
except when stipulated otherwise. 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.
(b) Moreover, soon after CH/NX control is released, points shall not be
operated by route setting operation. However, the points can be operated
individually from the control panel/Control Terminal till such time the
CH/NX key is not inserted in point machine.
(c) 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.
(d) Interlocking between points shall be provided only to the minimum extent
necessary.
(e) 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.
(f) Hand operated points 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.
(g) 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.
(h) The point operating control circuits shall have track circuit control,
overload protection and cross protection.
21.1.13 Crank Handle & Siding Control Keys
(a) Crank handle/point NX key provided for manual operation of the points
worked by electric point machine must be interlocked with signals.
(b) 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 shall, however, normally be locked. It shall be
possible to release them for use in point machine by releasing a control
from the control panel. With the crank handle released, it shall not be
possible to clear the signal for the concerned routes. The interlocking of
crank handle can also be achieved by using NX key of different wards.

(c) 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. Each such CH/NX keys release operation shall be
recorded on non-resettable counter.
(d) 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
arranged that they cannot be interchanged.
(e) 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.
(f) 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, in case of failure of Interlocking or for any other
emergency case (E.I/both Control Terminal& Control Panel/both Control
Terminals fails) an „Extreme Emergency Key‟ and self restoring „Extreme
Emergency Button‟ shall be provided. Turning of key along with pressing
of „Extreme Emergency Button‟, shall restore all signals to „ON‟ aspect
and after a time delay as per Table-1, all CH/NX Keys shall be free and it
shall be possible to release the CH/NX key. To normalize this emergency
operation, ASM shall restore back the „Extreme Emergency Key‟. Each
such „Extreme Emergency key‟ release operation shall be recorded on a
non-resettable counter.
21.1.14 Cross Protection features
(a) For purely internal circuits including vital circuits, double cutting or cross
protection may not be provided, unless specifically required.
(b) All external circuits shall be suitably protected from cross connections and
rendered immune to false operation by induced voltages in RE areas.
21.1.15 Control Panel/Control Terminal [Video Display Unit (VDU)]
(a) Stipulations given in above paras shall apply also apply to Control Panel
for Electronic Interlocking Installations. These Control Panels shall not
be used in future E.I installations.
(b) Control Terminal/multiple Control Terminals shall be of appropriate size to

display layout of the Yard in well-proportioned dimensions and shall display
all functions clearly distinguishable. Normally Control Terminal/multiple
Control Terminals shall be provided in redundant mode.
(c) Video Display indications on Control Terminal shall conform to Control

Panel indications and UFSBI Block panel as Block working built into
Electronic Interlocking (EI) as covered in Section above or other
approved type.

(d) Operation of Signals, Points and other Controls such as Gate, Crank
handle, Siding, Slot, Block Working etc. shall be carried out through
appropriate dropdown menus or other approved means.
(e) Control Terminal shall have suitable protection facility against unauthorized
operation which may be provided by physical „SM Key‟ in a separate box and
key contacts are taken to pick up two separate „SM Key‟ relays in relay room
for redundancy purpose. These relay contacts are taken as input through two
different input cards preferable in different OC‟s and „SM Key IN‟ bit shall be
made by their parallel proving inside E.I.
(f) All Emergency operations shall be two-step process protected against

(g) Control Terminal shall have provision for Signal, Point and Line Block
Collars equivalent of Control Panel in the form of individual „Block‟ & „Un-
Block‟ feature which shall remain effective even during changeover from
one Control Terminal to other Control Terminal. „All Un Block‟ option
shall be provided while E.I starts up to un-block all signals, points & lines
after a time delay of at least 120 seconds. SM‟s key shall be required for
unblocking of a function whereas no SM‟s key required for blocking.
There should not be any automatic unblocking of functions. Blocking of a
function shall be indicated on Control Terminal by different mark or
colour over the concerned function.
(h) Where Control Panel and Control Terminal are provided, it shall be
possible to switchover the controls from Control Panel to Control
Terminal and vice-versa, and where two Control Terminals are provided,
it shall be possible to switch the controls from one Control Terminal to
other Control Terminal through suitable means by either manual switch
or password.
(i) Indication that E.I system is healthy shall be displayed on the Control
Panel using a blinking green LED or blinking green indicator on Control
Terminal.
(j) Operation of points shall be possible only, when the interlocking is free
and relevant point track circuit is clear. Emergency operations provided
when point zone track circuit fails and after line verification from site by
traffic personnel, it shall be possible to operate the concerned point by
inserting an emergency key in a separate box provided interlocking is
free. Each such operation shall be recorded on a non-resettable counter.
(k) Each „Normal‟ or „Reverse‟ operation of point shall be controlled through two
output relays derived from two output bits should be from different output
cards of E.I.
(l) Last controlled position of points shall be available by using latch relay in
point control circuits.
(m) Mid stroke point reversal preventing feature shall be provided to prevent
starting of operation when the point is under operation or tried for other
position during mid stroke.

(n) Maintenance Terminal of Electronic Interlocking system shall be
provided for the Signal Technician.
(o) Block Working built into EI shall be provided for line clear purpose. It
shall be possible to take a line clear when block section is clear upto first
stop signal including Block overlap. Indication of Block built into VDU and
indication of TCF, TGT, TOL, Bell, Block clear, SNK, SNOEK shall be as
per drawing no. RDSO/S/32019.
21.1.16 Precautions for design of circuits using Electronic devices
The following fail-safe principles shall be incorporated in the design of the

equipment.
(a) Component failure shall be self-detecting by way of causing a signal to
display a most restrictive aspect as far as practicable.
(b) All fail-safe circuits shall work on continuous energisation principle such
that open circuits in wiring, relay contacts, etc., or loss of power supplies
shall not cause unsafe conditions.
(c) Due consideration shall be given to the effects of faults in fail-safe
electronic equipment to allow open or short circuit or earthling conditions
and variation in component values due to ageing, replacement of faulty
component with new components of specified tolerance, etc. Safety shall
not be impaired as a result of multi-terminal devices failing-either open
circuit, short circuit or with partial short circuit between any pair of
terminals or earthing.
(d) The physical construction of fail-safe equipment shall be designed to
eliminate the possibility of external objects causing short circuits between
combinations of terminals in vital circuits. This may be achieved for
example, by adequate separation of terminals, and by the fitting of
protective shrouds where necessary.
(e) Stipulated guidelines shall be followed in the design, Installation, Testing,
Commissioning & Maintenance of Electronic Equipments/Systems.
21.1.17 Train Detection (Track Circuits & Axle Counters)
(a) Provisions of SEM Chapter 17 on Train Detection (Track Circuits & Axle
Counters) shall be followed.
(b) DC track relays shall be centralized in location/relay room only by using

separate cables of adequate cross section.
(c) Track circuiting of the entire station section including all lines where direct
reception is provided shall be done.
(d) Type of Axle Counter – SSDAC, HA-SSDAC, MSDAC and Location of

Track section Proving Relays and Type of Interface - whether Signal
Cable or Quad cable or OFC shall be considered.

21.1.18 Signalling Cables.
(a) Provisions of Chapter 15 of SEM on Cables shall be followed.
(b) 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 be made for telephone communication through a
telecommunication cable if already available or a separate telecom cable
shall be laid for the purpose.
(c) Earth leakage detectors of approved type may be provided to detect any
leakage to earth in cable conductors.
21.1.19 Signals in Outdoor
(a) The main signals shall be of multi unit colour light type. Shunt signals shall
be of position light type. LED signals of approved type shall be used.
(b) Route indicators shall be either of the direction type or multi lamp unit type
or of Stencil type conforming to approved design.
(c) 'A' & „AG‟ marker lights for semi-automatic signals shall be of approved
type.
21.1.20 Point Machines - Operation
a) The point operating control circuits shall have track circuit control,
overload protection and cross protection.
b) Crank handles with different wards shall be used. 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 possible to release them for
use in point machine by releasing a control from the control panel. With
the crank handle released, it shall not be possible to clear the signal for
the concerned routes. The interlocking of crank handle can also be
achieved by using NX key of different wards.
Notes:- (i) For more details of Installation of Outdoor signalling Equipment, Refer to
Chapter 19.
(ii) In case of alterations to existing installations, Detailed documentation for
alterations, duration of Non-Interlocking/Disconnection & sequence of working shall
be made carefully and concerned staff to be briefed.
21.1.21 Various Timers in Signalling circuits shall be as given below in Table-1.

Para no:21.1.21 Timers in Various circuits – Table-1
S.No Description Delay in Conditions/Remarks
seconds
1 Main Stop Signal (Route 120 1) Before movement, if back lock track circuits are clear. Sub routes (if any) should also get released
cancellation)-Home, Starter etc with main route.
2) After movement, either back lock track circuits are clear or after physical verification by SM, if
any back lock track circuit has failed.
2 Sub Route (Emergency 120 1) Where a route is divided into sub routes and such facility is operationally required.
Cancellation) 2) On physical verification of the route by SM if any back Lock track circuits is showing occupation.
3 Crank handle (CH) emergency 120 Points are locked due to failure in any route/sub route. Cancellation timer to start after cancellation
key release time buttons are operated duly putting back to ON position those signals which were taken OFF.
4 Shunt Signal (Route 120 1) Before movement, if back lock track circuits clear. Sub routes (if any) should also get released
cancellation) with main route.
2) After movement, either back lock track circuits are clear or after physical verification by SM, if
any back lock circuit has failed.
5 Calling On Signal (Route 120 1) Proving all back lock track circuits are clear (if they are functional).
cancellation/Release) 2) Emergency cancellation of calling route (without proving any back lock track) can be provided,
on physical verification of the full route by SM.
6 Signal Overlap (release) 120 Timer to start automatically , on clearance of last back track circuit of Home Signal route and on
occupation of berthing track circuit (or as soon as Train has passed beyond signal overlap track
circuits in which case timer gets bypassed).
7 -do- 60 For big yards with the approval of PCSTE. On clearance of last back track circuit of Home Signal route
and on occupation of berthing track circuit.
8 Calling On Signal below Home 60 Calling on track circuit is occupied.
(Initiation)
9 Calling On Signal below the 0 SM to ensure that train has come to a stop, before taking Off Calling-on.
starter (Initiation)

Para no:21.1.21 Timers in Various circuits – Table-1
S.No Description Delay in Conditions/Remarks
seconds
10 Opening of LC gate (Gate 60 1) Timer shall start on putting back the Gate signal.
signal at 180 m from LC) 2) If two track circuits are provided to prove that train has passed beyond LC gate, such sequential
proving is adequate to open LC gate immediately with out waiting for completion of 60 seconds.
11 Opening of LC gate (Gate 120 1) Timer shall start on putting back the Gate signal.
signal at more than 180 m 2) If two track circuits are provided to prove that train has passed beyond, LC gate, such sequential
from LC) proving is adequate to open LC gate without waiting for completion of 120 seconds.
12 Opening LC Gate (Traffic 120 When route/sub route is locked, LC gate opening control can be given after 120 sec time delay by
Gate) applying cancellation, duly putting back the signals taken OFF.
13 Opening of LC gate in 120 When approach track circuits of an automatic signal protecting LC gate have failed.
automatic section
14 Crank handle/LC gate key 120 To extract keys when Electronic Interlocking/VDU has failed.
Extraction
15 Point failure alarm 15 Alarm to SM that point has failed to operate.
16 Point Operation timer 10 Point contactor relay to de-energise and cut off power to Point Machine to protect it.
17 Signal blank buzzer 10 Alarm to SM if any signal goes blank by proving that all ECRs are de-energised
18 Panel Button struck up alarm 10 Alarm to SM, whenever any button is struck up in button type panels
(Button type panels)
19 HR Relay de-energisation 5 Slow to drop for HR relay of starter where starter is placed at 3 meters from controlling Track Circuit
glued joint/Detection Point, to avoid confusion to Loco pilot
20 Holding HR relay energised 3 To prevent signal bobbing, in case of intermittent failures of Track circuit`s/Point detection due to
loose packing.
21 HR control timer de- 5 For HR control timer de-energisation, if read back is not received from Concerned signal as per
energisation command given by Electronic Interlocking
22 Power failure Alarm 5 Alarm to SM, if all power supplies fail
Note: Above timers where not yet existing, may be provided for new works and major alterations.
Section 2: Installation & Testing of Relays
21.2.1 Relays – General Requirements:
(a) Approved type of Plug-in Line relays of Neutral/Polar Biased/Magnetic

latch/Interlocked type rated at 24/48/60 V DC shall normally be used. Approved
type of LED Lamp proving relays shall be used for LED signal lamps.
(b) Approved type of Relays shall be used in RE & Non-RE areas. Various
types of relays used in signaling are given in Annexure: 21-A1.
(c) 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.
(d) The relays, including track relays, located in the track side location boxes,
shall be plug-in type.
(e) All plug-in relays and relay groups shall be provided with coding pin
arrangement to prevent the wrong relays/relay group being accidentally
plugged-in during replacement. All relays, relay groups shall be sealed.
(f) As far as possible, all relays shall be housed in the relay room of the
controlling cabin to achieve maximum centralization.
(g) Sequential proving of front and back contact shall be ensured where metal
to metal contact relays are provided.
(h) Removal or replacement of plug-in relays/relay groups from the relay racks
during operation shall not cause any unsafe conditions in the circuits.
(i) 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.
(j) 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.
(k) Wiring of 'Q' type relays shall be done through flexible multi strand wire
preferably and contacts to be paralleled as feasible.
(l) 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.
(m) Relays shall not be stored in the vicinity of damp or chemically polluted
environment.
(n) Sealing screws of the relays shall be intact.
(o) 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.
21.2.2 Fixing in Relay Room
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. Relay
room shall be provided with double locks and door opening shall be monitored
through Datalogger.
(a) Where Relays cannot be located in the Cabin, they shall be housed in
location box of approved type which are properly secured.
(b) 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.
(c) 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.
(d) In all installations, a relay index board shall be provided for locating relays
easily.
(e) Relays involving external circuits shall have cross protection and double
cutting. Signal control relays shall preferably be provided with double cutting.
(f) A contact analysis 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.
(g) Number of contacts in a circuit shall not exceed 45 Nos. due to voltage
drop consideration. The voltage across R1& R2 of a relay shall not be less
than 22 V.
(h) Where available, spare contacts shall be paralled with working contacts.
21.2.3 Sealing of Plug-in Relays
(a) 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.
(b) In case of metal to metal contact type relays, sealing of the cover shall be
done by not below the rank of JE (Signal) 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 JE(Signal).
(c) Line Relays shall be energized at the rated voltage specified in the
specification.

21.2.4 Maintenance of Relays
(a) 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 or water vapor
which can cause fungus formation, are inside the relay. There is no rusting
or sulphation on the parts. Relays are not due for P.O.H., wherever
applicable.
(b) During routine inspection and maintenance, if high contact resistance is

observed on any contact of a relay, spare contact to be used or the relay
should be replaced.
21.2.5 Periodical Inspection of Relays
Sectional SSE/JE (signal) shall visually inspect the relays, with particular
attention to those used in vital circuits. 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
(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
21.2.6 Replacement of Relays:

Metal to carbon contact miniature plug-in type relays should not be
overhauled. These relays except track relays should not be used after
completion of the codal life of 25 to 30 years or after their failure. 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 3: Installation of Relay Interlocking
21.3.1 Wiring and Relay Racks
(a) The wiring used in various equipment shall comply with the requirements
laid down in IRS specification No. S 23.
(b) 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.
(c) All wiring in the cabin and location shall be terminated on approved type
terminal blocks/tag blocks unless otherwise specially permitted.
(d) 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 damage, shall be
provided. Such cable/entry arrangements shall be plugged and sealed with
suitable compound after the wiring is completed.
(e) 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 1100 V grade unless otherwise
specially permitted. The size of the conductors may 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
(f) 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.
(g) Following practice shall be adopted for internal wiring. The connecting
wires shall be terminated on eyelets/lugs/receptacles unless otherwise
specially permitted.
(i) All connections to plug-in non-proved type relays flexible wire of

16/0.20 mm shall be used.
(ii) All connections to proved typed relays shall be done with 0.6/1 mm
single strand multi core cable.
(iii) For all connections from cable terminations to tag blocks and indicators etc.
shall be done with the help of 1 mm single strand wires.
(iv) For all connections to circuit breakers, lever locks etc. single strand
wire of 1.5/1.6 sq. mm size shall be used.

(h) Relay to Relay wiring on the same rack should be as far as possible direct
without intermediaries like tag block/terminals.
(i) Identification Marker for identifying the terminals and tags shall be provided
to each terminal to identify the circuits for which it is used.
(j) Relay racks shall have sufficient capacity to take additional equipment to the
extent of 15% of equipment provided to permit additions and alterations.
(k) 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.
(l) For future expansion, provision shall be made to accommodate additional

relays, relay groups & racks in the relay room.
21.3.2 Fuses, Terminals and Terminal Links

(a) Cartridge type fuses shall preferably be of Non deteriorating 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.
(b) Fuses shall be so grouped that blowing of a fuse has minimum
repercussion on train operation.
(c) The fuses when blown off, shall preferably give a visual indication.
(d) Each group of circuits shall be carefully protected by fuses in the cabins
and in location to facilitate easy fault localization.
(e) Fuses shall be so arranged that they can be easily replaced without
causing interference or unsafe conditions to other circuits.
(f) Cartridge fuse links shall be approved type.
(g) The terminal block and tag blocks shall be of approved type unless
otherwise specially permitted.
(h) 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.
(i) For vital circuit fuse auto change over system of approved type to be
provided.
21.3.3 Power Supply Arrangements
The power supply systems for Signalling Installations shall be as per details
given in Chapter 16 on "Power Supply Arrangement systems for Signalling
Installations".
21.3.4 General Arrangements
(a) Air conditioning may be provided for every signalling interlocking (PI/RRI)
installation with more than 100 routes. For E.I installations air conditioning
may be provided irrespective of number of routes to improve reliability.

(b) 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.
(c) AC equipments shall be provided and maintained by Electrical department.

Such ACs shall be connected with the local power supply. The switch to
operate AC shall be outside the relay room.
(d) 'Automatic Fire Detection and Alarm System' may be provided at all
stations irrespective of number of routes.
(e) Automatic Fire Suppression System' along with “Automatic Fire Detection
And Alarm System“ may be provided at stations with more than 400
routes.
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 (i.e. PCSTE).
(f) Firefighting equipment shall also be kept in the power supply equipment
room.
(g) Suitable standard earthing shall be provided for all control panel, power
supply, switch board, transformers, inverters etc.
(h) At all Relay Interlocking Installations, Data Logger shall be provided.
(i) Communication between the SM's panel room, relay room, equipment
room and locations shall be provided.
21.3.5 Lightning & surge protection, Earthing: Shall be done as per Section 5 of
this chapter.
21.3.6 Testing & Commissioning of Relay Interlocking:
(a) Once the indoor wiring works are completed before conducting the system
Integrity testing, simulation test shall be conducted by simulating field
gears such as Track circuits, Signals & Points on a simulation panel and
errors removed. This will ensure the correctness of indoor wiring before
connecting to outdoor gears.
(b) Testing of wiring & Commissioning shall be done as per Para 19.8.5 to 19.8.12.
(c) Recommended check list of items for commissioning is given at Annexure:

21-A2. This list may be suitably modified as needed.

Section 4: Electronic Interlocking (EI)
21.4.1 Essential Requirements of Electronic Interlocking
(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 Control
Table.
(f) Electronic interlocking system shall be capable of working with Control
Panel or/and Control Terminal.
(g) Electronic Interlocking system shall have adequate built-in redundancy as
per approved specification.
(h) Provisions given in Sections 1, 2 given above are generally applicable for
Electronic Interlocking also.
21.4.2 Control Terminal (Video Display Unit (VDU))
(a) Same requirements given in Para 21.1.1, 21.1.2 shall apply for existing
Control Panels (where provided) for Electronic Interlocking (E.I)
installations. Control Panels shall not be used in future Electronic
Interlocking installations.
(b) Control Terminal/multiple Control Terminals shall be of appropriate size to
display layout of the Yard in well-proportioned dimensions and shall
display all functions clearly distinguishable. Normally Control
Terminal/multiple Control Terminals shall be provided in redundant mode.
(c) Video Display indications on Control Terminal shall conform to Control
Panel indications as covered in Para 21.1.4 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) Control Terminal shall have suitable protection facility against
unauthorized operation which may be provided by physical „SM Key‟ in a
separate box and key contacts are taken to pick up two separate „SM Key‟
relays in relay room for redundancy purpose. These relay contacts are
taken as input through two different input cards preferable in different OC‟s
and „SM Key IN‟ bit shall be made by their parallel proving inside E.I.

(f) All Emergency operations shall be two-step process protected against
(g) Only non-resettable counters shall be provided while working with Control
Panel or Control Terminal.
(h) Control Terminal shall have provision for Signal, Point and Line Block
Collars equivalent of Control Panel in the form of individual „Block‟ & „Un-
Block‟ feature which shall remain effective even during changeover from
one Control Terminal to other Control Terminal. „All Un Block‟ option shall
be provided while E.I starts up to un-block all signals, points & lines after a
time delay of at least 120 seconds. SM‟s key shall be required for
unblocking of a function whereas no SM‟s key required for blocking. There
should not be any automatic unblocking of functions. Blocking of a function
shall be indicated on Control Terminal by different mark or colour over the
concerned function.
(i) Where Control Panel and Control Terminal are provided, it shall be
possible to switchover the controls from Control Panel to Control Terminal
and vice-versa, and where two Control Terminals are provided, it shall be
possible to switch the controls from one Control Terminal to other Control
Terminal through suitable means by either manual switch or password.
(j) Indication that E.I system is healthy shall be displayed on the Control Panel
using a blinking green LED or blinking green indicator on Control Terminal.
(k) Operation of points shall be possible only, when the interlocking is free
and relevant point track circuit is clear. Emergency operations provided
when point zone track circuit fails and after line verification from site by
traffic personnel, it shall be possible to operate the concerned point by
inserting an emergency key in a separate box provided interlocking is free.
Each such operation shall be recorded on a non-resettable counter.
(l) Each „Normal‟ or „Reverse‟ operation of point shall be controlled through two
output relays derived from two output bits should be from different output cards
of E.I.
(m) Last controlled position of points shall be available by using latch relay in
point control circuits.
(n) Mid stroke point reversal preventing feature shall be provided to prevent
starting of operation when the point is under operation or tried for other
position during mid stroke.
(o) When embedded block working in Electronic Interlocking is used, all
indications like TGT, TCF, LC etc required for block working shall also be
displayed
21.4.3 Interface with Electronic Interlocking
(a) Interface between Control Panel, Video Display Unit 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 be through Relays of approved type or through any Electronic
Modules of approved type conforming to approved specification. Interface
with E.I of adjacent station, Digital axle counter shall be of approved type.
(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.
21.4.4 Interlocking & Circuit Requirements
(a) Interlocking application logic (site specific data) requirements for the E.I
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.
(Note: For Standardised Typical Circuits of Electronic Interlocking, may refer to
http://10.100.2.19/signal/policy/uniform_circuit_diagram/Report%20SS%20155
%202019%20(std%20ckts%20of%20EI)%20Booklet%20print.pdf)
21.4.5 Powering up of Electronic Interlocking
(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.
21.4.6 Configuration of Electronic Interlocking
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 Centralised or Distributed

type as per approved specification and as per policy directives.
c) In case of Distributed configurations, redundancy with route diversity in

OFC communication media and power supply system shall be provided for
linking the subsystems.
d) Electronic Interlocking system in any configuration shall have time

synchronisation.

21.4.7 Version Control of Softwares of Electronic Interlocking
(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 circuit
diagrams.
Section 5: Installation & Testing of Electronic Interlocking

21.5.1 Installation of Electronic Interlocking
(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 E.I 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 E.I
cards up to Wago terminals for ease of carrying out future alterations.
(g) The input and output cables of E.I shall be twisted to minimize EMI & EMC
effect.
(h) Electronic Interlocking system shall be installed closer to Operator Room,

preferably adjacent room. Track crossing should be avoided between main
E.I system and operator room.
(i) 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.

(j) FRP or insulated ladders arrangement shall be used to carry wires from
rack to rack or from other equipment.
(k) All entries to Electronic Interlocking room shall be suitably sealed to

prevent entry of rodents, lizards, insects etc.
(l) Electrostatic Floor Pads and Hand bands shall be provided near electronic
equipment to prevent damages to electronic equipment due to electrostatic
discharges.
(m) The room where Electronic Interlocking is installed shall be provided with
Air-conditioning.
(n) The building/room where E.I 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
E.I building, then separate Class A at top of E.I room is not required. The
guidelines in National Building Code of India (2016 or latest) shall be
followed for calculations.
(o) 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.
(p) Clean and dirty wiring shall be clearly segregated and routed in different
enclosures/ladders, and where this is not feasible, a minimum distance of
150 mm between clean and dirty wiring shall be maintained.
(q) If clean and dirty wiring need to cross at any place, then wiring should be
arranged at perpendicular to each other.
(r) Indicative type surge protection devices of appropriate class and rating
shall be installed for all copper based external interface ports (power,
communication, maintenance terminal, control panel interface etc).
(s) The connectivity between E.I and sub-systems like Control Terminal,
Control Panel, and 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.
21.5.2 Testing Of Electronic Interlocking
(a) For Electronic Interlocking, the integrity of interlocking inside E.I designed
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).

(b) Tests to be performed during FAT: FAT testing is performed with the
computer simulation. Only the testing of interlocking on Application
Software with reduced time as per SIP and RCC is performed during this
stage. Interface with I/O card, intercommunication is not checked as E.I
hardware is not used in FAT. Hence, the following test are to be usually
done during FAT (Computer Simulation), besides any other tests as
required-
(i) Control Table (including Negative Testing).
(ii) Cross Table (Also known as Square sheet testing).
(c) Tests to be performed in SAT (for new installations): In SAT, similar

testing is being performed at site with E.I hardware and simulation panel in
first stage. The correspondence & Interface testing are also performed
after interface with field gears.
Any other test may also be conducted as required.

(i) Logic and interlocking testing:
 Control Table (including Negative Testing).
 Cross Table (Square sheet).
(ii) Interface and Equipment functional Test:
 Intercommunication test between sub-racks,
 Correspondence test
(d) Tests to be performed in SAT (for alteration works):-

(a) When the existing ports (I/O and communication) are not disturbed,
the following tests, besides FAT, and any other tests as required, are
to be done;
(i) Logic and interlocking testing Control Table to the extent as
decided by the Zonal Railway.
(ii) Interface and Equipment functional Test:
 Correspondence test (new additions)
 Intercommunication test between sub-racks (if any new addition)
(b) When the existing ports (I/O and communication) are disturbed, the
following tests, besides FAT, and any other tests as required, are to
be done;
(i) I/O port correspondence check between Application logic and
Interface circuits.
(ii) Logic and interlocking testing Control Table to the extent as
decided by the Zonal Railway.
(iii) Interface and Equipment functional Test:
 Correspondence test (new additions)
 Intercommunication test between sub-racks (if any new addition)

Note: (i) 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.
(ii) FAT & SAT should be done by separate officials where ever feasible.
21.5.3 Power Supply for Electronic Interlocking
(a) Adequate redundancy in power supply arrangements for E.I systems including
Control Terminals shall be provided as per approved specifications and
guidelines.
(b) Wires connecting equipment shall be of adequate size so that there is not
more than 0.5% loss in voltage.
(c) 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.
21.5.4 Lightning & surge protection, Earthing: Shall be done as per Section 7 of
this chapter
21.5.5 Testing & Commissioning of Electronic Interlocking:
Wiring, Testing & Commissioning shall be done as per Para 19.8.5 to 19.8.12.
Recommended check list of items for commissioning is given at Annexure: 21-
A2. This list may be suitably modified as needed.
Section 6: Maintenance of Interlocking

21.6.1 Periodicity of Tests (for existing installations-Relay interlocking/Electronic
Interlocking)
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 integrity test as per para 19.8.8 once in five year or earlier if
interlocking is altered.
(iii) Insulation tests on Cables as per Chapter 15 of SEM.
(iv) Test of individual equipment in accordance with specifications and
instructions applicable for each apparatus as stipulated in current
Chapter.
(b) It will be personal responsibility of SSE/JE (Signal) to test all Electrical
signalling circuits of relay interlocking up to 20 routes.
(c) It will be personal responsibility of ASTE/DSTE concerned to test all
electrical signalling circuits of relay interlocking with more than 20 routes.

21.6.2 Specific tests for Electronic interlocking
(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-MS3 in
Appendix I.
Note: 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.
(c) Latest E.I station database files (application logic, Control Terminal
database, etc.) shall be kept updated in centralized server as specified.
(d) Periodic testing of redundant systems shall be carried out. Checksums

shall be verified during periodic inspections.
(e) Additional References for Electronic Interlocking.
(i) Relevant International Standards (or equivalent standards) with latest

revisions are also 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”.
(ii) RDSO Specifications and Technical Advisory Notes (TAN) with latest
amendments are applicable for design, installation, testing and
maintenance of Electronic System.
Section 7: Lightning & Surge Protection for Signalling

Equipments
21.7.1 Lightning-General: Lightning and surge protection shall be provided to protect
Electrical & electronic signalling equipments from lightning & surges.
(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.
(i) Electronic Interlocking Installations including Object Controllers.
(ii) BPAC Systems, Axle Counter Systems, Integrated Power Supply

Systems.
(b) Equi-potential bonding to be provided for all the equipment for effective
lightning and surge protection in Signal Equipment Rooms.
(c) External Lightning Protection and Class/Type I, II & III devices are to be
provided at

(i) External Lightning Protection on Top of Buildings housing S&T
equipment.
(ii) Class B/Type-I devices at the Input of Power Supply Equipment.
(iii) Class C/Type-II devices at Output of Power Supply Equipment.
(iv) Class D/Type-III devices at Indoor and Field Equipment.
21.7.2 Earthing for Electronic Interlocking
(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.
(d) 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.
(e) 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.
(f) 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.
(g) 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.

S.No AnnexureNo. Description
1 21-A1 Relays for Railway Signalling

2 21-A2 Pre Commissioning Check List
Note: This Chapter has under mentioned Maintenance Schedules in Appendix I

1 21-MS1 Maintenance Schedule of Control Panel
2 21-MS2 Maintenance Schedule of Relays & Relay Room
3 21-MS3 Maintenance Schedule of Electronic Interlocking

S. No Drawing No Description
1 21-D1 S&T Building Plan up to 4 Road Stations

2 21-D2 S&T Building Plan for 5 to 8 Road Station
3 21-D3 S&T building plan for End Goomties (EI)
4 21-D4 ASM Room Layout Plan
5 21-D5 SM Table with Dual VDUs
6 21-D6 Contact Configuration (8F/8B) & (12F/4B)
Contact Analysis Format (8F/8B), Contact Analysis with Posting
7 21-D7
of Contacts (12F/4B) (2 Sheets)
21-D8 Bonding & Earthing Connections for Signalling Equipments
8
(RDSO Drg)

Para No. 19.6.1, 21.2.1(b) Annexure: 21-A1
Relays for Railway Signalling
1.0 Relays in General
(a) 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.
2.0 Metal to Carbon Line Relay - Non- AC Immunized Relays
(a) 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.S. 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
(b) QS3 Style Relay: It is sensitive line relay. It works on a low current. It works on 12 V
DC. It`s Specification is B.R.S. 930A.
(c) QB3 relay is biased neutral line Relay: It works on 12 V 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.
(d) 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.
3.0 Metal- Carbon - AC Immunised Q- style line relays
(a) 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.
(b) 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.
(c) 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.

(d) 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.
(e) 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.
(f) 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.
4.0 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.
(a) 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.
(b) 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.

(c) QBAT: It's pick up voltage is 1.75 V 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 with choke in RE Areas. This is made to RDSO
specification. No. 84/88. Usage: it is used as track relay in RE area.
5.0 Timer Relays
(a) 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
(b) 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
(c) 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
6.0 Metal to Metal Relays
(a) 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 group (ii)
Minor Group (iii) Major group. The capacities of various groups are as follows (i) Mini
Group: 2 Neutral control relays, 2 Interlocked relay or 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
(b) 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) Point Group for
PI (f) Point Group for RRI (g) Point Chain Group for RRI
(c) 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

(d) Interlocked Relays: These relays are available in 4F/4B, 5F/3B & 6F/2B contact
configurations. The ohmic values of these relays are 615 ohms for all contact configuration
(e) 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.
(f) 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 is1840 ohms and bottom relay is 1260 ohms only.
7.0 Metal to Metal Relays - Misc Relays
(a) 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 ohmicvalues of the top relay is 1340 ohms and bottom relay is
1590 ohms only.
(b) Universal ECR: These relays are available in 3F/3B contact configuration only. The
ohmicvalues of the relay is 83.1 ohms only. It is used as lamp proving relay.
(c) 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.
(d) WKR2: These relays are available in 5F/3B contact configurations. The ohmic values of
group. It is used for point detection.
(e) WJR: These relays are available in 2F/2B contact configurations. The ohmicvalues of
group. It is used to provide 10 sec time duration for point operation.
(f) WR (Heavy Duty contactor Relay): These relays are available in 2F/2B contact
configurations. The ohmicvalues 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
(g) 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 energising circuit is prematurely interrupted, the mechanism returns to its normal
position before actuating the contacts. Usage: These relays are used to count time
delay.

8.0 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.
(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).

Para no:21.3.6 , 21.5.5, 3.6.5 (b), 7.8.5 Annexure: 21-A2
Pre-commissioning Check List
S.No. Description Yes/No/NA
1 Documentation: Availability of documents at site

a) Approved copy of Engineering Scale Plan (ESP).
b) Approved copy of Signal Interlocking Plan (SIP).
c) Signed copy of SWR with SWRD as per approved SIP.
d) Approved Track Bonding Plan& Track circuit Bonding plan.
e) Approved As Made Cable Route Plan with Protection details.
f) Approved Cable Core Plan with Termination details of locations.
2 Statutory Approvals/Sanctions:
a) PCOM approval for RH signals.
b) PCOM approval for Terminal Yard.
c) Condonation for Infringing Signals and other signaling equipment.
d) CRS/PCSTE Sanction
e) PCSTE and PCOM approval for Non Interlocked working
(Rly.Board’s letter No.2012/Sig/SF/2 (Policy) dtd. 09.04.2012).
f) Technical System Application Approval (TSAA) of EI Installation.
g) Approved copy of Application Logic and Interface Diagrams.
3 Test Records:
a) FAT Certificate duly signed by all concerned including OEM.
b) SAT Certificate duly signed by concerned officers. Simulation testing
certification in case of Relay interlocking installations.
c) TOC Testing copy duly signed and stamped on all pages by concerned
supervisors & officers.
d) Cross Table (Square Sheet) Testing Sheets duly signed on all pages by
concerned supervisors & officers.
e) Final CRC check sum jointly noted by OEM’s representative, concerned
supervisors and displayed.
f) Satisfactory installation certificate of EI from OEM Engineers.
g) Data Logger validation certificate with certified Bit chart.
h) Signal Sighting Committee report duly signed by TI, LI & SSE (Signal)
for all new or Shifted signals as per Annexure: 19-A1.
i) Jointly tested and updated Cable Insulation Measurement register with
all details of cables like Drum No. Name of Manufacture, Month/year of
manufacture, length of cable, circuit etc., as per Chapter 15.

j) Implantation Register of all signals jointly recorded with SSE/P/Way.

4 Pre-commissioning Check Lists for Equipments:
a) Electronic Interlocking.
b) DataLogger.
c) Integrated Power supply System.
d) SSDAC/HASSDAC/MSDAC.
e) UFSBI and Block Panel.
f) LED Signal units.
Ensure that all items are complied with appropriate remarks and signed
on all pages by concerned supervisors and OEMs representative,
verified by field ADSTE/DSTE and countersigned by Dy.CSTE/Sr.DSTE).
5 Installation & Maintenance Manuals for
a) Electronic Interlocking.
b) DataLogger.
c) Integrated Power Supply system (IPS), Solar Panels (if any).
d) SSDAC/HASSDAC/MSDAC.
e) UFSBI and Block panel.
f) Earth Leakage Detector (ELD).
6 Maintenance Registers for
a) Signaling Assets History Book.
b) Point Machines.
c) Track Circuits.
d) Axle Counters.
e) Signals.
f) IPS.
g) Batteries including Initial Charging.
h) Earth Resistance.
i) Joint Point & Crossing Inspection Register for newly laid points.
j) Signal Failure Register
7 Painting & Labeling:
a) Description writing of CT rack, Relays, Power supply distribution
board, IPS, Batteries, Location boxes etc.

b) Display of Date of installation on all batteries, Operating Panel, Block

instruments, IPS etc.
c) All indoor & outdoor equipments are painted as per scheme and all
earthing pits are labeled with Earthing value.
8 Datalogger Related:
a) Wiring of all vital/non vital input/output hard wired relays of EI,
Block instruments, potential free contacts of ELD and it’s monitoring
through Datalogger.
b) PC, Printer, UPS, Computer table & Chair provided with data logger.
c) Networking of Datalogger with DLMC.
9 Power Supplies:
a) Availability of all means of Power Supply. UP AT, DN AT, SEB &
Generator as per norms.
b) Status of incoming voltage at Change Over Panel.
c) Redundant power supply cable between auto change over panel and
IPS and wired through proper change over arrangement.
d) Monitoring of all external AC & DC supplies through ELD.
e) Both DG sets in working condition.
f) Exhaust fans are provided in Battery & IPS Rooms.
10 Miscellaneous items:
a) Availability of cable route markers at site.
b) Boulder Pitching around Locations, Fencing of Location Clusters
wherever required.
c) Indication of health of cable as per ELD.
d) Earthing of all equipment and metallic structures as per RDSO/HQ
latest guidelines. Protective screens and its Earthing on signals
falling in danger zone.
e) Insulation of Wire/Rod run at LC Gates.
f) Antistatic/Rubber mats in front and back sides of all EI and IPS
racks/Cabinets.
g) Insulated Tool Kits as per approved list of PCSTE.
h) Earthing and surge protective devices as per RDSO spec.
i) Right hand signals shall be provided with retro-reflective red color arrow.
j) Automatic Fire alarm system/fire extinguishers.
k) Air-conditioning & Fans as per applicable Norms.

l) Double locking arrangement for Relay Room and Block Instruments.

m) Availability of approved application logic in maintenance terminal PC
and CD/Pen Drive/ External hard disk containing the final program.
n) Availability of Spare modules and Cards of EI system with
appropriate storage facility.
o) All works are done to suit RE.
Note: The above list is only indicative, given as a guideline but not exhaustive. All items may not be
applicable at all stations. Each Zonal Railway may modify/supplement as per individual needs of
section/Station/Type of equipment.
Signature Signature Signature
Name & Designation of

Supervisor Name & Designation of Officer (1) Name & Designation of Officer (2)
Date ………………………….. Date ………………………….. Date …………………………..

Chapter 22: Requirements of Signalling
in 25 KV AC Electrified Area
Section 1: General
22.1.1 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 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 safeguard equipment and staff from electric shock.
22.1.2 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 return current.
(d) Electrostatic induction and Electro-magnetic Induction.
22.1.3 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 approved 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.
(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.
22.1.4 The electrostatic induction is practically eliminated by transferring a circuit into

underground cables protected by a metal sheath. The Electro-magnetic
Induction causes various currents and voltages to develop in conductors
parallel to the track. These include the rails, traction return 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-
Chapter 22: Requirements Of Signalling In 25 KV AC Electrified Area Page 474 of 530

(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) Current carried by the catenary etc.
Section 2: Signal Structures in RE area

22.2.1 Colour light signals only shall be used in electrified areas.
22.2.2 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.
22.2.3 The location of signals and the protection required shall be worked out from
the following signal clearance diagram for Broad gauge.
Drg. No 22-D1 For Tangent tracks & tracks with super elevation less than 60 mm.
Drg. No 22-D2 For Curved tracks with super elevation 60 mm to 140 mm.
Drg. No 22-D3 For Curved tracks with super elevation 140 mm to 185 mm.
22.2.4 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 22.2.6 shall be taken. The dotted outline in Drg. Nos. 22-D1, 22-D2,
22-D3 for Broad Gauge 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.

22.2.5 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 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.
22.2.6 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 screening of approved design solidly
connected to the structural work.
(b) If for any reason it is not practicable to provide the protective iron
screening as mentioned above, a Caution Board of approved design shall
be provided on the signal post at a height of 3 meters above the rail level,
to caution the signal staff.
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 meter 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.
22.2.7 Drg. Nos. 22-D4 and 22-D5 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.

22.2.8 Location of Neutral Section (Reference: Para No. 16.4 to 16.5 of ACTM,
Appendix I)
Para Neutral section shall be located away from stop signals, level crossing and
No. 16.4 shall be on tangent track and on level to the possible extent.
Para If neutral section is provided after a stop signal, the distance* between signal and
No. neutral section shall be such that after stopping, the train shall be able to pick up
16.4.1 enough speed to coast the neutral section without any risk of stalling.
Para If neutral section is provided before a stop signal, the distance* between
No. neutral section and signal shall be such that the train shall not cross the
16.4.2 signal in an effort to coast the neutral section.
*Note: The distance should be preferably 1600 meter away on section with gradient up to
1 in 300 and 2500 meter with higher steeper gradient up to 1 in 200, if unavoidable.
The PTFE type short neutral section shall be located on level tangent track at least 400 m
after the stop signal and 200 m before the stop signal. Where, however, modifications
require to comply with these guide lines are difficult or entail heavy investment, the Chief
Electrical Engineer of the Railway may direct any other arrangement to be followed
consistent with safety and reliability, and for location on graded section according to para
16.4.1 and 16.4.2. (Para No. 16.4.5 of ACTM).
Section 3: Erection of Signals in RE Area

22.3.1 Location 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.
(a) 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 meters. In addition, it should be ensured that no traction mast is located
in advance of the signal post at a distance less than 10 meters.
(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
30 meters to 10 meters 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-A1.

(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.
22.3.2 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 Signals without Junction Indicators Outside Tracks
(a) Distance of OHE masts shall be in accordance with Drg. No.22-D6.
(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.
22.3.4 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 meters in rear of the signals.
(b) Portal drop arms shall not normally be located at least for a distance of
600 meters 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.
22.3.5 Signals with Junction Indicators Outside Tracks
Signals with Junction Indicators outside tracks Setting distances of OHE masts
shall be in accordance with Drg.No.22-D7.
22.3.6 Signals with Junction Indicators between Tracks
(a) Precautions and parameters for location of portal drop arms shall be as
specified under Para 22.3.4.
(b) For details of drawings, illustrating the above principles for Colour Light
Signals, refer to Drg.No.22-D7.
22.3.7 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.
Note: For Details on Cable laying in RE Area, please Refer to Chapter 15 of SEM.
22.3.8 For Clearances for Signals for High Rise OHE (for Running Double Stack
Container & Three Tier Car) , Please see Annexure: 22-A3 and Drg.No.22-D7

Section 4: Signaling Circuits in RE area
22.4.1 As a rule, no aerial circuits shall be retained in the electrified zone. In every
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.
22.4.2 Barring block-instrument circuits, no other earth-return circuit shall be permitted in

A.C electrified territory. Block instruments, however, shall be suitably protected by
a filter of approved design as explained in Chapter 18 of SEM.
22.4.3 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.
(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 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.
22.4.5 Separate Batteries/DC-DC Converters shall be provided for external and internal
circuits.
22.4.6 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.
22.4.7 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.
22.4.8 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.
22.4.9 All external circuits in AC. electrified area shall work with double cutting.

Section 5: Outdoor Signalling Circuits in RE area
22.5.1 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 amperes for
single line and 1000 amperes 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.
(d) The length of DC Circuits on Line Relays with unscreened cable shall be
restricted to-
Type of Relay AC immunity Maximum permissible length on*

level in volts
Single Line Double Line
QNA1/QNNA1/QNA1K 1000 2.1 km 2.8 km

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 750 2.1 km 2.8 km
relay (IHC Make)
* Maximum permissible induced voltage is restricted to 400 V for human safety
and factor of safety 1.5 has been considered.
Section 6: Signal Feed Circuitry in RE area

22.6.1 Feeding Distance
Signal feed system shall be of the 110 V 50 Hz type or any approved type.
22.6.2 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.

22.6.3 Maximum permitted length of direct feed of signal shall be as per Table given
below.
Type of Cable 110 Volts feed system
Single Track Double Track
Unscreened 180 m 220 m
22.6.4 When a signal is located at a distance greater than that specified in para
22.6.3 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
controlling relay at the location. Typical circuit is given in Drg. No. 22-D9.
22.6.5 It shall be ensured that the power transformer for feeding circuits as per para
22.6.2 shall be different from the transformer feeding longer circuits.
Section 7: Point Operation & Detection in RE area

22.7.1 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.
22.7.2 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 in meters

Type of AC immunity between Point Contactor and Point Motor
Machine level in volts
Single line Double line
As per 160 910 1100

IRS S-24
400 2200 2800
Factor of safety is 1.5
(c) 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.

22.7.3 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 para 22.7.4 for protecting the
Operating & Maintenance Staff from the effects of these voltages.
22.7.4 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 40 mm
from the bottom of the rail. When steel or C.I sleepers are used, the distance
between the rod and the sleeper shall be also 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.
(i) The operating rod of locally worked points on all electrified lines and of
similar points taking off from the 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.

22.7.5 (a) Please refer to SEM Chapter 16 for details of Power supply arrangements.
(b) Please refer to SEM Chapter 17 for details of Track Circuits, AFTC in RE area,
Axle counter.
(c) Please refer to SEM Chapter 18, section 2 for details of Block working in
RE area.
(d) Please refer to SEM Chapter 19, section 11 for details of Earthing.
Section 8: Rules for Protection of Staff working on Signal &

Telecommunication Installation
22.8.1 Protection for Staff
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.
22.8.2 Proximity of a Live Conductor: Any contact direct or indirect, with the 25 KV
conductors is dangerous and shall be strictly avoided.
22.8.3 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.
22.8.4 Wherever staff has to work on installations, which are in direct or indirect
contact with the rails, they shall:
(a) Insulated tools must be used in accordance with approved instructions.
(b) Observe provisions of Section 'J' of permanent way manual (extract given
at Annexure: 22-A2).

22.8.5 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 AC 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 (a) 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.
22.8.6 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.
22.8.7 Staff who have to work on electrical circuits shall be equipped with insulated
tools such as box spanners, pliers, screw-drivers, 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 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 SSEs/JEs (Signal)' offices.

22.8.9 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 system 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 not below the rank of SSE (Signal)
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.
22.8.10 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.
(ii) Provisions of wire mesh screen on the working platform of existing
signals in case the requisite electrical working clearance of 2 meters is
not available. No portion of signal post or its fittings shall be less than
700 mm from the live conductor.
(iii) Supply of insulated tools to maintenance staff.
(iv) Conversions of all overhead track crossings of BSNL and Railway into
cables and removal of overhead wires thereof.
(v) Certificate of clearance from DOT regarding 2.2 KV anti-theft energisation.
22.8.11 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: Please refer to concerned chapters for specific requirements for any particular
Type of equipment.

Note : This Chapter has under mentioned Annexures

1 22-A1 Visibility of Signals in RE Area (Extracts of Para 20.5 of
Appendix-1: Manual of AC Traction)
2 22-A2 Maintenance in Electrified areas (Extract of part 'J' of
Permanent Way Manual)
3 22-A3 Clearances for Signals for High Rise OHE (for Running
Double Stack Container & Three Tier Car) Vol. II (Part-II)
This Chapter has under mentioned Drawings in Appendix II

S. No Drawing No Description
1 22-D1 Signal Clearance Diagram to Suit 25 KV AC Traction for Tangent
Tracks and Curved Tracks with S.E.60.
2 22-D2 Signal Clearance Diagram to Suit 25 KV AC Traction for Curved
Tracks with 60 to 140 S.E.
3 22-D3 Signal Clearance Diagram to Suit 25 KV AC Traction for Curved
Tracks with 140 to 185 S.E.
4 22-D4 Colour Light Signal Left Hand or Right Hand Broad Guage
(Tangent Track).
5 22-D5 Colour Light Signal with Junction Route Indicator Left Hand or
Right Hand Broad Gauge (Tangent Track).
6 22-D6 Distance in Rear from the Signal in Meters (Sheets 2).
7 22-D7 Distance in Rear from the Signal in Meters for High Rise OHE
(Sheets 2).
8 22-D8 Implantation of OHE Structures with respect to Colour Light
Signal.
9 22-D9 Signalling Feed Arrangement with Cut-In Relays.

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 signal 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 up to 80m, beyond and up to 110m,
beyond and up to 190 m, beyond and up to 270 m and beyond and up to 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
2.75 m for distance up to 50 m, beyond and up to 70 m, beyond and up to 115 m,
beyond and up to 160 m and beyond and up to 240 m 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 2.75 m for distances up to 60 m, beyond
and up to 125 m, beyond and up to 170 m, beyond and up to 215, beyond and up to
250 m, beyond and up to 310 m 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 2.75 m for distance up to 70 m,
beyond and up to 130 m, beyond and up to 170 m, beyond and up to 215 m and
beyond and up to 280 m 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.
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 600 m 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 600 m 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 5.2 m 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 2.75 meters for the first, second and next three masts respectively.
Note: For details see Drg. No. ETI/OHE/G/00112.

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.
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. 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.
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 continuous 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.
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.

Para No: 22.3.8 Annexure: 22-A3
Clearances for Signals for High Rise OHE

(For Running Double Stack Container & Three Tier Car)
(Extract of Design Handout for High Rise OHE Document No: TI/designs/OHE/2014/00001
(Rev-1) issued by Traction Installation Directorate/RDSO)
7.5.1 COLOUR LIGHT SIGNALS LOCATED OUTSIDE ALL TRACKS
(a) COLOUR LIGHT SIGNALS WITHOUT ROUTE INDICATORS
(i) Where no approach Signal is provided
The minimum setting distance of structure before the signal shall be 3.55, 3.40, 3.35, 3.20 &
3.05 m for distance upto 80 m, beyond & up to 110 m, beyond & upto 190 m, beyond & upto
270 m and beyond & up to 400 m respectively.
(ii) Where approach Signal is provided and for Signals other than Distant Signals
The minimum setting distance of structures before the Signal should be 3.55, 3.40, 3.25, 3.10
and 3.05 m for distance upto 50 m, beyond & upto 70 m, beyond & upto 115 m, beyond &
upto 160 m and beyond & upto 240 m respectively.
(b) COLOUR LIGHT SIGNALS WITH ROUTE INDICATORS
(i) With Horizontal Route Indicator
The minimum setting distance of structure before the Signal shall be 4.02, 3.80, 3.55, 3.35,
3.20 and 3.05 m for distance upto 60 m, beyond & upto 125 m, beyond & upto 170 m,
beyond & upto 215 m and beyond & upto 250 m and beyond and upto 310 m respectively.
(ii) With other than Horizontal Route Indicator
The minimum setting distance of structures before the Signals shall be 3.80, 3.55, 3.35, 3.20
and 3.05 m for distance upto 70 m, beyond & upto 130 m, beyond & upto 170 m and beyond
& upto 215 m and beyond & upto 280 m respectively.
Setting distance may be reduced for Starter Signals of loop lines and yard lines. The setting
distance can be reduced in special cases, conforming to Figures 6 to 9 of Revised RDSO
Drawing No. ETI/OHE/G/00112, Revision ‘D’ or latest.

7.5.2 COLOUR LIGHT SIGNALS LOCATED BETWEEN TRACKS
(a) SIGNALS WITHOUT ROUTE INDICATORS
No overhead equipment structure shall, as far as possible, be located in the same lane as
Signals for a distance of atleast 600 m before a Signal.
Drop Arms of Portals shall also not normally be located in the lane where Signals are located
atleast for a distance of 600 m before the Signal. Where this is not possible for any reason,
the Signal shall be mounted on an Offset Bracket.
In addition, a special study shall be made in each such case, in respect of these Drop
Arms before the Signal, to see whether the Drop Arms can be offset from the centre line of
the lane in a direction opposite to the Arms. Reduction in the Signal height must also be
examined.
(b) SIGNALS WITH ROUTE INDICATORS
The principles mentioned in the preceding paras shall be observed in this case also.
No part of a colour light Signal without a Route Indicator, shall, as far as possible, be higher
than 5.2 m above rail level. Great care must be exercised in deciding the location of the
colour light Signals with Route Indicators so that the necessary minimum clearances are
available between the Signals and live out of run wires, or pantograph sway zone.
Note:- For Drawing on Distance in Rear from the Signal in Meters for High Rise OHE , Please
refer to Drg .No: 22-D7 in Appendix II.

Page 496 of 530
Annexure: G1
Reliability, Availability, Maintainability & Safety (RAMS)

1.0 Introduction
1.1 (a) In any system output depends on input. In Railways, punctuality is an output. It
depends on how subsystems are available for service. Availability depends on
Reliability and how good/fast the maintenance (maintainability). Hence R, A, M, S
parameters are important. Punctuality is also related to equipment, failures and
Reliability in the science of failures.
(b) RAMS Assurance can help stakeholders in balancing performance requirements

and Life Cycle Cost (LCC) to improve customer satisfaction along with compliance
of National/International regulatory requirements. Many standards have
suggested that RAMS characteristics can be visualized as the Key Performance
Indicator (KPI) at System Level.
(c) RAMS concept is relatively new to the Railways as compared to other industries
such as nuclear, power, chemical, avionics, etc.
1.2 The key objective of a railway system is to achieve a defined level of rail traffic in a
given time safely. The objective can be fulfilled by implementing RAMS principle and
process as suggested by EN50126/128/129 or equivalent.
1.3 If there is lack of RAMS Assurance, the following may happen-

(a) Loss of KPI
(b) Customers satisfaction, project credibility will be on doubt
(c) Global Certification may not be possible
(d) Development as well as operational cost will be more.
2.0 Terms and Definitions
2.1 Please refer to Glossary of terms
2.2 Safety Assurance Acts & Standards:

a) Indian Railways Act
b) Metro Railway Act
c) International Standards (EN50126, 50128, 50129 or equivalent)
d) ROGS Legislation 2006 (Railway and other Guided Transport Systems)
Annexure:G1: Reliability, Availability, Maintainability & Safety (RAMS) Page 497 of 530
3.0 Examples of RAMS Parameters for Railways
3.1 Reliability Parameters:
Failure Rate λ(t )

Mean Up Time MUT
Mean Operating Time To Failure (for non-repairable items) MTTF
Mean Operating Time Between Failures(for repairable items) MTBF
Reliability R(t)
Failure probabilityR(t) F(t)
3.2 Maintainability Parameters:
Mean Down Time MDT
Mean Operating Time Between Maintenance MTBM
MTBM (Corrective or Preventive) MTBM(C), MTBM(P)
Mean Time To Maintain MTTM
MTTM (Corrective or Preventive) MTTM(C), MTTM(P)
Mean Time to Restore MTTR
3.3 Availability Parameters:
Availability A
Inherent Ai
Operational Ao
Ai = MTTF/(MTTF+MTTR) for non-repairable items
Ai = MTBF/(MTBF+MTTR) for repairable items
Ao = MUT/(MUT+MDT)
3.4 Safety Parameters:
Hazard Rate h(t)
Probability of Wrong Side Failure PWSF
Tolerable Hazard Rate THR
3.5 Failure Rate and Mean Time Between Failures (MTBF)
Consider a batch of N items and that, at any time to, a number to have failed. The
cumulative time T is given by
Repairable Case: T = Nt, if it's assured that each failure is replaced when it occurs.
Non-Repairable Case T = [ t +t +t …...+t +(N-k) t ]
Where, t is the occurrence of first failure, etc. Failed items are not replaced.
The observed failure rate is given by
Gama = k/T
The observed MTBF of the N items
MTBF = T/k ______(for repairable items)
MTTF = T/k ______(for non-repairable items)
The only difference between MTBF & MTTF is that the value of T will be calculated
as indicated above.
Reliability equation is as under
R(t) = e-λt (for constant λ)
4.0 Safety Integrity Level (SIL)

4.1 Functional Safety: Functional Safety is part of the overall safety which depends on the
correct functioning of a safety related system.
4.2 Safety Related System: A system is safety related if its failure can cause harm to life and
property. A safety related system performs one or more safety functions.
4.3 Safety Function: Function which is intended to achieve or maintain a safe state of the
Equipment Under Control (EUC).
4.4 Equipment Under Control (EUC): Equipment, Machinery, Apparatus or Plant used for
manufacturing, process, transportation, medical or other activities, eg: Railway
station points & signals, train, etc.
4.5 Equipment Under Control Control System (EUCCS): System which responds to input
signals from the process and or from an operator and generates output signals causing the
EUC to operate in the designed manner, eg. Interlocking system, train driver.
4.6 Safety System Diagram:
4.7 Requirement of Safety Related System:
a) Safety function requirements i.e., what is function supposed to do
b) Safety integrity requirements i.e., what is the likelihood of the correct operation
of the safety function
4.8 Safety Integrity: The ability of a safety related system is to achieve its required safety
function under all stated conditions within stated operational environment and within
a stated period of time. If you introduce a protection system to reduce risk you are
now “Trusting” it, to do the job. Safety Integrity is a measure of that Trust.
4.9 Safety Functions in Railway Signalling:- Important elements of Signalling System:

(a) Interlocking System
(b) Train Detection System
(c) Point Operation
(d) Signal
(e) ATP and/or ATC Infrastructure
The functions performed by the above systems can be considered safety functions. SIL
is associated with these safety functions and not the equipment.
4.10 SIL is used for two purposes:
a) SIL is used to give an interval for the rate of safety critical failures. Applies to
random faults mostly due to intrinsic physical processes such as aging.
b) SIL defines measures to be applied in the design and during the manufacturing
process to keep systematic failures low.
4.11 SIL Integrity Level (SIL) Table:
Tolerable Hazard Rate Safety Integrity Level

(THR) (SIL)
10-9 THR 10-8 SIL 4
10-8 THR 10-7 SIL 3
10-7 THR 10-6 SIL 2
10-6 THR 10-5 SIL 1
Annexure: G2
Brief of High-Speed Rail Signalling Ahmedabad-Mumbai Route
1.1 General
1.2 Objective: Objectives of the Signaling for high speed are

The Automatic Train Control System (ATC) with the subsystems, their requirements,
Interfaces with Rolling Stock, Telecom and other Infrastructure.
1.3 Requirement of High-Speed Train Control System: High Speed System operation
requires ATC in compliance to UIC mandated requirements as well as to meet the
following;
a. Safe train operations
b. Prevention of overspeed, derailments and collisions
c. Fail safe train detection
d. Interlocking enforcement
e. Hazard protection
f. Work Zone protection
g. Headway requirements
h. Quality of Service
2 Functional Sub-Systems of ATC: ATC comprises of the following functionalities

a. Automatic Train Protection (ATP)
b. Automatic Train Operation (ATO)
c. Automatic Train Supervision (ATS)
2.1.1 Automatic Train Protection (ATP): This sub-system is responsible for the safety of train
operations. Few of the safety features enforced by ATP are;
a. Overspeed protection through speed control
b. Rollback protection
c. Maintaining inter train safe spacing
d. Ensuring correct docking/stopping of the train
e. Ensuring correct side door opening
f. Train detection, etc.
2.1.2 Automatic Train Operation (ATO): This sub-system is responsible for the automatic
operation of trains through throttle and braking control
2.1.3 Automatic Train Supervision (ATS): This function is responsible for centralized
supervision and control of the train movements. The main functions are;
a. Supervision
b. Automatic and Manual Route setting
c. Train Control and Regulation
d. Passenger Announcements and Display System management
e. Quality of Service, etc.
2.2 ATC System and sub-systems

a. Equipment and Software on-board
b. Equipment and Software along the track and wayside
c. Equipment and Software in Central Control Room
Annexure G2: Brief of High Speed Signalling – Mumbai-Ahmedabad Page 501 of 530
2.2.1 Equipment and Software On-Board: It includes processors, firmware, software and
electronics, operator displays, operator panel, data radios, antennas,
transponder/ballise antennas, code pickup antennas, network components, GPS
receiver and antennas, tachometer and other sensors, connections between train
control elements and interfaces.
2.2.2 Equipment and software along the track and wayside: Vital equipment located in
housings/location box/Relay huts along the Right of Way (track) including station
equipment rooms, train control equipment houses and signal equipment cases and
cabinets. The equipment includes track circuits, point machines, wayside signals,
interlocking equipment and transponders.
2.2.3 Equipment and Software in Central Control Room: ATS Servers, Man Machine
Interfaces, Large Video Screen along with Controllers, Firmware and Software, Fibre
Distribution Systems, etc.
3.1.1 Temporary Speed Restriction Function: A temporary speed restriction function (a

function to change control information indicated for Running Line outside of a Station
to another control information which indicates a running speed lower than one of said
control information) shall be provided.
3.1.2 Alarm Sound of Cab Signal: Cab Signal shall sound an alarm in a driving cab for the
following item:
a. In the case of the ATC and the fallback ATC (WHERE PROVIDED ) when control by the
control pattern is received and when the control pattern is updated.
3.1.3 Function of Interlocking: Interlocking shall have functions set forth in the following:
a. Track Lock
b. Route Lock
c. Sectional Route Lock
d. Approach Lock
e. Stick Lock
f. Signal control
3.2 Centralised Traffic Control System
3.2.1 Function of Centralised Traffic Control System: Centralised traffic control system shall
indicate the following items and shall allow setting of a Route of a Train which
enter/leave a Station or a Route of a shunting Vehicle on Running Line:
a. The position of a Train (including Vehicle) on Running Line and Depot Line which
has ATC route
b. Route clear situation on Running Line and Depot Line which has ATC route
c. Train number of a Train on Running Line and Depot Line which has ATC route.
3.3 Train Detection Devices
3.3.1 Function of Train Detection Devices: Train detection device which is used for Signalling
Equipment including ATC for Safety of Train Operation shall make sure to detect a Train
(including Vehicle) on the track.
3.4 Maintenance and Action in the Event of Accidents, etc.
3.4.1 Maintenance Type: The Maintenance types shall be as follows:

a. Preventive Maintenance: Preventive Maintenance shall be performed to detect, in
an effective method, a risk that functions of equipment are lost and to perform
necessary treatment to avoid such situation. It shall cover equipment of which
breakdown can directly affect train operation or seriously affect customer service.
b. Corrective Maintenance: Corrective Maintenance shall be performed basically for
the treatment after breakdown of equipment.
On-Board Display:
The meaning of terms in this Implementation Standard shall be defined as below:

1. "○
× Signal" means a kind of stop signal indicated when the Train (including Vehicle) is
required to stop immediately.
2. "0 Signal" means a kind of stop signal indicated when the Train (including Vehicle) is
required to stop normally before the end of the Route which is indicated by ATC.
3. "02 Signal" means a kind of ○×Signal indicated when ATC Control Information is not
received, or when such ATC Control Information is received like in case PESB is pushed.
4. "03 Signal" means a kind of ○ ×Signal indicated when the Train (including Vehicle) over
runs the stopping limit without proper authority.
5. "Approach Lock" means a kind of lock function of interlocking system. Approach Lock
shall lock the Turnouts on the set Route when the Train (including Vehicle) enters
approach section.
6. "ATC Control Information" means control information transmitted to a Train (including
Vehicle) within an ATC Route.
7. "ATC Route" means a portion of track where a Train (including Vehicle) can travel
according to the Cab Signal displayed by ATC. There are two types of ATC Routes.
a) Automatic Route – It is applicable for Block Route where ATC Route control
information is automatically controlled and the operator cannot intervene except for
temporary speed restriction.
b) Semi Automatic Route – It is applicable for Station (including Rolling Stock Depot)
Routes (Home Route, Departure Route, Fallback Home Route, Fallback Departure
Route, Yard Route) where the ATC Route control information is automatically
controlled based on Route setting by the operator.
c) "Automatic Train Control (hereinafter "ATC")"is as defined in "General Guidelines for
Management of Implementation Standards".
8. "Automatic Train Supervision (hereinafter "ATS")"means the real time Train control
supervision system which regulates performance levels, monitors and controls the
Trains services and provides data to Controllers to adjust Train services to minimise the
inconveniences caused by Train operation disruptions.
9. "Base Station" means the radio device to communicate with on-board radio device, as
well as with Train Radio network on the ground.
10. "Block Route" is as defined in "General Guidelines for Management of Implementation
Standards".
11. "Cab Signal" is as defined in "General Guidelines for Management of Implementation
Standards".
12. "Cable Gas Pressure Monitoring System" means the system which supplies dry air into
the cable and monitors the gas pressure in order to detect breakage or cut of the cable.
13. "Call Recording System (hereinafter "CRS")" means the system which is installed in OCC
having the function of recording designated incoming/outgoing calls to/from the OCC
such as through a Despatcher Telephone or Train Radio System.
14. "CCTV System for Train Operation" means the system which is installed at the platform
and is used to facilitate the Station staff to monitor the areas at platform where
visibility is not good enough and where the Station staff requires to have assurance in
respect of opening/closing of Train doors.
15. "Centralised Information Control System (hereinafter "CIC" or "CIC System")" means
the system which shall collect and monitor the information of Signalling &
Telecommunication facilities and disaster information necessary for train operation etc.
in real time, and also perform controlling operation for some of Signalling and
Telecommunication equipment.
16. "Centralised Traffic Control (hereinafter "CTC")" is as defined in "General Guidelines for
17. "Contact Detector" means a device mounted on the stock rail at the turnout to check
whether tongue rail and stock rail contacts closely for safe passage of Train.
18. "Control Information Section" means a section where the control information for Cab
Signal is transmitted.
19. "Controller" or "Despatcher" is as defined in "General Guidelines for Management of
Implementation Standards".
20. "Corrective Maintenance" is as defined in "General Guidelines for Management of
21. "Data Transmission system (hereinafter "DTS")" means the system which is installed as
communication backbone between OCC, Stations, Traction Substations, Depots and
other locations and shall be highly reliable for usage of important, vital and critical
system.
22. "Dead Section" means a section of track, either within a track circuit or between two
track circuits, the rails of which are not part of a track circuit for detecting Trains.
23. "Departure Route" is as defined in "General Guidelines for Management of
24. "Departure Route (ATC) (hereinafter "Departure Route")" is as defined in "General
Guidelines for Management of Implementation Standards".
25. "Despatcher FAX" means the system which transmits Fax simultaneously to designated
groups such as Stations (including Rolling Stock Depots), train crew depots and
maintenance depots.
26. "Despatcher Telephone" means the system which provides voice communication
between Controllers and agencies involved in safety and/or train operation for carrying
out tasks smoothly and quickly.
27. "Audio Frequency Track Circuit (hereinafter "AFTC")" means the track circuit which uses
audio frequency to transmit MA to the on-board system for ATC.
28. "Direct Telephone between Adjacent Stations" means the system which ensure instant
and uninterruptible voice communication between two adjacent Stations (including
Rolling Stock Depots) for substitute safety operation or other operations as required.
29. "Disaster Prevention System" means the system which shall collect the information like
the wind, rainfall and rail temperature and have the function of displaying the received
information on the monitoring terminals and CIC Systems in OCC and at other locations
as required.
30. "Interlocking" means an arrangement of Signals, Points and other appliances which are
operated from a panel or lever frame and interconnected by mechanical locking,
electrical locking or electronic locking so that their operation can take place in proper
sequence to ensure safety.
31. "Leaky Coaxial Cable (hereinafter "LCX")" means the cable that radiates radio waves of
a desired frequency along its length.
32. "Maintenance" is as defined in "General Guidelines for Management of Implementation
Standards".
33. "Maintenance Work" is as defined in "General Guidelines for Management of
34. "Movement Authority (hereinafter "MA")" is as defined in "General Guidelines for
35. "Passenger Station" is as defined in "General Guidelines for Management of
36. "Point Device" means various equipment including ground connections such as Point
Machine and contact detector, which is used for changing, detecting and locking the
setting of Turnout.
37. "Repeater" means the communications device that amplifies (analog) or regenerates
(digital) the data signal in order to extend the transmission distance.
38. "Replacement" is as defined in "General Guidelines for Management of
39. "Rolling Stock Depot" is as defined in "General Guidelines for Management of
40. "Route" is as defined in "General Guidelines for Management of Implementation
Standards".
41. "Route Lock" means a kind of lock function of interlocking system. Route Lock shall lock
the Turnouts on the set Route until the Train (including Vehicle) pass through the
Route.
42. "Safe Signal Failure" means the same as "Right Side Failure" in MSS. It means types of
signal failure which will not cause danger to rail traffic and may only affect
performance of train operation.
43. "Sectional Route Lock" means a kind of lock function of interlocking system. Sectional
Route Lock shall lock the Turnouts on the set Route and progressively release the
Turnouts as soon as the Train (including Vehicle) passes through the section.
44. "Signalling Equipment including ATC for Safety of Train Operation" means following
devices to ensure safety of train operation and its management.
a) All the devices/equipment including displays required to facilitate stop/proceed
aspect on display devices in a safe manner.
b) The on-board & ground devices which indicate the condition(s) of Route ahead
and/or automatically decrease the speed of or stop the movement of a Train
(including Vehicle) in a safe manner.
For details of on-board device, refer to "Implementation Standard for MAHSR Rolling
Stock Maintenance".
c) The device which controls signal aspects and turnouts of stations and conducts the
Train operation management from a control centre (CTC).
45. "Stick Lock" means a kind of lock function of interlocking system. Stick Lock shall lock
the Turnouts on the set Route for specific time (release time).
46. "Supervisory Control and Data Acquisition System (hereinafter "SCADA")" means the
system which can remotely monitor and control all traction substations, sectioning
posts, sub-sectioning posts, auto-transformer post, distribution substations,
disconnectors (motorised) in Depot, tunnel separation disconnector equipment, and
other related facilities.
47. "Track Lock" means a kind of lock function of interlocking system. Track Lock shall lock
the Turnouts when the Train (including Vehicle) is on the track circuit which includes
these Turnouts.
48. "Train Protection Radio" means the system which shall be used by any staff or worker
to alert the Train Operator to stop and protect a running Train in the event of an
emergency.
a) "Train Radio" or "Train Radio System" means the system for Controllers (specifically
Traffic Controllers) and Train crew to communicate with each other, and exchange
necessary data information between the wayside/ground devices and on-board
devices.
b) "Transponder" means a part of ATC Device installed between rails to send
information to Trains for the position correction.
c) "Yard Radio" or "Yard Radio System" means the system which is used for
communication between Station (including Rolling Stock Depot) staff and On-board
crew during shunting in yard.
Annexure: G-3
Communication Based Train Control (CBTC) in Metro Railway Systems

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 is 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 signalling
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 signalling.
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) signalling 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.
11 Train Spacing and its Impact on Safety and Line Capacity (Headway):
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.
Annexure G3: CBTC in Metro Railway Systems Page 508 of 530

12 Cab Signalling and Need for Track to Train Communication:
CBTC uses Cab signalling 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
(a) by fixing coils on the track as well as underneath the cab and transferring
information by magnetic induction.
(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.
or
(c) By the provision of Coded AFTC.
(i) 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.
(ii) Automatic Train Control Systems (ATC) for Metro Rail networks:
(iii) The rolling stock must have on-board electronic/computing equipment for
cab signalling equipped with Automatic Train Protection (ATP)
13 CBTC mainly comprises
(a) 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.
(b) 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.
(c) 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.
(d) 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.

Communication-based train control (CBTC) is a railway signaling system that makes use of
the telecommunication between the train and track side equipment for the traffic
management and infrastructure control. By means of the CBTC systems, the exact position of
a train is known more accurately than with the traditional signaling systems. This results in a
more efficient and safe way to manage the railway traffic. Metros (and other railway
systems) are able to improve headway while maintaining or even improving safety.
IEEE 1474 standard defines CBTC as a "continuous, automatic train control system utilizing
high-resolution train location determination, independent from track circuits; continuous,
high-capacity, bidirectional train-to-wayside data communication; and trainborne and
wayside processors capable of implementing automatic train protection (ATP) functions, as
well as optional automatic train operation (ATO) and automatic train supervision (ATS)
functions".
CBTC applicability:
 Mainly suitable for urban railway lines (either light or heavy) and APMs (Automated people
mover)
 Also deplorable on commuter lines/suburban lines.
 For main lines, a similar system of ERTMS (Level-3) exists, though it is not yet fully defined.
CBTC systems in India
Metro Make
Kochi Metro Alstom
Hyderabad Metro Thales
Lucknow Metro Alstom
Delhi Metro Line-7 Bombardier
Delhi Metro Line-8 Nippon
Noida Metro (operated by DMRC) Ansaldo
Nagpur Metro Siemens
Ahmedabad Metro Nippon
CBTC Functions:
 The trains continuously calculate and communicate their status via radio to the wayside
equipment distributed along the line.
 This status includes, among other parameters, the exact position, speed, travel direction
and braking distance.
 This information allows calculation of the area potentially occupied by the train on the track.
 It also enables the wayside equipment to define the points on the line that must never be
passed by the other trains on the same track.

 These points are communicated to make the trains automatically and continuously adjust
their speed while maintaining the safety and comfort (jerk) requirements.
 So, the trains continuously receive information regarding the distance to the preceding
train and are then able to adjust their safety distance accordingly.
Moving Block principle
First, let us understand the conventional Fixed Block system as depicted in the first figure.
 The figure shows the total occupancy of the leading train by including the whole blocks
which the train is located on.
 This is due to the fact that it is impossible for the system to know exactly where the train
actually is within these blocks.
 Therefore, the fixed block system only allows the following train to move up to the last
unoccupied block's border.
Now, the Moving block is a significant refinement over the Fixed Block system.
 The train position and its braking curve is continuously calculated by the trains.
 Train then communicates its train position via radio to the wayside equipment.
 Thus, the wayside equipment is able to establish protected areas, each one called Limit of
Movement Authority (LMA), up to the nearest obstacle (in the figure the tail of the train
in front).
 Movement Authority (MA) is the permission for a train to move to a specific location
within the constraints of the infrastructure and with supervision of speed.
 Occupancy calculated in these systems must include a safety margin for location
uncertainty.
o It is depicted by the yellow lines in front and rear of the trains.
o It is called footprint.
o This safety margin depends on the accuracy of the odometry system in the train.

 CBTC systems based on moving block allows the reduction of the safety distance between
two consecutive trains.
 This distance is varying according to the continuous updates of the train location and
speed, maintaining the safety requirements.
 This results in a reduced headway between consecutive trains and an increased transport
capacity.
Grades of Automation
CBTC Architecture:

The typical architecture of a modern CBTC system comprises the following main
subsystems:
 Wayside equipment. It includes
o Interlocking - vital control of the trackside objects such as switches or signals, as well
as other related functionality.
o Trackside ATC - management of the communication with the trains in its area.
Calculates the limits of movement authority that every train must respect while
operating in the mentioned area.
o Trackside ATS - Interface between the operator and the system, managing the traffic
according to the specific regulation criteria.
 On-board equipment. It includes
o Onboard ATP - Ensures continuous control of the train speed according to the safety
profile, and applying the brake if it is necessary.
o Onboard ATO - Responsible for the automatic control of the traction and braking
effort in order to keep the train under the threshold established by the ATP
subsystem.
 Data communication system. It includes

o Wired part
o Wireless part (set of Radio Access Points, distributed along the Trackside).
Although, CBTC architectures are always dependent on the supplier and their technical
approaches, the aforementioned logical components may be found generally in a typical
CBTC architecture:
Advantages of CBTC in brief
 Continuous bi-directional communication based vs. unidirectional based.
 Moving block vs. the hundred year old traditional fixed block principle.
 Integrated SW based interlocking.
 No secondary detection needed.
 Driverless/Unattended operation possible.
 Fully automated depots.
 Auto coupling possible.
 Less than 90 sec. headway

General Annexure: G4
GLOSSARY OF TECHNICAL TERMS FOR SIGNAL ENGINEERING MANUAL
S No Term Description/Meaning in SEM Relevant paras
1 Act Means the Indian Railways Act, 1989 3.5.4, 9.1.1(a)(i)
2 Adequate Means the distance sufficient to ensure safety. These are known as overlaps in signalling 7.1.8, 7.1.9, 7.1.15,
Distance context 7.4.9, ,12.5.4(a),
20.1.4(a)
3 Advance Section between Intermediate Block Signal and First Stop Signal of station in advance 18.12.1, 18.12.4,
Section (including block overlap) Annexure: 18-A5
Approach Means an arrangement in which the lighting of signals is controlled automatically by the
4
Lighting approach of a train.
5 Approach It is a locking provided on points in the route, overlap, isolation (as applicable) to prevent 7.6.2(a), 12.28.2(c),
Locking/Dead their unlocking or operation of Points in the face of a train, approaching a stop/shunt signal in 14.1.7(d), 14.1.9(b),
Approach it`s OFF position, such locking shall be effective even if such signal is put back to ‘ON’ 19.8.9 ( b, c),
Locking subsequently till lapse of defined time period. (Explanatory notes: Approach locking shall be 19.8.11(b), 20.2.3,
effective from a distance which is not less than maximum emergency braking distance of a 21.1.4(f), 21.1.6(i),
train running at maximum permissible speed in that section, approaching a stop signal. For a 21.1.9(d)
home signal, such approach Track commences from concerned Distant signal/Inner Distant
signal in rear to Home signal. In the absence of such an approach track circuit , Dead
approaching locking is provided with a timer to prevent any unlocking of the said points)
Approved
6 A set of guide lines issued for a specific purpose after due approval by competent authority.
Guide Lines
Approved Special instructions approved of or prescribed by the Commissioner of Railway Safety (CRS)
7.1.8, 7.1.9, 7.1.16,
7 Special 7.1.17(a,b), 12.5.4(a),
Instructions 12.5.8(b) 20.1.1
Approved A technical specification approved by RDSO/Competent authority 16.4.1(a,f), 18.1.1(d),
8
Specification 21.3.1(f), 22.4.4
Approved Type An equipment/component which confirms to specification issued by RDSO/Competent 7.6.9(d), 14.2.1(b),
9 authority 17.2.10(a), 19.2.1(a),
21.2.1(a)
Annexure: G4: Glossary of Technical Terms for Signal Engineering Manual Page 514 of 530
Approved Type
10 A Design approved by RDSO/Competent authority
of Design
11 Assurance Confidence in achieving a goal being pursued. Declaration intended to give confidence. Annexure: G1
Audio Is a joint-less Track circuit, uses audio frequencies fed to track, to detect the presence or 17.4.1, 17.5.2(h),
Frequency absence of a train. 17.5.3(d,e,f), 17.5.3,
12
Track Circuit 22.7.5(b)
(AFTC)
Systematic, independent, documented process for obtaining records, statements of fact or 3.5.7(a)
13 Audit other relevant information and assessing them objectively to determine the extent to which
specified requirements are fulfilled.
Means the person who is duly empowered by general or special order of the Railway
Authorized
14 Administration, either by name or by virtue of his office, to issue instructions or to do any
Officer
other thing.
Authority To Means the authority given to the Loco Pilot of a train, under the system of working, to enter
15
Proceed the block section with his train
16 Automatic A system that enforces compliance with signal interlocking and speed restrictions. Automatic 5.2.2, 5.2.3(d), 5.3.2(c),
Train Train Protection (ATP) comprises of the sub-systems which provide the basic safety by way of 11.1.2(f), 13.1.2, 13.1.3,
Protection fail-safe detection of dangerous conditions and controlling and stopping the train when 13.1.5(a),13.1.7(a,b),
System (ATP) required independent of any action by the driver when the train is being driven manually. 13.2.1, 13.2.2(a),
ATP also ensures similar fail safe protection even when train is being driven automatically. 13.2.5(i), 13.3.1(b),
13.4.1(c),
13.4.9(g),13.4.10
Automatic Automatic Train Operation (ATO) which comprises of sub-systems which can enable Annexure: G2
Train automatic operation of the train without any intervention by the driver except for closing of
17
Operation the train doors. ATO obtains the safety instructions from ATP and other operational
(ATO) information from the ATS system automatically and runs the train as required.
Automatic Train Supervision (ATS) which comprises of various sub-systems which are used to Annexure: G2
Automatic
regulate and control the operations of all the trains in the network by monitoring the
Train
18 positions of trains all over the network at every instant and implementing the pre defined
Supervision
operator commands for automatic route setting at interlocking and automatic turn backs at
(ATS)
the terminal station etc.
Ability of an item to be in a state to perform a required function under given conditions at a Annexure: G1
19 Availability given instant of time or over a given time interval, assuming that the required external
sources are provided.
An electrical device which, when provided at two given points on the track, proves by 7.6.4, 7.8.2(c), 8.7.17,
20 Axle Counter counting axles in and out, whether the section of the track between the said two points is 17.3.13, 17.6.1, 17.7.4,
clear or occupied; 17.8.1, 18.10.1, 21.1.17
The track device comprising of the coils sealed in a cover mounted on the rail. It will detect 17.6.1, 17.7.2(b) (c)(d)
21 Axle Detector
the wheel of rolling stock axle passing over the device.
It is a locking provided on all points in the route of a train (which has passed the signal), in 7.6.2, 7.6.3, 14.1.7(e),
Back Locking/ order to prevent their unlocking, till clearance of the last point zone track circuit by the said 14.1.9(b), 19.8.11(g),
22
Route Locking train. It also provided on LC gates (where required) for preventing such unlocking of LC Gate 14.3.2(k), 20.2.2(i),
till the said Train has passed beyond LC gate. 21.1.3(d), 21.1.11(c)
13.2.1(b), 13.2.2(d),
Balises mounted between rails transmitting the information electro magnetically through low
23 Balise 13.2,3 (b,c,e,g), 13.2.4
frequency modulations to be picked up by antenna mounted below the engine of the trains.
(c,d,e,f), 13.2.5(a,b,c)
7.1.19(a),7.6.2(b),14.2.
That portion of Track which a train occupies, when concerned stop signal is displaying a ‘stop’
24 Berthing Track 1(a),17.2.6(a),19.8.9(e),
aspect. The Track Circuit that is on the approach to a signal is called berthing track circuit.
21.1.6(i),21.1.8(b)
To dispatch a message from a block station intimating to the block station immediately in
25 Block Back rear on a double line or to the next block station on either side on a single line, that the block
section is obstructed or is to be obstructed
26 Block Forward To dispatch a message from a block station on a double line intimation to the block station
immediately in advance the fact that the block section in advance is obstructed or is to be
obstructed.
27 Block Overlap Block overlap, is the adequate distance in advance of the first stop signal of a block station, 7.1.8,7.1.14(a),
which shall be kept clear and unoccupied by any vehicle, before line clear is granted to the 7.5.2(a),18.12.1(b,c,j)
station in rear.
7.1.14(a,g), 7.5.1,
That portion of the running line between two block stations on to which no running train may
8.1.1(a), 12.5.14(e),
28 Block Section enter until Line Clear has been received from the block station at the other end of the block
17.3.7, 17.6.2(d), 17.7.4
section.
18.12.1
Braking It is the distance travelled by a train after application of brakes by it`s loco pilot. 7.1.13 (b),7.1.15 (e)
29
Distance 13.3.5(c), 20.1.2 (c)
Catch Siding is a siding, provided to protect the Station Section, if the gradient is steeper than 7.4.9(b), 7.5.1, 7.5.2,
Catch Siding, 1 in 80 falling towards the station section. 7.5.3, 7.5.5, 7.5.6,
30
Slip Siding Slip Siding is a siding, provided to protect the Block Section, if the gradient is steeper than 1 7.5.7, 9.2.1(d),
in 100 falling towards the Block Section 21.1.12(a)
Centralised 5.2.2(A), 5.3.2(C),
It is a system by which the working of trains over a route, to which the system applies, is
31 Traffic Control 13.4.1 (e), 13.4.2 (g),
governed by fixed signals remotely controlled from a designated place.
(CTC) 13.4.10(a),
Where Line clear may be granted for a train, before the line has been cleared for the
32 Class B Station
reception of the train within the station section.
Clear Standing Distance between foot of the signal to Fouling Mark in the rear on the same line in case of Annexure: 8-A2
Length (CSL) Main line and Directional loop at Station yard. In case of Common Loop at the stations, Clear
33
Clear Standing Available Length/ Clear Standing Length shall be the distance between two starter signals of
Room(CSR) opposite direction on the same line.
Colour Light A fixed signal in which the indications are given by the colour of a light only. 16.2.2(a),16.4.1 (e),
34
Signal (CLS) 19.2.1, 20.5.1
Commissioner 3.6.5(b), 8.1.1(j),
An official, appointed to exercise any functions under the Act. (Explanatory notes: CRS
35 of Railway 8.1.3(b), 9.2.3,
sanctions will be required for carrying out certain types of works. Details given in Chapter 9)
Safety (CRS) Annexure: 9-A1
Competent
36 Railway A railway servant duly qualified to undertake and perform the duties entrusted to him
Servant
Communication- Communication-based train control (CBTC) is a railway signaling system that makes use of the Annexure: G-3
37 based train telecommunication between the train and track side equipment for the traffic management
control (CBTC) and infrastructure control
When used with reference to a running line, means the points and crossings, or other 7.6.5(a), 12.5.6(b),(d)
38 Connections
appliances used to connect such line with other lines or to cross it.
Control Panel It is a device, through which Station Master/authorised Operating staff control & operate 7.7.2,8.1.8(a)
/Control Cum signaling gears such as point, signal, LC gates. It has switches/Knobs/Buttons for such
39
Indication operation. Used in Relay Interlocking/Electronic Interlocking/LC gates. Except in major RRIs, It
Panel (CCIP) also contains indications, this called Control Cum Indication Panel (CCIP)
7.7.1(a)(b), 7.7.5,
Control It is a Video Display Unit (VDU) used for controlling signals, Points, LC gates, etc. in Stations
40 8.7.15, 21.1.15, 21.4.2,
Terminal provided with Electronic Interlocking.
21.5.3(a)
It is set of interdependencies/relationships/requirements with applicable conditions, among 1.3.7(b),3.1.1(b),
various signaling functions/equipments at a station/yard, presented in a logical way in a 3.5.3(a),3.6.5(b),
tabular format with all possible combinations of routes for all the signals to achieve safety 7.8.1(a), 8.1.4(b),
41 Control Table and to provide for operational requirements. It is also called Selection Table/Route Control 8.1.8(A), 8.7.1(b),
Chart. 21.1.1(c), 21.1.4(f),
Note: It`s equivalent in Mechanical signalling is Locking Table. It is the basis on which detailed 21.1.5(a), 21.4.1 (e),
design of circuits is undertaken for implementing Interlocking requirements 21.5.2(c)
Means a railway servant on duty who may for the time being be responsible for regulating 11.2.2(d), 13.4.1 (d),
42 Controller the working of traffic on a section of a railway provided with the system of speech 13.4.2(b), 13.4.8(a),
communication. 22.8.9(a)
Corrective 3.4.1(b)
43 Maintenance carried out after fault detection to effect restoration.
Maintenance Annexure: G2
44 Day Means from sunrise to sunset
45 Detection Axle detector/track device and the Field Unit connected to it. Annexure: 20-A1
Point
It is section of track, either within a track circuit or between two track circuits, the rails of 20.1.5(c), Annexure: G2
46 Dead Section
which are not part of a track circuit for detecting Trains.
47 Digital Axle Digital axle counters which use Digital Electronics & software to identify & display whether a 17.6.1 (a),(c), 17.7.2 (a),
Counter (DAC) concerned Track section is Clear or Occupied 21.4.3 (b)
On a double line, the direction for which the line is signalled, On a single line, the direction 8.1.1 (b),18.12.1 (m),
Direction Of 18.12.5, 20.1.3(c),
48 for the time being established, under the system of working, to allow trains to move in that
Traffic 20.1.4 (b), 20.3.3.
direction;
Driver Machine The interface to enable direct interaction between the on-board equipment of ATP and the 13.1.5(e), 13.2.3(b),
49 Interface (DMI) Loco Pilot. 13.2.7(a)(b), 13.3.3 (c),
13.3.6
50 Dual Detection It is an additional detection provided in addition to Main Detection to enhance availability. 9.2.2(d),
Annexure:18-A5
Dynamic The speed/distance profile that a train may follow without violating the static speed profile 13.1.5(b)
51
Speed Profile and/or the end of movement authority.
Data Logger DLMC is a place extensively used for monitoring of Relay Room door opening, fire alarm, 3.1.4(c),
52 Management Power supply/Battery voltages, ELD and other Specified signalling/Telecom gears 3.7.1(a)(c)(d)(e)
Center (DLMC) continuously or regularly generally situated at divisional HQ.
Electrical Means a telephone instrument (including Mobile communication equipment/VHF walkie-
53 Communication talkie Set)
Instrument
Emergency Application of a maximum brake force in order to stop the train in the shortest distance 13.1.5(f), 13.2.3(b),
54
Brake 13.2.4 (c)(f), 13.2.5.
Emergency Is the distance travelled by train before coming to a Dead stop by application of Emergency 7.1.13(b), 20.4.1,
55 Braking Brake by Loco-pilot. (Note: For signalling purpose, EBD is reckoned from a Signal displaying a 7.1.15(e), 14.1.7(d),
Distance (EBD) ‘Attention’ aspect to the signal displaying a ‘Stop’ aspect) 14.1.9(b)
End of
56 Location up to which the train is permitted to proceed and where target speed is zero.
Authority
Points are facing or trailing in accordance with the direction a train or vehicle moves over 7.4.12(a,b), 12.4.3,
Facing And
57 them. Points are said to be facing points when by their operation a train approaching them 12.4.4, 12.11.6,
Trailing Points 12.14.1, 12.14.5
can be directly diverted from the line upon which it is running.
58 Failure Mode Manner in which failure occurs.
Limit of the ratio of the conditional probability that the instant of time T, of a failure of a 3.1,3.5 of Annexure: G1
59 Failure Rate product falls within a given time interval (t, t+ Δt) and the duration of this interval Δt, when
Δt tends towards zero, given that the items is in an up state
Factory A type of Testing done to check whether Software logics of Interlocking/Equipment, to be 3.6.5(b), 21.5.2(a)
60 Acceptance Installed are responding fully in accordance with logics defined in Control Tables. This is done (b)(d), 13.1.9(c),
Test (FAT) without any Interface wiring in Relay Room and no connection to Outdoor equipments.
Means a signal of fixed location indicating a condition affecting the movement of a train and 12.5.10(a), 13.2.2 (b),
61 Fixed Signal
includes a semaphore arm or disc or fixed light for use by day and fixed light for use by night.
20.1.2(b), 20.1.3(a)
7.1.14(d), 7.3.6(b),
It marks at which the infringement of two fixed Standard Dimensions fouling block occurs, 7.4.9(b), 7.6.5(b),
62 Fouling Mark where two lines cross or join one another. It is placed at a location, where centre to centre 7.6.6(c), 12.5.6,
distance is less than 4265 mm for existing works and 5300 mm for new works. 17.2.4(a)(b)
Functional Part of overall safety that depends on functional and physical units operating correctively in Annexure: G1(S.No-4.1)
63
Safety response to their inputs.
Means a train (other than material train) intended solely or mainly for the carriage of animals Annexure: 13-A1
64 Goods Train
or goods.
7.1.14(c), 7.5.3, 7.5.6,
Means the railway servant in charge of a train and includes a Brakesman or any other railway
65 Guard 7.7.2(f), 8.1.9(e),
servant who may for the time being be performing the duties of a Guard.
22.1.1(c)
66 Hazard Condition that could lead to an accident. 17.4.2(h), 17.5.4 (e)
Hazard Process of identifying hazards and analysing their causes and the derivation of requirements
67
Analysis to limit the likelihood and consequences of hazards to a tolerable level.
Annexure: G1
68 Hazard Rate Rate of occurrence of hazard.
(3.4, 4.12)
It is an arrangement for the changeover of system from one active unit to another active unit, 13.3.3(b)(d), 21.4.6(a)
69 Hot Standby
being provided for same purpose.
19.2.1(b),
70 Implantation Horizontal distance from centre of the track.
Annexure: 3-A1
In Advance of
71 A term used in defining a territory beyond a signal as seen from the approaching train.
A Signal
In Rear of A Means the territory over which an approaching train has to pass before reaching the signal 7.1.15(d)
72
Signal location.
Independent Process to determine whether the system/product meet the specified safety requirements
73 Safety and to form a judgment as to whether the system/product is fit for its intended purpose in
Assessment relation to safety.
The signalled route can be released only after concerned signal is put back to danger after 12.28.2(c), 14.2.1(p),
passage of train beyond the signal or route for signal has been cancelled in addition to other 21.1.9(d)
conditions. Such locking on points is known as Indication locking on signals.
Indication
74 (Note:- The signals are operated by control cum indication panel or VDU control terminal. The
Locking
point indication relay picks up only after the correspondence between point operation
command relay picked up in the relay room and point position at site is satisfied. This locking
is known as Indication locking on point).
1.3.7(b), 2.2.1(d),
Means an arrangement of signals, points and other appliances, operated from a panel or
2.3.1(b), 3.1.1, 3.1.5(b),
75 Interlocking lever frame, so interconnected by mechanical locking or electrical locking or both that their
3.2.1(c), 3.5.3(a), 3.5.7,
operation must take place in proper sequence to ensure safety.
3.6.3(c), 3.8.2(a)
Intermediate It is a class `C' station on a single line, double line or multiple line remotely controlled from 7.1.14(g)
76
Block Post the block station in rear.
Intermediate Means an arrangement of Signalling on single line, double line, in which a long block section 7.1.14(g), 8.1.1(b),
Block is split into two portions each constituting a separate block section of a block section by 13.4.2(a), 18.12.1,
77
Signalling (IBS) providing an Intermediate Block Post. 18.12.2(a), 18.12.3,
18.12.4, 18.12.5
Intermediate
78 Siding/ Siding line taking off from running line and located in the block section.
Outlying Siding
INDIAN RAILWAY 8.2.1
79 STANDARD (IRS) A set of Standards applicable to Railway specific Equipments/Technologies.
7.1.18(e), 7.4.11, 7.6.1,
Means an arrangement, secured by the setting of points or other approved means, to protect 13.1.11, 18.1.1(h),
80 Isolation
the line so isolated from the danger of obstruction from other connected line or lines. 21.1.6.
7.1.12(a), 7.1.18 (d),
Last Stop Means the fixed Stop Signal of a station controlling the entry of trains into the next block
81 7.6.6(b), 12.5.4 (c),
Signal (LSS) section.
18.1.4(e), 21.1.6(m)
82 Level Crossing It is an intersection of road with railway track at the same level. 7.1.16, 12.8.1(a)
8.7.11, 9.2.1 (e),
Means any form of movable barrier, including a chain, capable of being closed across the
Level Crossing 13.3.1(b), 14.1.3,
83 road at the level crossing but does not include a wicket or a turnstile for the use of
Gate (LC Gate) 14.1.7, 14.1.8,
pedestrians.
14.1.10(a)
84 Life Cycle Series of identified stages through which all items go, from its conception to disposal. Annexure: G1 (1.1) (b)
The place beyond which the train has no information but to which the train is authorised to
Limit Of
85 run with a defined target speed higher than zero. The train is expected to receive new
Authority
information before passing the limit of authority.
The maximum number of trains that can be run on any given Line during a calendar day of 24 5.2.2 (c), 5.3.2 (b),
86 Line Capacity
hours. 14.1.2(b),
87 Line Clear Means the permission given from a block station to a block station in rear for a train to leave 7.5.2(b), 7.6.7, 18.1.2,
the latter and approach the former; or the permission obtained by a block station from a 18.1.5 (a)
block station in advance for a train to leave the former and proceed t
Line It is a device consisting of a key actuated push button switch, which is placed close to 17.7.5(a),
88 Verification required track section (Usually a point zone or Line in station section) whose physical Annexure-18-A5(D)(iii)
Box (LV Box) clearance of any vehicles is to be verified at site.
3.1.3(b), 7.1.5(d),
Means the Loco Pilot/Assistant Loco Pilot/Shunter/Motor man or any other competent
89 Loco Pilot 7.1.15, 7.4.9, 12.21.1,
railway servant of the time being in charge of driving a train.
13.1.8, 19.2.1(b)
7.1.12(b), 12.5.12 (a),
90 Main Line Means the line ordinarily used for through running trains at a station and between stations.
12.21.3
Main Signal 12.26.3(a), 21.1.4,
91 /Running The Signal governing the movement of a running train. (Not a shunt movement) 7.1.3, 7.1.5(d),
Signal 20.3.3(b), 21.1.9(c)
Ability to be retained in, or restored to, a state to perform as required, under given Annexure: G1(1.1,(3.2)
92 Maintainability
conditions of use and maintenance.
93 Material Train Means a departmental train intended solely or mainly for carriage of railway material when Annexure: 22-A2
picked up or put down or for execution of works, either between stations or within station
limits.
Means a train intended for the carriage of passengers and goods, or of passengers, animals
94 Mixed Train
and goods.
Most
The speed which a train must not exceed. It is the lowest speed taking into account all the
95 Restricted
various speed profiles.
Speed Profile
Movement
96 Safe distance of travel communicated by the Automatic Train Protection System. 13.2.1(d), 13.2.3 (c),(e)
Authority (MA)
Considering the need for higher order of safety, as well due to the presence of halts at Annexure: G-3 (11,13)
frequent intervals of even less than a KM length, Primarily the train detection is done by
97 Moving Block 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.
Multi Section 3.8.4(e), 8.7.1(c),
Digital Axle Multi Section Digital Axle Counter is a Digital Axle Counter used to monitor more than single 11.1.2(f), 21.1.1 (d),
98
Counter track section either at Stations or in Block sections. 21.1.17(d)
(MSDAC)
Multiple 7.1.8, 7.3.2, 7.3.6(a),
Means a Signalling arrangement in which signals display at any one time any one of the three
Aspect 12.5.12, 12.5.13,
99 or more aspects and in which the aspect of every signal is pre-warned by the aspect of the
Signalling 14.1.7(b),
previous signal or signals.
(MACLS)
A short section of Insulated Dead over-head equipment which separates the sectors fed by 14.2.2(b), 18.12.1 (a)
Neutral two adjacent substations which are connected to different phases.
100
Section (Ref: ACTM Vol-II Annexure –I.2.12 & 16.0)
Note: It has no power supply to drive Electric locomotive engine.
2.2.1(c), 3.2.2(b),
101 Night Means from sunset to sunrise.
7.4.5(b), 12.5.5(b)
3.1.3(b), 12.14.5,
It`s cognate expressions includes a train, vehicle or obstacle on or fouling a line, or any
102 Obstruction 19.3.5, 19.3.6(a),
condition which is dangerous to trains.
19.4.1(b), 19.4.6
103 Off Position Means any position other than the `ON' position of a signal.
3.8.4(c), 7.1.18,
104 On Position Means the most restrictive position of a signal.
7.6.1(b), 19.8.9
On-Board 13.1.5, 13.2.4 (c),
The part (software and/or hardware) of the ATP system located in Locomotive, which fulfills
105 Equipment 13.1.6,13.1.8,
the approved ATP specification.
(OBE) 13.2.1,13.2.5(c)
8.1.8,13.4.3(a),
Overhead Means the electrical conductors over the tracks together with their associated fittings,
16.2.1(a)(b), 17.5.6(e),
106 Equipment insulators and other attachments by means of which they are suspended and registered in
22.1.2(a), 22.1.3,
(OHE) position for the purpose of electric traction.
22.3.1, 22.3.4(a)
Passenger Means a train intended solely or mainly for the carriage of passengers and other coaching 9.2.1, 13.4.2(c),
107
Train traffic, and includes a troop train.
7.1.15(d),13.1.5 (b),
Permitted The speed limit at which a train is allowed to proceed without warning and/or intervention
108 13.2.4(a), 13.2.5 (i),
Speed from the onboard equipment.
13.4.5
Point And Trap Are not signals, but are appliances fitted to and working with points to indicate by day or by 12.13.2(a)
109
Indicators night the position in which the points are set.
Position Light
110 A fixed signal in which the indications are given by the position of two or more lights. 7.1.19(b)
Signal
Preventive
111 Maintenance to carry out to mitigate degradation and reduce the probability of failure.
Maintenance
Documented set of time scheduled activities, resources and events serving to implement the
112 RAM Plan organizational structure, responsibilities, procedures, activities, capabilities and resources
that together ensure that an item will satisfy RAM requirements relevant.
113 Rear Section The Section between LSS and IB Signal (including 400 meters of overlap). 18.12.1(a)(b)(d) (e)
114 Reference A location on the track (e.g. balise group reference location or RFID tag location) used as a
Location reference for the information sent from trackside or for the train position.
3.5.7(a), 7.8.1(a),
An electromagnetic device, which is used to convey information from one circuit to another 11.1.2, 17.1.1(e),
115 Relay
circuit through a set of contact i.e. front or back contact. 18.2.4, 18.8.1(f),
19.8.8(a), 20.2.2(a,b)
116 Release Speed A speed value to allow a train to approach the end of its movement authority. 13.2.3(g)(j)k)
7.8.8, 8.7.1(c)(d),
Ability to perform as required, without failure for a given time interval, under given
117 Reliability 21.1.1(e), 21.3.4(a)
conditions.
Annexure: G1
Required Minimum distance between two points duly taking gradients into consideration to ensure
118
Distance functionality & safety.
Hard Reset is a type of reset which when applied will directly reset the failed Axle counter
119 Reset-Hard system.
It is not to be applied in a working Station/Section.
A type of reset (applied on a failed axle counter system) by due Co-operation between two 17.7.5 (a)
Operating Staff/Station Masters or One Station Master & Another Operating staff at site after
Reset –
120 ensuring laid down conditions - such as arrival of last vehicle or clearance of the track section
Cooperative
(using line verification box after physical verification of Failed Track section). The axle counter
will show ‘clear’ after application of this type of reset.
Reset - 17.7.5 (a)
121 -do-
Conditional
After application of this type of resetting, axle counter will continue to show ‘Occupied’ until 17.7.4(a), 17.7.5 (b)
Reset –
122 one train movement is carried out through the failed section and ‘In Count’ is matched with
Preparatory
‘Out Count’.
Annexure: 18-A4 II
Supervisory A section of track between two Detection Points completely covering more than one track (B),(D),
123 Track Section section and is used to automatically reset failed Track sections under its jurisdiction, when it
Annexure:21-A1 (C),
& Reset is safe to do so without manual intervention. This is also called Auto-Reset.
(D)
17.5.6 (c), 19.8.12 (f),
124 Risk Combination of expected frequency of loss and the expected degree of severity of that loss.
21.1.11(c)
7.1.14(c),7.4.5,
Means the line governed by one or more signals and includes connections, if any, used by a
7.4.6(a),7.4.12,
125 Running Line train when entering or leaving a station or when passing through a station or between
12.5.6(d), 12.26.3(a)
stations.
Annexure: 7-A1
Means a train, which has started under an authority to proceed and has not completed its 15.2.2(e),
126 Running Train
journey. Annexure: 7-A1
It is a Rail which has developed rust formation on its surface and does not cause De- 17.3.13
127 Rusty Rail Energisation of Track relay as required, when a Train/Light Engine/Motor Trolley is occupying
it, thus causing an unsafe side failure.
9.1.1(a), 9.2.1, 9.2.4,
128 Safety Freedom from unacceptable risk.
9.2.5
Safety Positive declaration intended to give confidence that Risk Process and behaviors are being Annexure: G1(2.2)
129
Assurance managed to acceptable levels through appropriate measures.
Documented demonstration that the product (eg. a system, subsystem or equipment)
130 Safety Case
complies with the specified safety requirements.
Safety 21.4.5(b),
131 Function whose sole purpose is to ensure safety.
Function Annexure: G1(4.4)
132 Safety Ability of a safety related system to achieve its required safety functions under all the stated 13.1.3(c), 21.4.1(b),
Integrity conditions within a stated operational environment and within a stated duration. Annexure: G1(4.8)
133 Safety One of a number of defined discrete levels for specifying the Safety Integrity requirements 13.1.3(c),
Integrity Level for safety related functions to be allocated to the safety related systems. Annexure: G1(4)
Documented set of time scheduled activities, resources and events serving to implement the Annexure: G1
134 Safety Plan organizations, responsibilities, procedures, activities, capabilities and resources that together
ensure that an item will satisfy given safety requirements of relevant.
Safety Related A system is safety related if its failure can cause harm to life and property eg. Interlocking Annexure: G1
135
Systems System, ATP or carries responsibility for safety.
A type of Testing done to check whether Software logics & Hardware of Equipment are 21.5.2(a)
Site
responding in accordance with given Control Tables. This is done duly connecting Equipment
136 Acceptance
Hardware with Interface wiring in Relay Room and simulating outdoor signals, Points, Track
Test (SAT)
circuit.
Section The maximum number of trains that can be dealt on a given section of Railway during the 18.12.1(a)
137
Capacity period of twenty four hours.
Sectional 17.3.13, 19.8.9(d),
Route releasing designed to release sequentially usually one track section at a time behind
138 Route Release 21.1.12(a)
the train on it`s passage.
(SRR)
Semaphore Chapter 12, Section 5
139 A signal in which the day indications are given by the position of a semaphore arm.
Signal
13.1.5(d), 13.2.3(i),
Service Brake/
140 It is the brake command which reduces the Brake Pipe pressure to 1.5 Kg/Cm2. 13.3.5(b)
Normal Brake
Means the movement of a vehicle or vehicles with or without an engine or of any engine or 7.3.5, 7.3.6(c), 7.4.7,
141 Shunting any other self-propelled vehicle for the purpose of attaching, detaching or transfer or for any 18.1.6(c),
other purpose. 12.22.1(a)
Sighting The distance over which the most restrictive aspect of a signal is visible from the driving 14.1.9(a)(iii)
142
Distance compartment of an approaching train under normal conditions of visibility.
Adequate distance in advance of a stop signal, which should be kept clear before the signal in 7.1.9, 8.1.5(b), 13.2.3(j)
143 Signal Overlap
rear can be taken 'OFF'.
Single Section 21.1.1 (d), 21.1.17(d)
Digital Axial Annexure-18-A5,
144 Single Section Digital Axle Counter is generally used to monitor single track section.
Counter Annexure: 20-A1
(SSDAC)
Means ‘Signal Passing At Danger’. It is an alarming event, in which a speeding train 7.6.9, 13.3.1(a)
145 SPAD overshoots a Stop/Shunt signal displaying a ‘Stop’ aspect, and can cause a potential risk of
accident to itself and other trains.
Special 7.1.5(b), 7.1.8, 7.1.17,
146 Means instructions issued from time to time by the authorized officer on a case to case basis.
Instructions 20.4.1 (a)
Specially 21.3.1(c)(e)(g),
147 Lawful approval for a special Case exception.
Permitted 21.3.2(g)
The description of the fixed speed restrictions of a given line. The speed restrictions can be
Static Speed
148 related to items such as maximum line speed, gradients, curves, points, tunnel profiles,
Profile
bridges etc.
3.5.2(a), 3.8.1(d),
Means any place on a line of Railway at which traffic is dealt with, or at which an authority to
149 Station 7.1.10, 8.1.1, 12.25.8,
proceed is given under the system of working.
14.1.8
Means the portion of a railway, which is under the control of a Station Master and is situated 7.4.12, 14.1.7, 14.1.8,
150 Station Limits Annexure 14-A1
between the outermost signals of the station or as may be specified by special instructions.
151 Station Master Means the person on duty who is for the time being responsible for the working of the traffic 7.6.6(c), 12.25.8,
within station limits, and includes any person who is for the time being in independent 13.4.8(d), 19.9.7
charge of the working of any signals and responsible for the working of them.
Means that section of station limits, Where shunting is permitted even after granting Line 7.5.1, 15.2.3(k),
152 Station Section
clear. 17.6.2(c), 19.2.6
Means a special instruction, which is subservient to the General Rule to which it relates and 3.5.2(a), 3.8.6(a),
153 Subsidiary Rule
shall not be at variance with any General Rule. 9.1.1(a),
Sufficient A reasonable distance to be provided if there is no site constraints. It is more than “Required
154
Distance Distance”.
Is an analytical branch of engineering technology about ensuring high values of confidence,
System
155 reliability, availability, maintainability and safety of complex engineering systems.
Assurance
System Assurance = RAM Assurance + Safety Assurance.
System of Means the system adopted for the time being for the working of trains on any portion of a Annexure-18-A5(I)
156
Working railway.
157 Target Location where the train speed should be below the given target speed. 13.2.3(j)(i), 13.3.1(b)(ii),
Tolerable Annexure: G1(3.4, 4.12)
158 A hazard rate which guarantees that resulting risk does not exceed a target individual risk.
Hazard Rate
Track 13.1.4(b), 13.1.5(b),
Information containing static speed profile and gradient profile which complements the
159 Description 13.1.9(e), 13.3.4(h),
Movement Authority.
Data
160 Track Side The equipment with the aim of exchanging information with the vehicle for safely supervising 13.1.4(b), 13.2.3(b),
Equipment train movement. The information exchanged between track and trains can be either 13.2.5(b), 13.3.2
continuous or intermittent according to the ATP level and to the nature of it.
Means an electrical circuit provided to detect the presence of a vehicle on a portion of track. 7.6.4, 7.8.2(c), 8.7.17,
Train
161 It`s purpose is to detect the presence or absence of train on a defined section. 19.8.7(a), 20.1.5,
Detection
(Note: DC track circuits, AFTC track circuits, Axle Counters are used for this purpose) 21.1.17
Means a railway servant duly qualified to examine trains and certify their fitness for safe
162 Train Examiner running and includes and their railway servant who may for the time being be performing the
duties of Train Examiner.
163 Train Integrity The level of belief in the train being complete and not having left coaches or wagons behind. 13.2.2(c), 13.3.4(c)
Train Interface The unit, inside the on-board equipment, that provides the interface between the on-board 13.2.3(b)(c), 13.3.3(f),
164
Unit equipment of ATP and the train.
Has Points leading to a short dead end and used solely for the purpose of trapping the 7.4.10(c)(d),
165 Trap Siding
running line or sidings. This shall also be treated as derailing switch.
An electric lock on a point mechanism and/or on its connections, effective when a train 12.28.2(c), 21.1.9(d),
166 Track Locking
occupies a given track circuit, to prevent movement of points under the wheel.
It is a type of Signalling, in which a signal can show only two aspects i.e Stop/Proceed for Stop 14.1.7 (a), 14.1.8 (b)
Two-Aspect
167 Signals and Caution/Proceed for Permissive Signals. No pre-warning of aspect of next signal in
Signalling
advance is possible.
Universal
3.5.3(a),
Failsafe Block
168 Universal Fail Safe Block Interface (UFSBI) is an Equipment used in Block working. 18.2.2(c),18.10.1,
Interface
21.1.1(d)
(UFSBI)
Confirmation, through the provision of objective evidence that the requirement for a specific 3.7.1(b)(f), 9.2.3(f),
169 Validation
intended use or applications have been fulfilled. 11.1.3(i)
Confirmation through the provision of objective evidence that specified requirements have 17.3.13, 17.7.5(a)(c),
170 Verification
been fulfilled. 20.1.5(d),
7.7.1(a), 7.7.5,
Video Display It is display device cum controlling device. Used in Electronic Interlocking to operate Signals &
171 8.1.8(a)(v), 8.7.15,
Unit (VDU) Points, Crank Handles etc and also for getting display of Field status of them.
21.1.15, 21.4.2
Audible and/or visual indication to alert the driver to a condition which requires a positive 7.2.1, 7.3.1, 14.1.9(a)
172 Warning
action by the Loco Pilot.
Published by:
Indian Railways Institute of Signal Engineering and Telecommunications, Secunderabad
For Government of India, Ministry of Railways (Railway Board), New Delhi

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भारत सरकार

For Government of India, Ministry of Railways (Railway Board), New Delhi

1 Version 1.0 1955

The revision of signal Engineering Manual is thus a much needed necessity in

1. SEM Revision Committee:

2. Chapter 1: Organisation of the Signal & Telecommunication 1

5. Section 3: Technical Staff 4

6. Chapter 2: Duties of Signal & Telecommunication Engineers 7

7. Section1: Duties of Signal and Telecommunication Engineers incharge 7

8. Section 2: Additional Duties of Signal and Telecommunication Engineer 8

9. Section 3: Additional Duties of Dy. CSTE incharge of Construction/RE/ 10

10. Annexure 2-A1: Engineer’s Progress Report. 12

11. Chapter 3: Duties of Signal Supervisors & Technical Staff 13

12. Section 1: Duties of Sectional SSE/JE (Signal) 13

13. Section 2: Additional Duties of SSE (Signal)/Incharge 16

14. Section 3: Inspection Certificates 18

15. Section 4: Accidents 19

16. Section 5: General Responsibilities and Duties 19

17. Section 6: Additional Instructions for SSE (Signal)/Incharge of 22

18. Section 7: Datalogger Management Centre (DLMC) 24

19. Section 8: Duties of Technician (Signal) 24

20. Section 9: Duties of Helpers/Assistants 27

21. Annexure 3-A1: Signal Visibility Certificate for Existing Signals 29

22. Annexure 3-A2: Foot Plate Inspection of Signals 30

23. Annexure 3-A3: Inspection & Testing Certificate 33

24. Annexure 3-A4: Action in case of Accidents 34

50. Annexure 4-A11: Completion Report 82

51. Chapter 5: Planning, Estimating & Survey 85

52. Section 1: Planning 85

53. Section 2: Estimates 86

54. Section 3: Surveys 87

55. Annexure 5-A1: Preparation of the Preliminary Works Programme 91

56. Annexure 5-A2: Test of Remunerativeness 94

57. Annexure 5-A3: Code Rules for Estimates 95

58. Annexure 5-A4: Grouping of Works 106

59. Chapter 6: Signalling Stores and Accountal 107

60. Section 1: Classification of Stores 107

61. Section 2: Imprest Stores 107

62. Section 3: Tools and Plants 107

63. Section 4: Protective Clothing 108

64. Section 5: Books of Reference 108

65. Section 6: Office Furniture 108

66. Section 7: Stationery and Forms 108

68. Section 9: Daily Material Transactions 109

69. Section 10: Returned Stores 110

70. Section 11: Requisitions 111

71. Section 12: General Instructions 112

72. Annexure 6-A1: Imprest Stores 113

73. Annexure 6-A2: Tools and Plant 117

74. Annexure 6-A3: Guidelines for Preparation of Indents 118

75. Annexure 6-A4: Materials At-Site Account 119

76. Annexure 6-A5: Daily Material Transaction Register (DMTR) 124

77. Annexure 6-A6: Returned Stores 125

80. Chapter 7: Essentials of Signalling 132

81. Section 1: Signals in General 132

82. Section 2: Warning Boards 140

83. Section 3: Indication Boards 141

84. Section 4: Points, Operation, Indicators & Isolation 142

85. Section 5: Interlocking of Catch Siding and Slip Sidings 146